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BBQ Chicken Recipes
INGREDIENTS
1 c. BBQ sauce
1/4 c. neutral oil, such as canola or vegetable, plus more for the grill
2 cloves garlic, grated or minced
1 tbsp. soy sauce
1 tsp. smoked paprika
Kosher salt
Freshly ground black pepper
3 lb. bone-in, skin-on chicken pieces
DIRECTIONS
ccjdigital.com
May 3, 2022Updated May 4, 2022
The Federal Motor Carrier Safety Administration’s (FMCSA) notice of intent to proceed with rulemaking to mandate speed limiters on most heavy-duty trucks is being published in the Federal Register Wednesday, May 4. The publication of what the agency is calling an advance notice of supplemental proposed rulemaking opens the comment period for 30 days.
Comments can be made here through June 3.
As previously reported, the notice does not specify any speed to which trucks will be limited under the regulation and is not a proposal of any regulatory language to amend the Federal Motor Carrier Safety Regulations. Instead, it is a fact-finding and data-mining tool for FMCSA to determine how to best proceed with the rule.
The speed limiter debate has been on the back-burner since early in the Trump administration. A joint rulemaking issued in 2016 by FMCSA and the National Highway Traffic Safety Administration explored potentially limiting trucks to either 60, 65 or 68 miles per hour.
[Related: FMCSA files notice of intent on speed limiter requirement]
The new notice is being published solely by FMCSA, and the requirements of the rule will fall to motor carriers to implement the speed limiters rather than the OEMs.
In the notice, FMCSA said it is considering making the rule only applicable to trucks manufactured after a certain date — potentially 2003 — "because this is the population of vehicles for which [electronic engine control units] were routinely installed and may potentially be used to govern the speed of the vehicles.”
The agency added that moving forward with a motor carrier-based speed limiter rule “will ensure compliance with the rule, and potentially avoid confusion on who is responsible” for implementing the speed limiters and ensuring they remain active.
During the 30-day comment period, FMCSA is asking for public comment on 12 questions, specifically dealing with the programming or adjustment of engine control units (ECUs) that could be made to impose speed limits on heavy-duty trucks. The questions are as follows:
CCJ research since the notice of intent was announced last week found that a majority of fleets already have speed limiters in place, and nearly half of those have the limiters set at 66 miles per hour or higher.
Speed limiters have largely been supported by the American Trucking Associations, which last week applauded FMCSA for reviving the rulemaking, adding that ATA “look[s] forward to working with the agency to shape a final rule that is consistent with our policy supporting the use of speed limiters in conjunction with numerous other safety technologies.”
On the other side of the debate, the Owner-Operator Independent Drivers Association has long been opposed to speed limiters and last week reaffirmed that position, stating that speed differentials between trucks and passenger cars on highways will have a negative impact on safety
The National Motorists Association Executive Director Gary Biller was quoted in 2011 in an interview as stating, “Having split speed limits between cars and trucks sharing the same roadways is poor traffic safety design. The same is true for variable daytime/nighttime speed limits.
www.change.org/t/split-speed-limits-en-us
Terry Sheff started this petition to California State Senator Jim Beall and 3 others
In the state of California, commercial motor vehicles (CMVs) and other vehicles that are towing are required to drive no faster than 55 mph and stay to the far right of the roadways. This is an unsafe practice and causes undue stress on the motoring public.
If CMVs were allowed to travel at the same speed as the traffic that it is in, traffic would flow more efficiently and effectively while lowering the number of accidents that are caused by these two laws.
The National Motorists Association Executive Director Gary Biller was quoted in 2011 in an interview as stating, “Having split speed limits between cars and trucks sharing the same roadways is poor traffic safety design. The same is true for variable daytime/nighttime speed limits. Anything that has the potential for adding driver confusion or uncertainty is inadvisable.”
The Texas Department of Transportation, along with the Utah Department of Transportation post the fastest legal speed limits (up to 85 mph on some stretches in Texas) in the nation. Utah has reported an excellent safety record for its 80 mph stretch of I-15.
Texas DOT Traffic Operations Director Carlos Lopez, in a 2006 department explanation of speed limit changes in West Texas stated, “Crash records show that when the speed limit in these areas increased to 75 mph in 2001, the number of traffic deaths on those segments decreased. Motorists can prevent crashes by practicing safe driving habits.”
Twenty-four states have legally set their approved maximum speed limits at or above 70 mph on roads designed for the higher rate of speed with ten of these having approved limits of 75 mph for certain roads. Further, these states have determined that it is in the best interest of highway safety to allow all vehicles, including heavy-duty trucks, to travel at these speeds.
Analysis formulated with data from the Federal Motor Carrier Safety Administration shows that over a recent 12-month period, the crash rate was 71% higher (9.5 vs. 5.56) for large fleet truck firms than for one-truck carriers. Why is this data important to this conversation? Large fleet truck firms limit their truck’s speed electronically already, although none that I know of to the extent that California limits them.
But at 65 mph it takes a CMV almost the length of a football field to stop!!
While that information may have been true in the past, the advent and installation of safety devices such as anti-lock brakes, and disc brakes on CMVs dramatically reduce this. Yes, it still takes a CMV longer to stop than a passenger vehicle, but isn’t that why CMV drivers are made to go through a school to learn how to safely handle their equipment, taught that looking one quarter to one half mile down the road is key to safety, and drilled into them that following distance equals a safer drive? Do you go to a monthly safety meeting to address issues that may or may not arise from your day of driving your car? How about quarterly? How many times a day do you get pulled off of the road for a roadside inspection of the equipment that you’re driving to make sure that everything is working as it should be? Are you required to do a pre-trip inspection of your vehicle before you take off each day? How about a post-trip inspection? Are you regulated to the number of hours that you can drive your personal vehicle in a given time period?
Getting CMVs at the flow of traffic and out of the way of traffic trying to leave or enter highways is a much safer and more expedient way of easing traffic conditions in our state.
From Politico.com
By ALEX DAUGHERTY and MONA ZHANG
05/07/2022 07:00 AM EDT
The Biden administration is vowing to put more commercial truck drivers on the road to help ease the supply chain snarls plaguing the economy.
But one obstacle of the government’s own making is hampering that goal — a federal ban on marijuana use that has sidelined tens of thousands of truckers.
Washington’s zero-tolerance approach to weed has swept up drivers who lit up only when off-duty, as well as those who consumed hemp derivatives such as CBD oil that are advertised as non-psychoactive, according to industry experts and court documents. Truckers who drive cross-country also face a morass of confusing state regulations, as 18 states have legalized recreational marijuana use and another 37 allow medical use.
Another complication: The only accepted roadside tests for marijuana use can produce positive results more than a month after the person smoked or consumed it, unlike commonly used breathalyzer tests for alcohol impairment, which give a snapshot of the moment the test was conducted.
Paul Enos, CEO of the Nevada Trucking Association, a state where recreational marijuana use is legal, said tests that capture weeks-old use force people out of the industry who are not necessarily a danger on the roads.
“It’s an issue for our industry when you look at the number of people who are no longer driving,” Enos said.
He added that removing drug-using drivers from the roads can help prevent impaired driving. Still, “We would all benefit from having a reasonable impairment test that is not going to ... cause our highways to be less safe.”
And drivers who test positive find themselves in a Catch-22: Many trucking companies will immediately fire drivers with a positive drug test, but the process of returning to the road requires an employer sponsor.
All this comes as President Joe Biden and his appointees, including Transportation Secretary Pete Buttigieg, are trying to bring more truckers into the workforce, for example by expanding apprenticeship programs that make it easier to obtain a commercial driver’s license and promoting opportunities for women and veterans to enter the field. Their aim is to get goods out of ports and warehouses faster, lessening the supply chain crunch that has contributed to inflation and shortages of certain goods.
Sean Garney, co-director of Scopelitis Transportation Consulting, a firm that advises trucking clients on rules and regulations, said the industry loses drivers to other jobs where marijuana use isn’t a potential career-killer.
“But we’re bound by federal rules that classify marijuana as a Schedule 1 drug,” Garney said.
The Biden administration hasn’t endorsed relaxing federal marijuana laws, but the Transportation Department is soliciting comments on a new standard for marijuana tests that would zero in on recent use. That process is still in the early stages.
The trucking industry acknowledges that the rules are confusing but argues that prohibitions on marijuana use are not a huge issue because the vast majority of drivers don’t test positive. It says relaxing the testing rules would result in more impaired drivers on the road.
“We often have to explain to members that things like CBD oil, which is all over the place, could cause you to test positive,” said Andrew King, a research analyst with the Owner-Operator Independent Drivers Association, which represents the interests of independent truck drivers. “But it’s better to be safe than sorry. You have a federal license so you have a higher standard.”
Others say drug testing is worsening the industry’s workforce problems.
“We’re excluding a significant portion of that trucker industry,” said Chris Harvey, Wells Fargo’s head of equity strategy, during a conference in February.
.com
1.CB base stations and people behind them.
2.Where you heard and talked to them, the nice ones and the aggitators (so called
3.Some of the oddest or wild places you have delivered to.
4. Steves rants and raves!
5.And of course MOTHERS DAY!
