According to the consent decree, Central Freight has “agreed to pay $400,000 to the claimants and to train management and supervisory personnel at the Central Freight Dallas and Fort Worth terminals on equal employment opportunity policies and procedures.”

The EEOC’s lawsuit alleges the dockworkers were fired by Central Freight because of their age by using a “reduction-in-force ruse.” Some of the dockworkers had been with the company for 20 or more years and were approximately 50 years or older.

The trucking company settled on the opening day of the eight-day scheduled trial in the U.S. District Court for the Northern District of Texas in Dallas.

The EEOC press release issued on May 10 states that Central Freight supervisors prepared a list of the men to be terminated, and that company supervisors referred to the dockworkers as “grandpa” and “old farts” and other names. The EEOC complaint also stated that Central Freight changed its attendance and disciplinary policy so that those with few write-ups were “suddenly put on corrective action and eligible for termination under the new policy.”

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The MX30 model has the capacity to haul 30 tons and operate as fast as 70 miles per hour, the company, based in Harbor City, Calif., said in a statement.

Balwinder Samra, CEO of Balqon, said in a statement that the company’s new electric-powered model is attractive because of high diesel costs, smog and congestion in urban delivery settings.

“We believe that the MX30 is an ideal solution for use at ports where air pollution is severe and distances traveled between marine terminals and local rail yards are less than five miles per trip,” he said.

The tractor can travel up to 150 miles on a single charge when it isn’t loaded. Its batteries can be charged in as little as three hours, the statement said.

Balqon also said it has received a $630,000 grant from the Los Angeles Board of Harbor Commissioners to install lithium-ion batteries in six tractors used at the nation’s largest port, the company said earlier this month.

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Gather up your documents including your PIN number. The FMCSA mailed you a PIN number that you will need to check your MC number online.

Visit the FMCSA website. Click on “Registration and Licensing” on the top menu. Select “Operating Authority Search” from the drop-down menu.

Select “Carrier Search” from the drop-down menu at the top of the page. Add your MC number, legal name and state that you operate out of.

Review the results. Enter your PIN number if necessary. Make sure that your name, address and telephone number is correct. If someone else is using your MC number, some information may be incorrect. You can also see if any other names are tied to your MC number.

Call 1-866-637-0635 if you do not have access to the Internet or if the information you found suggests someone else is using your MC number.

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If released as scheduled, the final rule would be published one day short of a year from when the proposed rulemaking was announced Dec. 23, 2010.

Based on the FMCSA’s stated preference and on recent Congressional testimony of FMCSA Administrator Anne Ferro, most trucking industry stakeholders believe the new rule will lower the number of daily driving hours from 11 to 10.

Trucking associations, motor carriers, truck drivers and lawmakers — a vast majority of them Republicans — say the industry’s safety record since the 11-hour rule was instituted in 2004 is proof the current rule doesn’t need to be changed.

Truckers also cite lower wages they say will accompany fewer driving hours each week.

Proponents of the 10-hour rule say the current rule is unsafe.

Their argument was bolstered by the recent announcement that the number of truck-related fatalities increased 8.7 percent in 2010.

Regardless of what the new rule says, one side or the other will likely challenge it in court.

Proponents of the change also say the rule is going to save American taxpayers up to $2.4 billion in lives saved, injuries prevented and reduced health and medical costs. It also has the potential to create nearly 40,000 new jobs in the trucking industry.

Opponents counter that putting 40,000 more trucks on the road is a safety hazard in itself.

The proposed rule has at least two other changes that have brought the ire of trucking.

It would retain the “34-hour restart” provision allowing drivers to restart the clock on their weekly 60 or 70 hours by taking at least 34 consecutive hours off-duty. However, the restart period would have to include two consecutive off-duty periods from midnight to 6 a.m. Drivers would be allowed to use this restart only once during a seven-day period.

The U.S. Court of Appeals for the Seventh Circuit in August 2011 vacated the agency’s EOBR rule following a challenge by the Owner-Operator Independent Drivers Association. OOIDA had argued that the final rule had not met federal regulations stipulating FMCSA ensure the devices not be used to harass vehicle operators.

FMCSA on Feb. 10 announced its intent to move forward with its rulemaking regarding EOBRs and hours-of-service supporting documents by preparing a supplemental notice of proposed rulemaking. FMCSA also announced via the Federal Register several steps to augment its efforts to obtain comprehensive data to support its SNPRM, including:
• Listening sessions on the issue of driver harassment;
• Tasking the Motor Carrier Safety Advisory Committee to assist in developing material to support the rulemaking, including technical specifications for EOBRs and their potential to be used to harass drivers; and
• Conducting research by surveying drivers, carriers and vendors regarding harassment issues.

MCSAC on Feb. 8 finalized a report on mitigating the use of EOBRs to harass drivers that provides suggestions to FMCSA. The document contained information the agency should explore in any rulemaking on EOBRs for hours-of-service compliance.

Harassment issues relative to electronic logs cover driver relationships with law enforcement personnel and carriers, tilting heavily toward the latter and favoring drivers’ positions in certain instances. A Feb. 8 draft said, “Drivers should be able to save records of carrier contact with drivers.” The statement was presented relative to an item about the difficulty of regulating the role EOBRs can play in hours-of-service compliance.

“Trying to regulate the difference between productivity measures and carrier actions that result in harassment is difficult because it should be judged by a standard of reasonableness that could be interpreted differently based on a specific factual circumstance,” the item read.

FMCSA held an EOBR listening session April 26 in Bellevue, Wash., to allow interested persons to present comments, views and relevant new research the agency should consider in development of its SNPRM.

Early that morning, Maryland State Police Commercial Vehicle Enforcement Division and other state enforcement divisions inspected 420 trucks directed off the beltway’s east side to Fed Ex Field in Landover. They also patrolled for trucks attempting to avoid the checkpoint.

Their efforts resulted in 87 vehicles and 12 drivers being placed out-of-service and one driver’s arrest on an outstanding warrant. One hazardous material hauler was placed out-of-service for not having the necessary shipping papers and an additional 11 commercial vehicles were found to be overweight.

Police also issued 177 traffic citations and 264 warnings for various commercial vehicle violations.

In recent years, Maryland enforcement officers have organized truck dragnets on Interstate 495 in Prince George’s County because it is considered a commercial vehicle high crash corridor.

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Securing the Interior Cargo

The cargo on the inside of the cargo container needs to be prevented from shifting, which can damage the cargo. This is done most commonly with lashing tie-downs that attach to lashing bars, corner posts or steel rings on the floor or walls of the container; the securing straps are then ratcheted snugly to prevent shifting. Expandable braces are also used to fill dead space.

Securing the Exterior of the Container

Securing the exterior of the cargo is essentially the same concept as securing the interior. The transporter doesn’t want the cargo to move, gaining inertia that could damage the cargo or the vessel. Most often, heavy-duty ratcheting tie downs are used to strap down the cargo container to secure steel points. Also, friction increasing material is often affixed to the location of the cargo to prevent unnecessary shifting.

Additional Securing Devices

The following is a list of commonly used tools to secure cargoes: netting,cable, ropes, latching belts, steel wire, plastic wrapping, chains, nylon tape and tensioners.

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Types

There are eight basic types of jobs with the Department of Transportation:
1) transportation specialists, who keep track of the operations, facilities and practices of transportation carriers;
2) air traffic controllers, who work out of airports nationwide;
3) engineers, who are needed in almost all parts of the department;
4) rail inspectors, whose jobs are physically challenging but essential;
5) aviation safety inspectors, who inspect all aircraft;
6) motor carrier safety specialists, who inspect large trucks;
7) information technology specialists, who utilize all the latest in technology

Process

To start the process of getting a job with the Department of Transportation, check list of available jobs on the department website. Read the job announcement carefully to make sure you are fully qualified for the position. Then complete the online application provided through the website. You’ll need an electronic copy of your resume and cover letter when filling out the application.

Benefits

The benefits of working for the Department of Transportation include health insurance (including dental and vision), life insurance, disability insurance, retirement, sick leave, holidays, paid vacation, family leave, telecommuting options, transit subsidies, fitness centers, wellness programs, recognition programs, child care facilities, child care and elder care assistance, tuition assistance programs and employee assistance counseling.

Special Circumstances

If you have a disability, submit your resume to the DOT Operating Administration Human Resources office. The Department of Transportation is an equal opportunity employer. You will need to show that your disability will not prevent you from performing the tasks of the position you are applying for.

Considerations

Most jobs with the Department of Transportation require a college degree, special training or specific past work experience. Be sure to read the job requirements and qualifications carefully before applying. Some of the positions require you to be able to travel, and others are location specific.

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Instructions

1

Call (866) 637-0635 — the Federal Motor Carrier Safety Administration customer service number.
2

Speak to a FMCSA clerk and request a Form OCE-46, Request for Revocation of Registration.
3

Give the clerk your name, address and Federal Motor Carrier Number. He will process your request and mail you the form.
4

Complete the form and have it notarized.
5

Mail the form to FMCSA, Commercial Enforcement Division at 1200 New Jersey Ave, SE, W63-105, Washington, D.C. 20590.

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Traditional employees, including company truck drivers, must itemize eligible business expenses to claim these deductions on their federal tax returns. The IRS requires a taxpayer to claim these deductions using Schedule A of Form 1040. These deductions must exceed 2 percent of the taxpayer’s adjusted gross income before the IRS will allow any itemized deductions on Schedule A. The IRS will only allow deduction amounts exceeding this 2 percent requirement. For example, a company truck driver earning $30,000 annually must have at least $600 in business expenses to qualify.

Unreimbursed Employer Expenses

A truck driver may have to fuel up her vehicle while making delivery runs throughout the day. An employer may choose to compensate the driver for the cost of refueling the vehicle or may require the driver to pay for the fuel. The truck driver may take a miscellaneous tax deduction using Schedule A of IRS Form 1040 for any unreimbursed costs of working, including paying for fuel for the delivery truck. The driver should save all receipts for unreimbursed fuel costs to make it easier to total the deduction amount at the end of the year.

Continuing Education Requirements

Earning additional certifications to operate commercial grade vehicles may be a requirement for a truck driver’s career and a condition of employment. A driver may deduct the unreimbursed cost of attending required continuing education classes, including tuition and material costs, from his federal tax return. Attending classes from an accredited college, university or technical school may also qualify the truck driver for education tax credits, including the Hope Credit and American Opportunity Credit. A taxpayer does not need to itemize deductions to claim these education credits but should still itemize to directly claim the unreimbursed work expenses.

Working Away From Home

A company truck driver usually has a regular delivery route or a defined area where she makes deliveries for her employer. A driver required to work away from her tax home the geographic location where she regularly does business — may deduct the cost of travel from her federal return. To qualify, the work must be a temporary assignment and require the driver to stay away from home overnight. Eligible travel deductions including the whole cost of hotel stays and up to 50 percent of meals consumed.

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