In this Blog category you will find articles about big commercial trucks accidents with a motor vehicle and how to avoid them. Personal Injury suits and insurance claims may require the help of an attorney. A good lawyer can protect your rights under the law.
Despite relatively easy reporting and repair or replacement of a defective vehicle or part at no cost, some truck fleets delay reporting and fixing defects to avoid lost revenue from sidelined equipment.
The U.S. National Highway Traffic Safety Administration (NHTSA) depends on truck fleets to report a dangerous vehicle manufacturing or design defect, so that it can investigate and issue a recall if necessary. However, while about 235 million vehicles in the U.S. generate about 45,000 complaints a year to NHTSA, 9 million trucks only generate 600 calls.
NHTSA Makes Reporting Truck Defects Easier
In an effort to streamline the reporting process, NHTSA offers four ways carriers can report a problem.
The Vehicle Safety Hotline can be reached at 888-327-4236 from anywhere in the United States, including the Virgin Islands and Puerto Rico, where representatives are on duty from 8 a.m. to 10 p.m. EST Monday through Friday.
A letter can be sent describing the problem with a phone number, so the person reporting can be reached for more information. NHTSA can also send a postage-paid complaint form to provide information about the complaint. Carriers can call 888-327-4236 to obtain the form.
All correspondence can be sent to:
NHTSA Office of Defects Investigation (NEF-100) West Building 1200 New Jersey Avenue S.E. Washington, DC 20590
Electronically report a problem by visiting www.safertruck.gov.
Fax a letter or complaint form to: 202-366-1767.
NHTSA’s Investigative Recall Process
After NHTSA receives a certain number of complaints on any specific line of vehicles, tires or equipment that has a potential for causing a risk to safety, it opens an investigation. During that investigation, investigators perform a detailed technical analysis of the issue using all available information.
The investigation includes, but is not limited to, service bulletins, consumer complaints, warranty claims, crash and injury data, part sales, inspections, tests, surveys and other documents prepared by the manufacturers.
NHTSA’s investigative process consists of:
- A review of customer complaints
- An analysis of any petitions calling for defect investigations and/or reviews of safety-related recalls
- The investigation of alleged safety defects
- An investigation into the effectiveness of safety recalls
If NHTSA’s analysis of the data indicates a safety defect exists, the manufacturer must fix it at no charge to the vehicle’s owner. A potential problem can be anything related to electronics or mechanical equipment. A recall may also be issued when a vehicle is not in compliance with a motor vehicle safety standard.
While most truck drivers are independent contractors that contract themselves out on a job-by-job basis, others are employed by trucking or shipping companies. In the event of a trucking accident, under legal theory known as “vicarious liability,” a company that employs a truck driver involved in an accident can be held liable for the accident as long as the driver was acting within the course and scope of his or her employment at the time of the accident.
Fatal Consequences of Trucking Company Policies
Over the past two decades, the number of truck accidents has increased by 20%. Even though large trucks are only responsible for 3% of injury-causing motor vehicle accidents, trucking accidents typically cause much greater harm than ordinary traffic accidents due to the large size and heavy weight of most big rigs.
If the equipment on a truck doesn’t work properly, it doesn’t matter how safe the driver is, and if one of the parts breaks down, the result can be catastrophic.
Most mechanical causes of truck accidents are due to failure to properly maintain equipment. In the rush to get the load out and on the road, trucking companies often sacrifice safety by ignoring proper maintenance of vehicles.
Big Rig Brake Failure Due to Inadequate Maintenance
Due to its mass and weight, a fully-loaded big rig takes almost twice as long to stop as a lighter vehicle, making braking one of its most important functions. Big rig brake systems require regular inspection and maintenance. The entire brake system includes an engine-mounted air compressor, numerous lines and valves, several tanks, and the actuating units at each wheel. Especially important and in almost universal use are the “S” cam drum brakes, with adjustment requirements that are critical for optimal brake operation.
Although federal trucking laws dictate that drivers and trucking companies should know about the condition of their brakes at all times, in the endless rush to make a delivery, comprehensive tractor-trailer brake maintenance is frequently ignored.
Removing or Depowering Front Brakes
To minimize wear on tires and brakes and avoid replacement costs, trucking companies often depower or remove the front brakes. Depowering and removing the front brakes is a dangerous way to decrease operating costs.
To make a quick stop, a driver must then rely on the brakes of the trailer and downshifting to stop or slow the vehicle, making the truck more likely to jackknife. Over time, those brakes tend to fail, overheat, or malfunction.
An improperly balanced load is a leading cause of death among truck drivers. While it is common to blame the driver in an accident, even the safest, most professional driver cannot control a truck that is overloaded or improperly balanced and tied down.
Truckers are paid for each mile they drive, and the trucking companies they work for charge their customers by the mile, so both truck driver and company want to move the freight out as quickly as possible. Safety is often sacrificed as trucks are carelessly loaded.
When an accident occurs, trucking companies are on the hook for damage caused by their employees. They are responsible for hiring and training the safest workers, but with an extremely high employee turnover rate, the men and women who load the trucks are often under-trained, poorly-supervised, or new to the industry.
Poorly-secured Truck Cargo a Danger to All Motorists
Unsecured cargo in a traditional closed trailer can push through the back door or slide out the back of a flatbed trailer. As a truck twists and turns, tons of unsecured freight can shift, causing the truck to overturn.
Unbalanced cargo that is heavier on one side, even when tied down securely, can cause a truck to tip over. The driver will not know this is happening and will be unable react in time to prevent an accident.
Even securely tied-down loads are a hazard to passing motorists when they extend out from either side of open, flatbed trailers without walls or roofs.
Trucking Companies Share Liability with Third Party Loaders
When trucking companies do not have the proper equipment and expertise available to keep cargo secure, they will outsource the loading to businesses with the manpower and experience to tie down large loads. When cargo shifts or falls out of a truck causing an accident, the trucking company will be responsible, but the loading company will also be at least partially liable in a civil suit.
The number of commercial trucks on Portland roads has ballooned since the closing of the Port’s main terminals. Although trucks are vastly outnumbered by cars, the sheer size and weight of just one 18-wheeler or semi truck on Portland roads likens them to a trail of woolly mammoths on wheels. In fact, to be more precise, you can imagine that a fully-loaded semi truck with trailer takes up about as much room on the road as three woolly mammoths in a line, and weigh as much as six woolly mammoths. Just one woolly
mammoth weighs an average of 13,000 pounds while a fully-loaded semi truck trailer is legally allowed to weigh up to 80,000 without a special permit. Due to these dimensions, it is not difficult to conclude that a collision with a commercial truck frequently leads to tragic outcomes.
Even though the “trail of mammoths” that is just one semi truck is actually a highly-refined automotive machine operated by a [supposedly] competent and commercially-licensed driver, the number of accidents involving these vehicles escalates past one thousand annually in the Beaver State. In 2014, the most up-to-date traffic report in Oregon shows that Oregon experienced 2,144 semi truck collisions, 434 of which took place in Portland. Over 1, 100 people were injured, and 34 were killed.
Truck Accident Injuries are Severe
Although just 1% of all truck accidents result in a fatality, 23% are injury accidents. According to the National Highway Traffic Safety Administration, 73% of all truck accident injuries and deaths are suffered by the people in the passenger vehicle and not the truck driver nor any truck passengers. Truck drivers rarely suffer from accidents; minor scrapes, cuts and bruises are the most common injuries drivers sustain, although they are often to blame for the serious injuries and lives claimed after a truck accident. A Portland truck accident attorney can study your case to guide you in your pursuit of justice following an injury accident.
Overall, truck accidents account for 3% of all U.S. injury accidents. Injuries from truck accidents are often severe and can lead to several months or years of recovery. Paralysis, brain injuries, and fractures are common. Many truck accident victims may never fully recover, leading to a lifetime of suffering and a decreased quality of life from an incident that took only seconds. In a truck accident, the most
Congress in December 2016 showed that it favors deregulation over safety when it blocked Obama administration safety rules aimed at keeping tired truckers off the roads. It also pledged to try to block state laws that require additional rest breaks for truckers beyond what federal rules require when it meets in January.
Congress Rolls Back Weekly Hours of Service Rule
In 2013, the Federal Motor Carriers Safety Administration (FMCSA) set down Hours of Service Rules for Truck Drivers, limiting a driver to working no more than 70 hours a week, with an eleven hour driving limit per day, with the remainder of that time spent sleeping and/or resting off duty. Congress’ action in December has caused the Federal Motor Carrier Safety Administration to suspend the 70 hour a week driving limit, allowing tired truckers to stay behind the wheel, placing other motorists at risk. Most truckers, who are paid by the mile, favor an extended work week, and a faster delivery means more money for motor carriers and shippers.
More Potential for Damage from Trucks than Passenger Vehicles
Even though large trucks are responsible for only 3% of injury-causing motor vehicle accidents, due to their large size and heavy weight they typically cause much greater harm than ordinary traffic accidents. Over the past two decades, the number of truck accidents has increased by 20%. In 2002, 4,897 individuals died and 130,000 people were injured in crashes involving a large truck.
Truck drivers are trained to watch for vehicles that might enter the “no-zone,” which is an area where a passenger car disappears from the truck driver’s view. There are front, side, rear, backing up, and right turn no-zones. Accidents between cars and large trucks are 60% more likely to occur when a car is in a no-zone.
Trucker Fatigue Number One Cause for Crashes
According to a recent study released by the Federal Motor Carrier Safety Administration (FMCSA), the most common cause of truck accidents is driver error due to fatigue and sleep deprivation. Fatigue causes truck drivers to fall asleep, be inattentive, misjudge gaps between vehicles, and ignore the signs of impending dangers or overreact to them.
Rollback of Trucking Safety Regulation Sign of More Future Deregulation
Safety advocates are concerned that the recent congressional decision signals the start of a broad rollback of transportation safety regulations at
In October 2016, beer maker Anheuser-Busch made the nation’s first commercial shipment by self-driving truck, completing a journey of 120 miles through Colorado with a driver on board but not behind the wheel.
US Not First with Autonomous Trucks
Six months earlier, a “platoon” of six convoys of two or three semi-automated “smart” trucks, linked together by wifi connection with drivers behind the wheel, completed a journey along E19 highway across France, Belgium, and the Netherlands. Trucks leaving factories as far away as Sweden and southern Germany joined the platoon. A year before that, a self-driving truck “platoon” completed a journey along A28 motorway in the Netherlands.
The first truck in a semi-automated truck platoon determines the speed and route while other trucks follow, providing synchronized braking and preventing sudden jolts and shocks. “Truck platooning will ensure cleaner and more efficient transport. Self-driving vehicles also contribute to road safety because most accidents are caused by human failure,” said Dutch infrastructure and environment minister, Melanie Schultz van Haegen. The Dutch business community and the transport sector see good potential for truck platooning across Europe.
US Trucking Companies Favor Self-Driving Trucks
The US trucking industry envisions driverless trucks as a way to cut down on operation costs. In 2015, trucking brought in $726 billion in revenue and accounted for 81% of all freight transport, according to the American Trucking Association. If drivers are no longer required, $70 billion (34% of operational costs) spent annually by the trucking industry from labor costs could be eliminated.
Truckers See Self-Driving Technology Advantage
Since truckers are paid by the mile, those in favor say self-driving trucks would allow the nation’s 350,000 owner-operator truckers to keep their trucks on the road longer without cutting into their carefully monitored driving time.
In 2013, the Federal Motor Carriers Safety Association (FMCSA) set down Hours of Service Rules for Truck Drivers. Under those rules, a driver must work no more than 70 hours a week, with an eleven hour driving limit per day. The remainder of that time must be spent sleeping and/or resting off duty.
Advocates say a driver of a self-driving truck could spend at least part of the required thirteen hours of off duty/resting time hanging out in the Sleeper Berth, supposedly standing by to take control in an emergency, while the truck rolls along. However, according to FMCSA Hours of Service Rules,
In an effort to reduce the 1,115 yearly fatal crashes involving heavy trucks, the National Highway Traffic Safety Administration (NHTSA) seeks to forcibly limit how fast trucks, buses and other large vehicles can travel on the nation’s highways.
The nationwide limit would electronically cap speeds at 60, 65, or 68 mph with a device on newer U.S. vehicles that weigh more than 26,000 pounds. Drivers would be physically prevented from exceeding it.
NHTSA claims limiting the speed of heavy vehicles to 60 mph could save up to 498 lives annually, while others say that limiting speed of heavy vehicles would create dangerous interactions with vehicles, as faster cars slow down for trucks.
There is another fact to consider. While many states permit highway speeds of 80 mph or more, most truck tires are not designed to go faster than 75 mph. Tire manufacturers say traveling faster than that can cause tires to fail and blow out, creating safety issues.
Speed Limit Petition Introduced in 2006
The petition to limit large vehicle speed was first introduced in 2006 by the nonprofit group Roadsafe America, founded by Steve Owings and his wife Susan, whose son Cullum was killed by a speeding tractor-trailer in 2002. The nonprofit was later joined by the American Trucking Association, the nation’s largest trucking industry group, and continues to push NHTSA to force heavy vehicles to limit their speeds.
Costs of Speed Limiting Technology
Retrofitting vehicles made after 1990 with the speed-limiting technology could cost from $100 to $2000 per vehicle, and changes to some engines could also be required, increasing the costs. Heavy vehicles made before 1990 don’t have the capacity to add the technology.
NHTSA says its proposal is based on available safety data and the additional benefit of better fuel economy, and will take public comment for 60 days, then determine the final limit and decide if the regulation should be put in place.
With Hanjin, Hapag-Lloyd, and Westwood Shipping Lines officially out of the Port, thousands more trucks are on Oregon roads. Interstates 5 and 84 house some major hotspots where collisions with trucks are more likely to occur. The rate of traffic accidents involving trucks has only climbed since the Port’s container terminal lost almost all its business.
Truck Accidents in Oregon Surge
US transport carries an estimated 50 million tons of cargo every day, according to 2010 numbers released by the US Department of Transportation. All that cargo is carried by rail, water, air, and above all, trucks. Nearly 70% of those fifty million tons per day is transported on heavy trucks, which are allowed to carry a maximum of 80,000 pounds a piece without a special permit.
Big rigs, semi trucks, 18-wheelers, and tractor trailers are all terms to describe vehicles that can legally transport such a great amount of weight with just a commercial driver’s license. In 2011 there were over 49,000 accidents in Oregon. Of those, 1,020 were tractor trailer (including double and triple trailer) and commercial truck accidents that resulted in damage that required a tow, a personal injury, or fatality. Of those 1,020, 43 people were killed. Of those 43, just 6 were truck drivers.
A grand total of 331 traffic deaths occurred that year, and only 6 of them were truck drivers themselves. This shows just how dangerous it is to collide with such a large, powerful vehicle as a commercial truck. When an average car crashes with a commercial truck, such an accident is much more likely to cause a fatality.
Additional transport of cargo on Oregon’s congested freeways is cause for concern. Our roads are already at capacity with an influx of new Oregonians. While the number of trucks on the roads rises, the physical capacity of the roads themselves has not changed to accommodate this increase in traffic. As a result, the death toll rises as more cars sharing the road with more trucks equals more accidents.
Some Nasty Truck Accidents
On July 20, 2016, a log truck collided with a Dodge pickup truck on highway 219 in St. Paul closing the highway between Champoeg and McKay roads. The double-trailer logging truck jackknifed while its load of oil spilled on the ground. One man was airlifted.
On July 21st 2016 a 51-year old man died in a tragic accident involving
This is the first post in my weekly blog series: Personal Injury Claim Value: Key Variables. During the past 25 years I have quantified claims big and small–as a large loss claims analyst (1996-2000), an insurance defense attorney (1990-1996) and since 2000 as a plaintiff personal injury attorney. I dedicate the series to my past clients, adversaries and their insurers whose now resolved disputes laid a pattern of lessons learned.
When it comes to personal injury claims ultimately there is really only one question: “How much is my claim worth?”
The short, quick answer is a simple number. A number answer is understandable, plentiful at cocktail parties and easily generated from online injury calculators. The downside to quick injury claim quantification is huge– quick quantification is usually wrong.
In reality, claim value depends on several key variables. Notice the word “variable”. Just a tiny variable tweak can bring huge differences. Hold that thought. Now consider this. Variables constantly change and differ from place to place. Jurisdictions differ; each fact pattern has nuisance. Thus, this blog series is potentially infinite.
To make sense of this mess, each blog post focuses on one key variable only. I start with the most important variable of all—YOU. Your injury claim is all about you, or more accurately perceptions about you. You are NOT the person you are perceived as.
Perception of YOU
You are a trustworthy, hardworking person who was seriously injured by someone else’s mistake. But you won’t get a dime if the decision maker (however unreasonable) sees you as a cheater, slacker or injury faker.
In the personal injury claim context, “who you are perceived as” is more important than who you really are. Mindfulness of other lenses of perception is crucial to successful injury claim resolution. The best you can, clear your mind of your point of view. Then ask yourself: “How might others view me, my injuries, my story my actions in the context of this injury claim?” Your honest answers will lead toward better decisions and more effective testimony.
Decision makers spontaneously and unconsciously pre-judge based on individual life experience, attitudes and beliefs. During jury selection jurors will reveal personal experiences. Listening carefully will provide useful clues to juror paradigms. To add a sour twist, some jurors consciously conceal true biases during jury selection. Your lawyer should ferret out potential jurors with life experiences that may cause prejudgment of you.
You will never know exactly how the decision maker perceives you. You
FIRE and bellowing plumes of SMOKE make this summer particularly dangerous for motorists in Oregon and Washington State. Recognizing this danger, the Oregon Department of Transportation (ODOT) has recently closed several stretches of highway including:
1. Highway 26 ( at and around Warms Springs) ; and
2. 1-84 ( Pendleton to Ontario)
Highway 26 and I-84 are two of Oregon’s major significant east-west connecter. While necessary for safety, closures increase traffic on rural two- lane roadways not meant for high volume.
As an inevitable result, impatient drivers more frequently cross the yellow solid line, sometimes with fatal consequences. Meanwhile, plumes of smoke bellow across roadways obscuring visibility and distracting drivers. In central and western Oregon a haze blunts clear vision. And, during forest fire season motorists are more likely to use mobile devises, while driving.
One very serious cross over, head on collision occurred the morning of August 8, 2015 on Highway 97 just south of Bend. The crash seriously critically injured three persons including a 60 year old man from Sunriver. Police report that a Ford Explorer driven by a 19 year old crossed the center line. Pictures are shown below. The cause of the crash is under investigation.