Trucking News and Briefs for Wednesday, 26 June 2024:
NHTSA supports rule increasing rear impact shield strength
The National Highway Traffic Safety Administration has announced in a Federal Register Notice to be published on Thursday, June 27 that it has rejected a petition for reconsideration regarding a rule 2022 strengthening standards for trailer rear impact guards.
The rule, which was published on July 15, 2022 required rear impact guards that were strong enough and able to absorb energy to protect the occupants of compact or subcompact cars when they hit the rear of trailers traveling at 35 mph. NHTSA stated that the rule was intended to protect passengers when they hit the middle of the rear of a vehicle and when 50% or more of the vehicle’s width overlaps the rear end of the trailer.
NHTSA received a reconsideration petition from a coalition consisting of Advocates for Highway and Auto Safety, the Truck Safety Coalition, Citizens for Reliable and Safe Highways, and Parents Against Tired Truckers. They argued that the rulemaking did not go far enough. NHTSA stated that the coalition “disagreed” with the data and analyses that the agency used to develop the final rule. They also asserted that NHTSA must require reinforced rear guards for the 30% overlap accident condition.
In its denial of petition, NHTSA stood by the data that it used in creating rule. It noted that the Trucks in Fatal Accidents database (TIFA) it used is more precise than NHTSA’s own Fatality Analysis Reporting System for medium-and heavy-duty trucks involved in deadly crashes.
NHTSA also said that it must consider “whether a proposed safety standard is reasonable, practical, and appropriate for motor vehicle types for which it is prescribed” when it establishes new safety standards. The agency decided a standard requiring all trailers and Semi-Trailers to meet a 30 percent overlap standard “wouldn’t be reasonable or feasible.”
Jennifer Tierney of the TSC Board, who has long advocated for improvements in underride protection on trailers, has called NHTSA’s decision to reject the petition “abhorrent” and “indefensible”. The agency that has the authority to protect motoring publics from these violent and gruesome accidents refuses to take proactive measures in the name safety. “At the current pace of NHTSA, I may be dead and buried long before adequate underride safety is ever required.”
NHTSA, following its 2022 actions for rear-impact guards has also been working to mandate side underride protection on trailers. Last year, the agency published a ANRPM asking for feedback about the benefits, costs, and other impacts of side guards. The February DOT Significant Rulemakings Report does not include a date for publication of NPRM. The next date listed for “analyzing comments” is October 2024.
NHTSA launches committee to study underride accidents as new regs near
Bill to create a task force to combat freight fraud and theft introduced in House
Rep. David Valadao, R-California, has introduced a separate bill that is similar to the one included in the Fiscal Years 2025 Homeland Security Appropriations Act. This would provide funding for a taskforce to address supply chain theft and cargo fraud.
Valadao stated that the Safeguarding Our Supply Chains Act is designed to improve coordination between Homeland Security and FBI in order to stop thefts within the nation’s supply chain.
“The alarming rise in cargo theft has a devastating effect across industries. We need to do more to make sure these goods reach their destination,” he said. The Safeguarding our Supply Chains Act improves coordination to identify solutions and reduce theft. I’m proud of introducing this bipartisan legislation and look forward to working together with my colleagues to bring this to a successful conclusion.
[ Related to Chicago freight thief steals $9M in goods]
If passed and made law the bill would create a Supply Chain Crime Coordination Center under Homeland Security Investigations (HSI), a Task Force for Supply Chain and Theft led by HSI and FBI.
The coordination center will collect and analyze data on supply-chain fraud and theft, and analyze regions and modes and transportation in the United States where organized crime is prevalent.
The task force will address supply chain theft and fraud throughout the rail, motorcarrier, and intermodal system to detect, disrupt and deter organized thieves who target all stages of supply chain.
The American Trucking Associations (ATA), UPS and other supply chain companies and groups support the legislation.
[ Related to: Congress eyeing creation of anti-fraud/cargo thief task force]
New funding application for EV charging infrastructure opening soon
In July, a new funding opportunity will be available for California fleets that are interested in deployment of electric vehicle charging infrastructure for class 2b-8 vehicles and off-road equipment.
The Energy Infrastructure Incentives for Zero-Emissions Commercial Vehicles (EnergIIZE Project) is funded by California Energy Commission, and administered by Calstart. It will open its EV Jump Start financing lane on Saturday, July 16, at 9 a.m. Pacific. This funding lane will run until Friday, September 10 at 5 p.m. Pacific.
The EV Jumpstart funding lane is one out of four standard funding lanes that EnergIIZE offers. It focuses on equity qualified projects on public, private, or shared-use sites. It covers up 75% of eligible costs for infrastructure equipment and software for projects up $750,000. The eligible costs include, but are not restricted to: Level 2 chargers and direct current fast chargers.
The application process is competitive and applications are scored based on criteria that demonstrate operations and maintenance planning as well as cost effectiveness and community benefit.
[ Related to Electric truck purchase incentives present big problems for owner-ops and small fleets]
Those eligible include: Tribes or Tribal-serving entities; small businesses, as recognized by California State Legislative Code, minority-owned or woman-owned businesses, veteran-owned or LGBT-owned business; infrastructure installed in a designated disadvantaged community or low-income area (DAC or LIC); transit systems with 50% or more of their routes in a DAC/LIC; public schools districts that serve economically disadvantaged students, and nonprofit organizations.
Calstart has noted that the eligibility requirements for EV Jump Start have changed since last round of funding. EnergIIZE previously only accepted one application for each tax identification number (TIN). The new policy allows a single entity, identified by TIN to apply for multiple unique projects sites. However, they cannot receive more than 25% of total funding for this lane.
Applications will be accepted online through the Incentive Process Center on the day funding lanes open. The EnergIIZE site has a wealth of information. Potential applicants should also schedule a time with the project team to ask any questions they may have about EV Jump Start.