Webinar Replay Video #67: Roadside Inspection Preparedness – Keeping CSA at Bay

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Steve Kessler: Good morning, everybody, welcome to the INFINITI Fast Forward Webinar Series.

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Steve Kessler: My name’s Steve Kessler, and I’m going to be the host for the program today.

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Steve Kessler: We do appreciate everybody joining us this morning and I think we’ve got a good

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Steve Kessler: program today, it’s very timely

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Steve Kessler: our topic today is roadside inspection preparedness and how that can help keep CSA at bay. I think that’s very important. We’re right in the middle of

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Steve Kessler: operation safe Driver week.

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Steve Kessler: And also, we have brake safety week coming up August 25.th So I think the timing is excellent.

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Steve Kessler: Here for this program.

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Steve Kessler: a couple of things before we get started. Just some housekeeping items

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Steve Kessler: everybody that’s joined the webinar is muted, which means we can’t hear you. So

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Steve Kessler: if you have a question, you can go ahead and type it in the little chat box there. There’s also a choice for a. QA. So, if you have a question that pops into your head, you can go ahead and put that in there.

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Steve Kessler: and then we’ll try to take those questions at the end of the presentation.

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Steve Kessler: So, in fact, if you all want to, why don’t you just jump on the chat and say, Hello! Tell us who you are, where you are and who you’re with, so we can see who’s out there and join us today. We had a big registration. So, there’s close to 300 people that want to join.

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Steve Kessler: Let me introduce a couple of our folks who joined us today, also Mark Rhea. Mark has been co-hosting our webinars for quite a long time. So, most of you know, Mark.

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Steve Kessler: he’s a transportation executive for what? 35 years now, I guess Mark

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Steve Kessler: certified Director of Safety. So, it’s been at this for quite a long time. So

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Steve Kessler: thank you for coming. Mark, what do you think of the program today?

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Mark Rhea: Oh, I’m very interested to see what Keith has to say about a couple of interesting topics, such as DataQ when and should

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Mark Rhea: our clients challenge violations? And what are the risks, if any, in doing that? The other thing is, you know, roadside inspections with the safety management system or reality of our industry.

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Mark Rhea: And I think it’s very important that the carriers provide training to the drivers on what to expect.

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Mark Rhea: What the officer that is going to inspect, and probably more important, how to conduct yourself during a roadside inspection. I hear some of the wild stories in the world on

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Mark Rhea: drivers that do not conduct themselves professionally, and it’s not a not a good start to a roadside inspection. So, it’s not a perfect

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Mark Rhea: a system.

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Mark Rhea: but it’s the best mouse trap out there. So, I’m really looking forward to Keith’s information today.

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Steve Kessler: Great thanks, Mark, and thanks for joining us today. I’m gonna go ahead and introduce our guest. Some of you that have joined our webinars in the past have heard Keith speak before

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Steve Kessler: I he kind of goes by the Monica of transportation nerd Keith’s kind of grown up in the transportation business as it relates to safety, especially currently works as a transportation content creator training programs, manager and a SOP developer.

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Steve Kessler: Prior to his current role, he’s worked as a safety trainer, delivering crash classroom instruction

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Steve Kessler: post incident training as well as conducting job hazard observations.

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Steve Kessler: He’s also served as a certified commercial examiner for the State of Iowa

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Steve Kessler: conducting Cdl testing and skills assessment.

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Steve Kessler: So, Keith really is focused on effective training and feels like that can help guide people down the proper path. So, without any further delay, Keith, I’m going to go ahead and turn it over to you, and

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Steve Kessler: We’re anxious to hear what you’ve got to say today.

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Keith Long: Awesome. Awesome. Thanks, Steve, thanks, Mark.

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Mark Rhea: Sir.

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Keith Long: So yeah. Roadside inspections.

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Keith Long: Right? Certainly. A current topic with this being operation safe driver week.

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Keith Long: We’ve already seen.

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Keith Long: you know, CVSA international road check passes us by, and here, in a few short weeks, we’ll have brake safety week in August.

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Keith Long: But aside from that, aside from these, you know specific roadside inspection events

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Keith Long: in general, being prepared and ready for roadside inspections is

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Keith Long: is and should be, 50% of the job

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Keith Long: right? Because if we’re not doing good out there. We’re getting CSA points, and if we’re getting CSA points, we’re not looking too well as a company.

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Keith Long: It’s hard to stay afloat when the points aren’t looking good that that affects business, that, you know, affects business opportunities.

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Keith Long: So, all in all

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Keith Long: A bad route. But at the same time there’s opportunity

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Keith Long: prepare yourself. Prepare your drivers and be ready for the road ahead.

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Keith Long: So, what we’re going to talk about today is common violations.

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Keith Long: a general mindset

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Keith Long: preparedness, vehicle inspections, annual events, and education.

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Keith Long: so primary categories that that I’m going to focus on here is our common violation categories, and that’s going to be hours of service which is nowadays all too common. And you would think Elds helped. But I I think we’ve all recognized. That’s not

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Keith Long: not necessarily the case. Vehicle maintenance certainly brings in enough points for any company and is unsafe.

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Keith Long: So, it’s no surprise that

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Keith Long: out of the top 10 CSA. Violations surveyed year after year. Hours of service accounts for 3 out of 5

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Keith Long: of those violations. So out of the top 10 h of service 3 or 3 to 5 of those violations. That problem is becoming bigger for many reasons, and most common is no record of duty, status standard form and manner violations.

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Keith Long: Failure retained the past 7 days of logs, failure to maintain 8 blank logs and failure to maintain the eld instruction sheet

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Keith Long: right? And these are all the things that a driver should have ready within arm’s reach. That’s those blank logs. That’s the eld instruction sheet, and that’s understanding how to produce or supply the Enforcement officer with their 7 days of past logs.

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Keith Long: form and manner. Violations are a bit different than we used to see. Right? We’re not talking about not being able to draw a line neatly on paper logs. Rather what? What we see more so nowadays. Is failure to enter in trailer number driver number

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Keith Long: your Co. Driver information, the shipper receiver Information Bill lading all these things again that a driver has at their disposal, but knowing where to put it and when you should put that information in there which should be as soon as you get it right. It often leads to violations down the road.

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Keith Long: Soap.

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Keith Long: asking yourself, are your drivers filling out the applicable load information on the Ld. As they should.

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Keith Long: so, something as simple as form and manner and trailer information

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Keith Long: or informing manner trailer information bill of lading like we talked about becomes those violations. And these account for 25% of all hours-of-service violations. So, form and banner, 25% and simple things that we can fix

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Keith Long: vehicle maintenance

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Keith Long: breaks, lights.

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Keith Long: tires. That’s our BLT. Right, brakes, lights, tires, and something that we should check

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Keith Long: every time before we start our trip

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Keith Long: mid trip and at the end of the day, to make sure that nothing’s changed while we’re going down the road.

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Keith Long: So, take a look at your vehicle. Maintenance violations. Say in the last 2 years

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Keith Long: what you’ll find most often that comes up are things like audible air leaks

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Keith Long: flat tires, fabric exposed tread depth below minimum and inoperable headlamp where required abs light malfunction breaks out of adjustment. Mismatched brake chamber

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Keith Long: a lot of these things that we can teach to, and in general, that

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Keith Long: a driver can inspect, recognize, and help prevent points by writing things up on a DVIR and getting a vehicle service before they go out on the road. But oftentimes what we find is that a driver

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Keith Long: has a sense of urgency and commitment to get out onto the road

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Keith Long: and not necessarily take care of what’s happening first.st and that can be, you know. That’s not only it. That’s not necessarily a driver problem, right? We don’t want to point the finger at the driver here, but it’s all of us

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Keith Long: problem, right? It may be push, dispatch. It may be a driver wanting to get home soon. We may be close to a holiday, and we just got to push it and get out there.

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Keith Long: All these things contribute to getting violations. In these cases.

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Mark Rhea: Keith Keith, I had a question going back to our service, if you don’t mind

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Mark Rhea: downloading for the inspector, our change of duty status. Is that just and if the driver is the driver, is it a violation? If they can’t do that, or just good practice for the driver to be able to download those for the for the officer.

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Keith Long: So, it’s 1. It is good practice, right? We should teach drivers how to do that. But failure to supply those logs is a is a violation failure to provide to the dot officer. Right?

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Keith Long: And it’s simple. Most Elds nowadays have a very straightforward transmit logs option.

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Keith Long: and even in.

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Keith Long: you know, depending on the situation, let’s say a driver is, is unable to, and that may be due to connectivity, or

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Keith Long: you know where they’re at. If we’re out in Timbuktu, Texas, you know. That may be hard to do, because we don’t have the connection that we need. It’s just as easy to pick up the phone and reach out to your E-logs department and say, hey, I need to transmit these logs, right? We have more options than just what is on the truck

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Keith Long: but part of that means providing the driver with a resource for help, and that’s our dispatch and driver managers who know where to go and know who to get a hold of in these cases.

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Mark Rhea: So, so the driver, assisting, certainly sets a favorable tone to the inspection.

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Keith Long: That does that it does

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Keith Long: so. And then last, but not least, here, unsafe. According to the FMCSA. One of the most common violations is speeding 6 to 10 over the posted speed limit.

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Keith Long: So, you might ask yourself, well, I’ve governed my vehicles. How does my governed vehicle get a speeding violation. Hopefully, you’re not asking yourself that hopefully, you know, right where this happens, that

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Keith Long: downhill

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Keith Long: right speeding downhill and

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Keith Long: speed limit changes. Those speed zone traps go from a 65 to a 45. As we enter a rural area.

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Keith Long: anybody that’s driven north through Oklahoma has

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Keith Long: seeing what it’s like to hit another little town every 15 min, and you’ve got to slow down from 65 to 45, 35, and then back up. That’s where those violations happen. And oftentimes these speeding violations are on the heels of inattention.

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Keith Long: There’s a lot going on in that cab. There’s a lot going on out on the road, and it’s easy in the in the blink of an eye, to miss Assign so teaching to scanning and general principles of looking ahead and being prepared for what’s on your route really fall into that.

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Keith Long: So, inspections are often looked at as a bad thing, and this mindset normally comes from bad results during inspections.

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Keith Long: That’s the typical condition response, right? Negative outcome in the past. So

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Keith Long: it’s automatically a negative thing. Inspections

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Keith Long: can and should be looked at as a positive event. Event. Right?

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Keith Long: It’s the power of numbers. Right? More failed. Inspections obviously means more CSA points, but more past inspections mean diluting those numbers

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Keith Long: right? So, when we’ve got drivers out there that are, you know, kicking butt and doing the right thing. And you know these drivers who make sure their trucks ready to go, and they’re

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Keith Long: hauling it every day, getting it done, not picking up hours of service violations, not even ones that are happening on their eld. Aside from getting inspected.

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Keith Long: these are

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Keith Long: the people that we one wants to model, but 2 that we really hope, go through a way station and pick up a clean inspection, because that’s dilution, and that’s what we need.

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Keith Long: So, we can reduce our is score mandatory inspect.

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Keith Long: and in general.

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Keith Long: more money in your driver’s pockets. It’s easy to think about things like safety incentives when you’re not having to worry about loss of business for

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Keith Long: roadside inspections.

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Keith Long: Think about

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Keith Long: paying for clean inspections.

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Keith Long: right? It benefits you, and it benefits the driver.

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Keith Long: you know, to provide incentive for inspecting the vehicle beginning of the day mid trip every time you stop but 2 to look forward to going through that way. Station causes one. I know my truck’s ready, and where it needs to be, and 2 it may mean some more money in my pocket. So, if you’re not paying for paying your drivers for a clean inspection.

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Keith Long: You should. You should add that to a forward-thinking safety plan.

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Steve Kessler: Quick interruption here. I’ve noticed on the chat here as a comment that someone feels like with inspections that the cards are stacked against us.

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Steve Kessler: Inspections are never a good thing, any comments about that.

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Keith Long: Yeah, absolutely. So

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Keith Long: it it can seem that way, especially

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Keith Long: you know, if every time you feel like you go through a waste station. You are getting violations when you think about it, just on the surface driver must know at least 336 points on that vehicle, you know of inspection that can be hit.

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Keith Long: Yeah.

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Keith Long: You know, I was. I was talking to a driver who’s been driving for millions of miles, millions of safe miles, and he got something a violation for something as simple as a washer.

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Keith Long: Right? And you you’d look at that, and you’d go well it. That dot officer was searching. He was reaching. You may be right; you may absolutely encounter somebody on a bad day. But you are never going to get

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Keith Long: clean inspections. You’re never going to get the results that you want. If you’re not pushing towards that so

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Keith Long: it can make anybody uneasy polling through a way station, but it should be, and can be

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Keith Long: a positive interaction. You’re going to have bad eggs anywhere, and

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Keith Long: violations are going to happen, but it comes down to knowing how it comes down to making sure we’re doing the right things before we get there. And really a lot of the most common violations happen

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Keith Long: from items that are recognized within the 1st few minutes of an inspection.

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Keith Long: Those things that happen right then and there at the cab. Aside from your, you know, audible air leaks and things like that. I’m talking about what happens with the driver interaction. That’s our eld issues right there. That’s our not having, you know, not taking care of the things that we’re required to take care of as a driver as ourselves.

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Keith Long: so start with your 1st fruits and focus on

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Keith Long: focus on being ready when you go in and we’ll kind of talk about that here.

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Keith Long: So

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Keith Long: as you’re pulling into a way station, this is not the time to think about

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Keith Long: what’s on the window.

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Keith Long: Is there a bunch of crud on your dash, and are your documents ready to be handed over to a dot officer?

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Keith Long: Keep things like if you’ve got paper bill of ladings if you’re hauling hazmat, and you’ve got to have you know hazmat paperwork. If you got to have you know the Hazmat field guide

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Keith Long: you know close by do that. Have the things that you need to have out and ready to go, and it expect inspections to happen. And specifically, when you get pulled into a way station.

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Keith Long: Don’t take off your seatbelt right away. That’s an interaction for the dot officer, right? Our job at that point is to make sure that we’re ready for when they get to the window, right? If they tell us to pull it around, we need to be ready for them to get there, and it means having everything in order and getting yourself in order before they get there. But positivity goes a long way here, and it’s

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Keith Long: you see it all too often. Officer gets to the to the door and

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Keith Long: the driver’s pissed off. That’s

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Keith Long: that’s understandable, right? You’ve got a lot to do. You’ve got a. You’ve got a tough job, and your day is oftentimes well, you can drive 11 h. That doesn’t necessarily mean you’re going to spend only 11 h working that day. These are long days for these drivers and an impedance like a roadside inspection, if seen that way.

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Keith Long: can be frustrating. So, we must change the mindset, not only for the company, but also for the driver

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Keith Long: at the end of the day. This is just somebody that’s trying to do their job, and they must, because the goal is to make sure that we have safe roadways.

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Keith Long: And I’m sure we can all appreciate that, because every one of us has been out there and had to deal with a crappy driver going down the road.

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Keith Long: so, in general attitude is everything. Keep your seat belt on until you’re confronted by the dot officer.

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Keith Long: Before you even get out on the road.

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Keith Long: Make sure you have something like a binder where you’ve got a spare ELD instruction sheet. You’ve got 8 blank logs you’ve got a spot where the BOL can go before you know you go down the road in a binder or folder that can sit right above the driver’s head in that cubby, so that in the event of an inspection, those items are ready to go.

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Keith Long: make sure that during these, you know inspection seasons, just as the.is stepping up their inspection rates, you should be doing the same for your own vehicles.

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Keith Long: Right? Get communication and notifications out to your drivers.

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Keith Long: but at the same time encourage stopping in and make sure that you’re doing extra maintenance checks and pay attention to those critical items that are visual 1st items. So visual 1st items are going to be things like

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Keith Long: any missing holes or rivets or tears in the side of the trailer or the side rail.

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Keith Long: Any tire issues?

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Keith Long: Look at your rims. Make sure they’re not rusty. Make sure you don’t have, you know, any kind of oil sprayer pooling, even if it’s something minimal. That’s just you know, one leap away from a leaking hub seal

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Keith Long: keep an eye on things like Abs lights. Make sure that you’re getting your vehicles cleaned. I can’t tell you how often you see an abs issue. Simply because you’ve got dirt and corrosion and things like that down around sensors that end up causing issues and end up causing that light to come on for an issue that’s not even there. And no unplugging. The Abs light is not the solution in this case, right?

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Keith Long: They’re going to look.

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Keith Long: they’re going to look.

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Keith Long: But

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Keith Long: do yourself a favor if you’re if you’re a member of safety, or even if you’re not, walk up to one of your trucks and take account of the 1st things that you see.

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Keith Long: Those are the items that you need to focus on as critical items before drivers get out on the road, and drivers should be doing the same thing. What are the 1st items that you see? And what can you do about it?

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Mark Rhea: So those are trainable opportunities.

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Keith Long: They are, they are absolutely we certainly have the opportunity to train to these things, and we should be on a regular basis. Right? It’s a

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Keith Long: I think we’ll jump into this here as well. But if you, if you go through and look at your most common violations

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Keith Long: seasonally or over the past couple of years.

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Keith Long: Those are the items that you should be teaching to

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Keith Long: right. Obviously, we need to teach the meat and potatoes of an onboarding classroom, making sure you know people understand hours of service regulations?

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Keith Long: you know, hazmat materials, compliance. 126 things like that. But at the same time

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Keith Long: you should be teaching 2 common issues and common problems. Don’t just

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Keith Long: throw a standard training package at the wall and hope that it sticks because you’re not doing your drivers of service, and you’re certainly going to pull back, you know. Pull out CSA violations on the other side of it.

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Mark Rhea: Yeah. And somebody made a comment, I don’t want to jump around on taking. Don’t be afraid to take pictures if you need

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Mark Rhea: that picture for a DataQ challenge.

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Keith Long: Correct.

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Keith Long: correct, absolutely.

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Keith Long: especially right our out of service violations, things along those lines. If you

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Keith Long: not going to say if you think it’s wrong, it’s probably wrong, because that’s not the case. But if you feel uneasy about it, if your driver doesn’t feel right about it, take a picture, and the.is not going to say no, you can’t take a picture of that thing that I just wrote you up for. If they do, that’s a whole other problem, and you can certainly do something about that. But certainly, take a picture, certainly document it.

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Keith Long: and if you do feel like something is wrong. We’ll just jump into DataQs here. You do feel like something is wrong. If you’ve picked up a violation that shouldn’t have happened, or if you look, and you’ve got stacking

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Keith Long: right, somebody’s hitting you for

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Keith Long: light light, light light light.

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Keith Long: Well, that’s a that’s a stacking violation, and we shouldn’t pick up points for each of those something as simple as having the pigtail disconnected between the tractor and the trailer and having your lights out. That doesn’t mean you should get a violation for every single one of those lights.

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Keith Long: So, if you see something like that, that’s stacking, and that’s the situation where we need data, queue it and submit it.

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Keith Long: looking at parameters of when and where you should. DataQ. If you don’t feel it’s right, you should

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Keith Long: no harm, no foul and submitting it. No, you know, Crying Wolf, here it’s important to advocate for yourself and for your company.

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Keith Long: or to be an advocate for yourself and your company rather

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Keith Long: these situations, because you’re not going to get rid of. Nonsense. Nonsense! Violations! I hate to say it like that.

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Keith Long: or non-violations. We’ll say it there

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Keith Long: without doing something

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Keith Long: right? So, submit DataQs. It’s 100% worth your effort. And the FMCSA portal makes it all too easy to do.

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Keith Long: When you’re taking a look at your SMS.

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Mark Rhea: And supporting that challenge with a picture is significant.

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Keith Long: Correct, correct, and in general, best practice is, have your driver scan in, or send pictures of

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Keith Long: any inspection passed or failed?

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Keith Long: Right, pay them for past inspections. Make sure you got a picture failed inspections get a picture. And if it’s not right, you’re going to need that for the DataQ. So be sure that you have it. Whether that’s transload. If you’re still doing that, or if you’re just snapping a picture on a cell phone that’ll work as well. But make sure you have evidence to support it

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Keith Long: and make sure you understand what you’re combating.

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Keith Long: But it is 100% worth the effort.

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Keith Long: So, if you’ve been on the teaching side of the industry long enough.

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Keith Long: you’ve probably heard the question.

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Keith Long: how long should it take to perform a vehicle inspection. If you’ve taught onboarding or if you’re one of these companies that has a and you know, an internal driver training program.

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Keith Long: How long should it take to perform a vehicle inspection? And you’ve probably got one driver in the classroom who says, oh, I can do one in 15 min. There’s always one

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Keith Long: but what it comes down to is it takes as long as it takes to do it right.

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Keith Long: and you must. You must push that. That’s the important thing, right. If, just in general, if I go out and check my tires right, what’s the dot looking for the.is looking for an issue with a tire. They’re looking at every major groove to decide if there’s a violation. There, right? They’re looking at the side walls. They’re looking at tire condition. They’re looking to make sure that

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Keith Long: God, let’s talk about

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Keith Long: rims. Wheel ends everything that’s going on there just at one tire

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Keith Long: tire pressure.

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Keith Long: All of this.

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Keith Long: if I took my time to inspect each of my tires the right way. Rims, tires, wheel ends. I could probably spend 15 min doing that

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Keith Long: right? So, it really does take as long as it takes to do it right?

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Keith Long: and think about seasonal

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Keith Long: issues. You know, if you’re driving in the north and it’s negative 30 out, it’s probably going to take a lot longer to do a proper vehicle inspection than it would be if it’s 70 and Sunny

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Keith Long: Sylp.

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Keith Long: what does right look like? What does a correct inspection look like?

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Keith Long: So, on the screen. Here you can see a copy of

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Keith Long: the FMCSA. Recommended driver vehicle inspection.

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Keith Long: This tells what items we should be inspecting.

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Keith Long: but it does not tell, tell us how to do so.

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Keith Long: and that in general is something that a driver should know how to do but providing a general checklist to your drivers. It is a great idea, having something in their back pocket, and one of the best things that you can do for yourself is go to the source of the FMCSA. And get a copy of their most recent suggested vehicle. Inspection checklist

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Keith Long: and provide that to your drivers. Whether that’s in digital form. You know, physical paper laminated with a dry, erase marker that they can reuse.

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Keith Long: It’s in general good practice to make sure that we are inspecting

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Keith Long: everything that we need to.

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Keith Long: and certainly, never a bad idea to hold refresher classes if you get the chance, especially for some of the smaller companies here. If you’ve got

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Keith Long: 10 to 25 drivers.

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Keith Long: that is a big chance to get everybody together regularly and say, hey, let’s go over this and make sure we’re doing this the right way.

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Keith Long: Remember, in general, that we are creatures of habit.

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Keith Long: right? So, building these habits, inspecting the same way every time looking for the right items every time builds up habitual process.

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Keith Long: And that’s something that we need to ensure that we’re ready before we hit the road.

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Keith Long: So, provide a checklist. Make sure we’re doing it right every time and build the right habits from the beginning.

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Keith Long: Make sure that your DVIRs are being completed

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Keith Long: in vehicle maintenance violations noted by inspector, but not noted on the Dvir is the 3rd most common violation.

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Keith Long: According to the FMCSA.

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Keith Long: Things the driver may have noticed, but in general, if it’s not documented, it does not exist.

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Keith Long: If we’ve not put it down, it does not exist.

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Keith Long: So, if we’ve got you know, we’re inspecting the vehicle or out on the road, and you find an issue, and you reach out to dispatch, and they say, you know, we’ve got a terminal

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Keith Long: an hour ahead of you. Keep heading in that direction, and we’ll get you taken care of there.

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Keith Long: One. We’re pushing the driver through. A violation to the driver should be writing that down, but if they get stopped

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Keith Long: there in the meantime we’ve not written that down. We’ve not noted it. You’re less likely to find a lenient dot officer in that situation.

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Keith Long: So, if it’s not written down, it does not exist.

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Keith Long: Make sure that training around inspections and waystation procedures is easily accessible.

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Keith Long: INFINITI is a fantastic resource for doing this

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Keith Long: right, loading up the material that you need to into the INFINITI system, and providing that to your drivers is a fantastic way to go using the content tool to either provide your own training or using their library in that sense. But something I highly recommend is to make sure that whatever training you’re providing to your drivers. You’re also providing your driver, support staff.

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Keith Long: your dispatchers, fleet managers, operations, managers, even safety personnel

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Keith Long: should be taking the same training so that they can have the same reinforcing conversations.

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Keith Long: When they are talking to your drivers.

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Keith Long: It’s easier to talk on the same level when we already know what we’re talking about right.

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Keith Long: even if it’s even if it’s common knowledge, even if it’s stuff that you know, your operations and safety members know already. This is still good material to review, but at the same time

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Keith Long: I’m informed on what my drivers are being informed of.

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Keith Long: and that’s a current place and time conversation.

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Keith Long: So, blitz and safety events, aside from general inspections, as I mentioned at the beginning of this, and hopefully, everybody on this call knows this, but the dot has 3 primary inspection events.

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Keith Long: or the FMCSA and CVSA. Has 3 primary inspection events

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Keith Long: throughout the year. That’s international road check.

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Keith Long: which happens in May this year 14th through the 16th

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Keith Long: operation. Safe driver week. That’s right now. July 7th, through the 13th, and just like it suggests safe driver, meaning the

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Keith Long: unsafe category of CSA is our focus here.

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Keith Long: right? Speeding inattention, distractions, all those things.

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Keith Long: And then coming up in August 25th through the 31st

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Keith Long: it is break safety week.

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Keith Long: and then there’s always one break, safety Blitz or break Blitz. That happens. That’s a 1-day event. But last year they focused on more than just

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Keith Long: the breaks in 2023. Not only for that one-day, unannounced Blitz did they focus on breaks, but they also focused on

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Keith Long: securement.

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Keith Long: Again, something that we have to be ready for and have to be expecting.

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Keith Long: 2022 mark. You might remember these numbers last year 2022, 38,117 inspections. 13% of those were out of service violations, or 4,955, as we found ourselves back to this year, much less inspected. But if you notice that percentage there 18,875 inspections.

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Keith Long: 12.6% out of service violations. So still the dilution is the same.

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Keith Long: right? I don’t count a 4% variance as a as a win here there’s plenty of opportunity to be made up there.

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Keith Long: something as simple as, and if you are.

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Keith Long: if you were in the ring for this international road check, what were we talking about? We, while we were talking about leaked down pressure tests. We were talking about.

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Keith Long: The tractor protection systems that that are on vehicles and something as simple as a leak down pressure test with your brakes, right? Shutting off the truck, making sure.

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Keith Long: Well, key in the on position, making sure your warning lights and signals. Come on, make sure your brakes set where they should.

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Keith Long: But fanning the brakes all the way down.

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Keith Long: and most automatic vehicles is going to allow for the slack adjusters to readjust, recalibrate, get our slack adjusters back into you know where they need to be no more than right one inch of slack and

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Keith Long: gets the vehicle ready for hitting the road, and hopefully not encountering any brake violations. But

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Keith Long: do yourself a favor. Teach, leak down pressure tests, and make sure that your drivers are doing them, because on the other side of that we also get to look at things like is the governor charging up how it should as fast as it should. And is it charging to the proper range for operation? So, all kinds of things that you can check here? And aside from all that, we’re also able to tell if we’ve got air leaks.

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Keith Long: So, brake safety week’s coming up. We’re already in the heat of you know, operation safe driver Week. But do yourself a favor. Suggest something for your drivers to do.

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Keith Long: and put it out there, make it common practice, and invite them to do it with you.

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Keith Long: So, in general, stock education

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Keith Long: to train, to retain and train proactively

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Keith Long: failed inspections. 99% of the time, in my opinion, is the direct result of missing knowledge.

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Keith Long: The other 1% is carelessness. But missing knowledge is what we’re going to focus on here if you want to see better inspection scores. If you’re tired of seeing violations.

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Keith Long: Get posted daily, weekly or a month and a half later, if you’re picking them up from Arizona, because those take some time. If you’re tired of disciplinary action forms, you must get proactive about training you have to train to retain. Don’t train to retrain.

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Keith Long: So, make sure that you’re training to the violations that you’re seeing. Come in. Make sure that you’re speaking to people and not just letting violations go by. If a driver goes through and picks up a violation for audible air leak.

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Keith Long: or, you know, tread depth less than minimum.

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Keith Long: Or I mean any number of items that can happen.

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Keith Long: That’s a training opportunity. And that needs to happen. It doesn’t have to be.

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Keith Long: you know. Hey, this is your job, right? But it

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Keith Long: it should be a a point of conversation, because you’re doing yourself a favor, and you’re helping and still

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Keith Long: the proper expectation. So, the next time we go through a way station, next time we get inspected, we’re hopefully not picking up those violations.

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Keith Long: That is why the dot built or the FMCSA. Built the inspection system for points to expire over time, right? Because the idea is that when you get inspected

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Keith Long: that interaction, that event is going to lead you to be safer. So hopefully, the farther you get away from that event the better you’re getting at what you’re doing every day.

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Keith Long: whether that’s reducing complacency or whether that is increasing knowledge.

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Keith Long: So

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Keith Long: use learning and fuse disciplinary action. Is it not just a hey? You shouldn’t have done that. It should be.

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Keith Long: Hey? Here’s an issue.

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Keith Long: Let’s train on it

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Keith Long: right. It doesn’t have to be the end of the world. We don’t have to have an angry conversation. It’s an opportunity, and we should be teaching, because at the end of the day it is a hard job. Being a driver is a hard job out there, and there is a lot to do. There is a lot to remember, so a little bit of empathy along with training goes a long way.

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Keith Long: Use your common CSA violations in your training. I know I talked about it before. But look at the past 2 years of your CSA violations and look seasonally at your violations. Look at what’s happening during the winter season. Look at what’s happening during the spring season, and when those times roll around again, teach to those violations.

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Keith Long: understand hours of service, do a deep dive into hours of service, and if you don’t know it enough yourself.

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Keith Long: learn it better before you teach it.

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Keith Long: And there are resources out there.

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Keith Long: Understand? Out of service violations.

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Keith Long: I can’t tell you how many times you get somebody that’s got an out of service violation, and they miss that Oos

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Keith Long: on the paperwork or on that inspection paperwork, and the driver drives away. Yep, yep, absolutely

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Keith Long: Even if the dot officer doesn’t say you’re out of service, or we’re shutting you down. Look for it. And this is this is where sending in those pictures helps. Have your driver send in a picture, pass or fail, and make sure that before they move, you look at it and they look at it. And we are both okay, that it’s for them to move.

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Mark Rhea: 1 1 comment on out of service that I’ve certainly seen in the courtroom is

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Mark Rhea: that information can be obtained by plaintiff’s attorney, they could find out if the driver had had a previous or

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Mark Rhea: the equipment being operated in a lawsuit, was involved in and out of service prior out of service violation.

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Mark Rhea: And you know the next question, what’d you do about it? What’d you do about it? And

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Mark Rhea: a blank stare does not do you any favors in in in

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Mark Rhea: lawsuit and mitigation?

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Keith Long: Correct, correct.

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Mark Rhea: You got to respond to those. Add, I was at a sir. You got to document your response.

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Keith Long: Absolutely it. In this day and age we are. We are in the nuclear verdict era. You should consider everything discoverable.

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Keith Long: Consider everything discoverable, and Cya is one of the best things that you can do in this industry nowadays.

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Keith Long: So

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Keith Long: to kind of wrap this up.

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Keith Long: why do we inspect.

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Mark Rhea: 1 1 other question. Is it your opinion that there are still we’ve been? We’ve been in the SMS CSA. System now for 12 years. Are there still a large population of drivers that are confused on

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Mark Rhea: how CSA points are generated, and how they come and go, and just general confusion on the system.

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Keith Long: Absolutely.

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Keith Long: what a confusing system in general.

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Keith Long: Right? We’ve got. Let’s say I’ve got a flat tire that’s 8 points plus

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00:40:50.360 –> 00:40:52.060

Keith Long: 2 out of service points

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Keith Long: times

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Keith Long: 3 years.

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Keith Long: So, it’s 30-point violation

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Keith Long: year one that’s worth 30 points, year 2 that’s worth 20 points year 3. That’s worth 10 points. Year 4. It’s gone

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Keith Long: for the motor carrier. It’s 2 years split 6 months, 6 months, one year.

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Keith Long: That’s rough math.

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00:41:14.100 –> 00:41:25.129

Keith Long: This system was in in general. I hate to say it, but not designed for simple comprehension at all. So.

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Keith Long: aside from teaching how to inspect vehicles.

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Keith Long: teach about math here and teach about why it’s important.

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Keith Long: Talk about thresholds, and

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Keith Long: where you might consider a driver risky right at at what level of points do you say? Well, this driver is more of a risk than a reward.

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Keith Long: Talk about that that I don’t just mean to yourselves, and at the company that should be an open conversation you have with your drivers. Inform them as to why these things are important. Make sure that they understand the math and make sure that they understand why? They’re placing themselves at risk when they do pull in points.

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Keith Long: And

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Keith Long: certainly, for yourselves make sure that you understand

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Keith Long: how this all impacts your CSA score

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Keith Long: right? How this all impacts mandatory inspection.

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Keith Long: Right? If you’re if we’re sitting over threshold. And you know in in, in our categories. You know, one or 2 categories we’re finding ourselves in in that mandatory inspect category.

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Keith Long: it’s time to do some learning math, and it’s time to revisit how we are

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Keith Long: attacking CSA. Or teaching CSA or teaching CSA. Prevention. Education is the primary means

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Keith Long: to reducing

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Keith Long: CSA violations.

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Keith Long: and beyond that communication is the other half of that tool.

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Keith Long: Right? Don’t just communicate via your training platform. At the same time

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Keith Long: make it a company culture

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00:43:04.320 –> 00:43:10.049

Keith Long: invest in, you know, standardized communication text email put up

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00:43:10.070 –> 00:43:13.759

Keith Long: posters or digital signs if you got them. But

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00:43:13.800 –> 00:43:20.509

Keith Long: as a driver outside of my truck, I shouldn’t have to walk 10 feet without seeing something that

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00:43:20.770 –> 00:43:23.020

Keith Long: tell me why it’s important to be safe.

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00:43:23.150 –> 00:43:26.210

Keith Long: Yeah, maybe that’s obnoxious. But at the same time

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Keith Long: I’m going to get the point.

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Keith Long: and we’re all going to be of the same mind. And until that happens, we’re going to keep getting hours of service violations.

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Keith Long: It’s skin in the game, and we’ve all got it. Yep.

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Keith Long: that’s what I got.

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Steve Kessler: Oh, good!

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Steve Kessler: I’m sorry, Keith. I was. I was waiting to see if there’s some more you were going to touch on.

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Mark Rhea: One other one other question. I know. I know. We’re primarily talking about tractor trailers, you know. Combination vehicles, straight trucks, straight trucks. They’re hauling freight? Are they subject to? The same roadside inspection rules as a tractor trailer combination.

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Keith Long: That they are. As a matter of fact, what’s

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Keith Long: gross maximum vehicle weight rating? 26,001

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Keith Long: if you’re if you’re finding yourself there. And if it is used for commercial purpose, absolutely you can certainly count on being pulled in, and you can count on inspections

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Keith Long: mattering right these are.

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Keith Long: it pays.

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00:44:35.480 –> 00:44:36.939

Keith Long: It pays to play.

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Mark Rhea: So they are not exempt. Number 2 are. And I know primarily state agencies highway patrols. What about city jurisdictions. Can they do a roadside inspection that

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Mark Rhea: can hit a CSA score.

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Keith Long: Yes, yes, sir, it’s frustrating as it is to see that come in

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Keith Long: you betcha if they are, because you know, being a certified examiner being certified. And, you know, submitting points to the SMS system

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00:45:12.870 –> 00:45:30.500

Keith Long: that is nothing more than a certification. Right? It is at any law enforcement level. And in those cases, we’ll say a city officer, dot officer you can absolutely be trained and take the proper certifications that would allow you to provide

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Keith Long: violations in these cases. So, if you get an inspection that comes in from

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Keith Long: you know.

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Keith Long: Regular state

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Keith Long: or city officer. You bet those points count. If the points are their points count.

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Mark Rhea: Gotcha, and just one other General Con. We got some great questions but another general comment that I’ve seen in in in the litigation world. They deposed the driver, and he got put out of service 2 years ago, and they’ll ask every time. Were you

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Mark Rhea: What tell us about that out of service, and in almost every time the driver will say nobody told me. Nobody at my company ever told me anything about

368

00:46:22.493 –> 00:46:25.559

Mark Rhea: CSA violations. I didn’t know anything about it.

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Mark Rhea: That’s something you can control. That’s a that’s a risk that can be managed.

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Mark Rhea: And online training, documentation, custom content. I would highly recommend it to all the viewers.

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Mark Rhea: do your own custom content on how to prepare what is a CSA inspection how to conduct yourself, what to prepare for.

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Mark Rhea: That’s something you can do yourself, and it’s very effective, and it

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Mark Rhea: can come in very handy

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Mark Rhea: if you end up in a lawsuit.

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Keith Long: Absolutely.

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Keith Long: Absolutely.

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Keith Long: We can recall that right. And especially in a system like what you guys have with here and INFINITI, those are Searchable training records that you guys can provide

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00:47:11.520 –> 00:47:13.620

Keith Long: and the event. But somebody needs them.

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Mark Rhea: When the when, when the driver answers, nobody told me which is very I mean almost exclusively us. What I hear from the driver when they’re when they’re deposed. Nobody told me. Nobody told me. Nobody told me.

380

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Mark Rhea: You got a counter to that. You might have forgotten, but you were told.

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Keith Long: Correct.

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Keith Long: And that’s an additional teaching opportunity. Right? Think about how much you’re throwing at drivers in the very beginning.

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00:47:39.370 –> 00:47:44.799

Keith Long: If you throw everything at them and onboarding, but don’t talk to them afterwards. You’re setting them up for failure.

384

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Keith Long: Think about a regular communication cadence and think about a regular training cadence. We shouldn’t learn about

385

00:47:51.270 –> 00:47:58.858

Keith Long: CSA and how that affects us in the very beginning, and then hope that I remember it. You know, 6 months to a year down the road.

386

00:47:59.300 –> 00:48:03.960

Keith Long: set yourself up a training calendar like we talked about here a couple weeks ago, and

387

00:48:04.100 –> 00:48:08.309

Keith Long: train to it and make sure you have regular training topics.

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00:48:11.850 –> 00:48:23.249

Steve Kessler: Hey, Keith? A couple of other questions here, some really good information coming out here? Here is a question. It came in a little bit earlier when you were talking about the

389

00:48:23.968 –> 00:48:27.079

Steve Kessler: the mobile hours of service devices

390

00:48:27.732 –> 00:48:32.160

Steve Kessler: someone’s asking is not having mobile device for keeping

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00:48:32.934 –> 00:48:44.810

Steve Kessler: record duty status mounted in a fixed position and visible to the driver a violation? And is it an unsafe driving violation or an hour of service? Violation.

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00:48:47.140 –> 00:48:47.520

Keith Long: So.

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00:48:47.520 –> 00:48:53.970

Steve Kessler: We have it mounted in a fixed position, or it’s not visible to the driver. Is that a violation? And what kind.

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00:48:56.170 –> 00:48:57.460

Keith Long: It is a violation.

395

00:48:57.919 –> 00:49:04.170

Keith Long: and it’s hours of service. In this case the right unsafe would-be the use of a handheld mobile device.

396

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Steve Kessler: Gotcha.

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Keith Long: And that’s what we would want it to fall into if we’re talking about, you know, using a mobile device that requires more than you know, one touch for operation, as the dot says it. But in this case, and correct me if I’m wrong here, Mark, that’s now as a service violation.

398

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Mark Rhea: Yes, and that would be one you could challenge easily with a picture. If the if police, if the highway patrolman is incorrect in that assessment.

399

00:49:33.610 –> 00:49:37.420

Keith Long: Correct, correct. And it’s certainly a good idea to have a standard

400

00:49:38.193 –> 00:49:44.989

Keith Long: mounting location for your company, right? Especially if you’ve got the same tractors, get a bracket and put them in the same place.

401

00:49:47.610 –> 00:49:49.350

Steve Kessler: Another question here.

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00:49:49.970 –> 00:49:58.239

Steve Kessler: That came in a little bit earlier. How does a clean inspection numerically dilute the CSA score.

403

00:50:00.440 –> 00:50:04.730

Keith Long: So it’s as simple as good, outweighing the bad.

404

00:50:05.200 –> 00:50:07.410

Keith Long: right? It’s the

405

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Keith Long: I don’t want to give you know. Oh, craps and attaboys adage. But it really is, isn’t it? It’s

406

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Keith Long: If I’ve got

407

00:50:24.120 –> 00:50:31.899

Keith Long: 2 bad violations, and I’ve only got one. Alright. If I’ve got 2 failed inspections, and I’ve only got one clean inspection

408

00:50:32.325 –> 00:50:37.050

Keith Long: then then I’m sitting at a deficit, right? But the cleaner inspections I get.

409

00:50:37.300 –> 00:50:40.399

Keith Long: We start to dilute those numbers out.

410

00:50:40.770 –> 00:50:41.460

Keith Long: yeah.

411

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Steve Kessler: That makes sense to me. So, the more you’re going to be inspected, the more so, the more clean inspections you get, the more the other violations are diluted down. So that that does make sense. Here’s another question, and there are a few more, too.

412

00:51:00.260 –> 00:51:05.499

Steve Kessler: could you discuss about self-adjusting slack adjusters

413

00:51:05.590 –> 00:51:11.809

Steve Kessler: and the importance of applying brake pressure as you enter an inspection station

414

00:51:11.820 –> 00:51:15.010

Steve Kessler: to help the adjusters self-adjust.

415

00:51:16.570 –> 00:51:18.190

Steve Kessler: I can read that again.

416

00:51:18.190 –> 00:51:21.149

Keith Long: No, I’m following you there. So, I

417

00:51:22.110 –> 00:51:40.650

Keith Long: I’ve heard this. I don’t know if I’d 100 rely on it. But laying into those breaks as you come into the way station fanning down those breaks as you come into a way station. Some say you’ll get a few different folks to tell you different ways to do it.

418

00:51:40.790 –> 00:51:45.249

Keith Long: in my opinion, and right wrong or indifferent, love it or hate it

419

00:51:46.360 –> 00:51:49.059

Keith Long: when you’re doing your vehicle inspection.

420

00:51:49.610 –> 00:51:51.150

Keith Long: Fan down your brakes.

421

00:51:51.770 –> 00:52:00.109

Keith Long: That’s the time to do it before you start your trip, because if you’re going into the way station, laying into your brakes, hoping that your automatic slack adjusters adjust.

422

00:52:00.620 –> 00:52:02.460

Keith Long: That is the wrong time to be doing it.

423

00:52:03.340 –> 00:52:06.599

Keith Long: and they will be in adjustment

424

00:52:06.740 –> 00:52:15.570

Keith Long: if you’re maintaining your vehicles properly, and if you are doing a regular break, leak down pressure test as a part of your pre-trip inspection.

425

00:52:17.260 –> 00:52:24.200

Keith Long: I mean, automatic slack adjusters have been around since 1,994, I believe. So.

426

00:52:24.290 –> 00:52:34.909

Keith Long: You know, these are. These are sophisticated systems. Yes, absolutely. There’s some merit to lying into your brakes, heavy as you come into a way station, if you’ve got the room to do it.

427

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Keith Long: But at the same time, we don’t always have the room to do it. We’ve certainly seen during these inspection events. Trailer tractors and trailers stacked up for a quarter mile outside the way station. When they finally start turning people away. So, the opportunities are not always there, and even in that case, fanning them down while you’re sitting in line is not prime.

428

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Steve Kessler: Alright.

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Steve Kessler: see if there are others. Here’s a question as a private motor carrier in the construction sector.

430

00:53:08.440 –> 00:53:13.519

Steve Kessler: Are we required to maintain a bill of lading in our CMVs.

431

00:53:17.040 –> 00:53:21.558

Keith Long: So, in. In. In this case, let me see if I can weed through that.

432

00:53:22.460 –> 00:53:25.150

Keith Long: It absolutely depends on

433

00:53:25.430 –> 00:53:29.039

Keith Long: the shipper can signee that you’re working with and picking up from. And if

434

00:53:29.500 –> 00:53:30.829

Keith Long: in this case

435

00:53:31.750 –> 00:53:39.079

Keith Long: their freight or your freight is subject to regulation at that point, what I’ve what I’m saying, here is, are we going to be

436

00:53:39.370 –> 00:53:40.700

Keith Long: above weight?

437

00:53:41.282 –> 00:53:45.870

Keith Long: Do you have a dot number on the side of your vehicle?

438

00:53:45.880 –> 00:53:49.270

Keith Long: And are you personally subject to

439

00:53:49.310 –> 00:53:58.390

Keith Long: FMCSA. Regulations. Right? If we don’t have a dot number on the side of that door, and we’re not utilizing this freight transfer for commercial use. Then

440

00:53:58.930 –> 00:54:03.503

Keith Long: picking up in this case is is not going to be something that that

441

00:54:03.960 –> 00:54:06.199

Keith Long: you’re going to be picking up points, 4

442

00:54:06.280 –> 00:54:10.019

Keith Long: right hauling, and in that case, however, if

443

00:54:10.780 –> 00:54:16.069

Keith Long: you do get pulled over, and you know things aren’t properly secured.

444

00:54:16.545 –> 00:54:25.180

Keith Long: You know, in a manner that they should be. But you’re not subject to dot violations. Could you pick up another violation outside of.

445

00:54:25.760 –> 00:54:37.739

Keith Long: you know, standard FMCSA. Regulations? Your batcha, that’s you. You can certainly pick up a ticket or a violation in that case, so it still pays to play right. It still pays too. Make sure you’ve got all your ducks in a row.

446

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Keith Long: I mean, you’ve got oil field guys right? That’s a lot of that’s private. The second you get past the dirt.

447

00:54:45.000 –> 00:54:46.750

Keith Long: It’s you know.

448

00:54:46.800 –> 00:54:50.849

Keith Long: Anybody’s guess as to how things are transported. But

449

00:54:51.520 –> 00:55:06.060

Keith Long: you know, in in this case some of these companies are subject to it, and some of them aren’t. If you’re privatized, it’s more than likely. What you need to look out for in those cases is, are you doing things the right way? So, you don’t in general pick up citations.

450

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Steve Kessler: Right. Got you

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00:55:08.710 –> 00:55:26.265

Steve Kessler: alright? Well, see, we’re getting close on time here. But I wanted to take a few more questions that I saw pop into the chat here. Say this is a good one. How do we handle failing and inspection for an item just repaired by maintenance.

452

00:55:26.640 –> 00:55:32.436

Steve Kessler: IE. Slack adjusters, break chambers, etc., and affect our CSA. Scores

453

00:55:34.020 –> 00:55:34.590

Keith Long: That, and trust.

454

00:55:34.590 –> 00:55:36.809

Steve Kessler: That’s a maintenance issue. It sounds like.

455

00:55:36.810 –> 00:55:48.010

Keith Long: Yeah, get that truck in immediately. If you’ve got a truck that you just put out on the road after maintenance was completed, and the very same item picks up a

456

00:55:48.600 –> 00:55:51.150

Keith Long: you know, picks up points.

457

00:55:51.520 –> 00:56:06.389

Keith Long: for you know, malfunction or anything along those lines that vehicle needs to get in for service, because one of 2 things has happened here. One of 3 things has happened here, one somebody was just checking the boxes on filling it out. 2. Something happened in transit, and that

458

00:56:06.730 –> 00:56:15.159

Keith Long: part malfunctioned or 3. That part is completely fine, and you have grounds for a DataQ.

459

00:56:15.610 –> 00:56:23.380

Keith Long: So don’t waste time. Get that vehicle into the shop, but before that driver even moves, get pictures.

460

00:56:24.940 –> 00:56:26.570

Steve Kessler: Good idea perfect.

461

00:56:26.690 –> 00:56:28.500

Steve Kessler: Here’s a question

462

00:56:28.980 –> 00:56:32.330

Steve Kessler: how to handle warnings versus citation.

463

00:56:32.400 –> 00:56:43.409

Steve Kessler: When Officer Review refuses to give a citation, what can we do? It’s my understanding. I guess that if it’s a warning given, it’s more difficult, if not impossible, to challenge.

464

00:56:44.570 –> 00:56:45.103

Keith Long: Correct

465

00:56:46.630 –> 00:56:48.230

Keith Long: And in these cases.

466

00:56:48.510 –> 00:56:49.380

Keith Long: Dad.

467

00:56:49.580 –> 00:56:53.530

Keith Long: the best you can do to my knowledge, is is ask for.

468

00:56:53.974 –> 00:56:57.345

Keith Long: I rather this be a citation?

469

00:56:57.930 –> 00:57:06.129

Keith Long: and there’s not much you can do in that case, and it stinks, and you don’t see it all too often, but when you do it is very frustrating.

470

00:57:06.140 –> 00:57:09.860

Keith Long: because it’s and we get a warning. It’s

471

00:57:10.240 –> 00:57:14.090

Keith Long: it is my fault. And it’s, you know, it’s admitting fault.

472

00:57:14.310 –> 00:57:17.540

Keith Long: especially when we sign that warning.

473

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Keith Long: Right? Say, hey, here’s what I’m here’s what I’m writing up for. I’m just giving you warning, and it’s a trick in conversation in these cases. Say, no, we’re going to we’re going to let you go. I don’t want to give you a citation today. We’re just going to write you up a warning sign here, and you can be on your way.

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Keith Long: A encourage your drivers to do everything that they can to ask for a proper written inspection. Yeah, it does mean CSA points to the driver. But you’re going to you’re going to you’re going to deal with us, anyway. It is best to deal with it in the right way.

475

00:57:48.860 –> 00:57:54.419

Keith Long: and if you run into that specific situation where you’ve asked for it, you don’t get it.

476

00:57:55.073 –> 00:57:59.239

Keith Long: That is, that is unfortunate, and in that case.

477

00:57:59.660 –> 00:58:01.889

Keith Long: to my understanding, that’s the luck of the draw.

478

00:58:03.540 –> 00:58:04.010

Steve Kessler: Alright!

479

00:58:04.870 –> 00:58:06.929

Steve Kessler: Here’s a question

480

00:58:07.797 –> 00:58:11.459

Steve Kessler: it says if a driver put the placards

481

00:58:12.070 –> 00:58:15.480

Steve Kessler: out, I’m guessing this is Hazmat, and took pictures.

482

00:58:15.540 –> 00:58:19.180

Steve Kessler: but the placard flew away while driving.

483

00:58:19.230 –> 00:58:25.189

Steve Kessler: Will the dot give the ticket as he has proof that he did put the placard out? In the 1st place.

484

00:58:25.740 –> 00:58:26.460

Steve Kessler: good.

485

00:58:28.480 –> 00:58:31.650

Keith Long: One. It depends on the officer. 2

486

00:58:32.540 –> 00:58:33.900

Keith Long: in. In.

487

00:58:35.100 –> 00:58:40.724

Keith Long: I would say, if the placards were not there, the placards were not there. Right. That’s the way that I would look at it.

488

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Steve Kessler: They’re going to base it on what they see.

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Keith Long: Correct.

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Steve Kessler: That time.

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00:58:45.150 –> 00:58:47.200

Keith Long: Correct, and what’s not going to

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Keith Long: what’s certainly not going to help you is, if the driver stopped anywhere in between

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00:58:52.580 –> 00:59:05.759

Keith Long: when that picture was taken, and when they were pulled over for that you know, for that inspection. But 9 times out of 10 what you see is what you get, and you’re going to pick up a violation in in in that situation.

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Keith Long: It’s it’s much in the same that you know

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00:59:09.470 –> 00:59:19.570

Keith Long: your lights were fine you started your trip, but a headlight went out. Well, that’s a that’s an inoperable headlamp violation. Unfortunately, even if you have pictures of it.

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Steve Kessler: You go?

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00:59:22.823 –> 00:59:24.790

Steve Kessler: Let’s see, here’s another question.

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00:59:25.320 –> 00:59:34.309

Steve Kessler: I had a driver get a nail in his tire during transit he was placed out of service. Can I DataQ this violation.

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00:59:37.880 –> 00:59:40.140

Keith Long: You can DataQ anything you want.

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00:59:41.085 –> 00:59:41.910

Keith Long: But.

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00:59:42.760 –> 00:59:44.339

Steve Kessler: That’s probably not a winner.

502

00:59:44.730 –> 00:59:48.320

Keith Long: Probably not a winner. And if you’ve got pictures.

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00:59:48.490 –> 00:59:51.200

Keith Long: you know that helps. If it’s a

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00:59:53.020 –> 00:59:55.370

Keith Long: superficial nail and attire.

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00:59:57.320 –> 00:59:59.399

Keith Long: it’s just in in this case. That’s

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00:59:59.820 –> 01:00:06.630

Keith Long: that’s not a winner. It does pay, though. You know. Pay attention when you’re when your drivers are doing tire inspections.

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01:00:07.120 –> 01:00:16.940

Keith Long: You know. What’s the what’s the dot? Say, when your 1st starts your trip, you should be inspecting your vehicle within the 150 miles or 3 h whatever comes 1st

508

01:00:17.090 –> 01:00:19.680

Keith Long: right? 1st 50, then

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01:00:19.750 –> 01:00:28.669

Keith Long: 3 and 150. So certainly, as a part of these mid-trip inspections, we know not. Everybody’s going to be stopping on those intervals, but

510

01:00:28.720 –> 01:00:32.690

Keith Long: get out and look, and if you’ve got a superficial nail and attire.

511

01:00:32.810 –> 01:00:37.730

Keith Long: you can pull that out. I know I know several drivers with a pair of pliers that’ll

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01:00:37.810 –> 01:00:41.270

Keith Long: take that out if it’s just a thread. If it’s just a tread nail right.

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01:00:41.270 –> 01:00:42.030

Steve Kessler: Right, yeah.

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01:00:42.458 –> 01:00:44.450

Keith Long: But no, in this situation

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01:00:44.610 –> 01:00:46.260

Keith Long: I don’t think you have any grounds.

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01:00:46.900 –> 01:00:47.530

Steve Kessler: Right.

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01:00:47.910 –> 01:01:01.970

Steve Kessler: Alright, thanks, Keith. We’ve kind of come to our hour time limit. I know some people obviously must go, but one of the things I did want to mention is, I think you touched on it very nicely. Keith is

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01:01:02.110 –> 01:01:06.340

Steve Kessler: Many things we need to do require training.

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01:01:06.490 –> 01:01:14.289

Steve Kessler: And you, you thankfully, you. Yeah. For us. You mentioned our system INFINITI workforce system. What I wanted to do is

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01:01:14.380 –> 01:01:16.990

Steve Kessler: for those of you out there that are not.

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01:01:17.727 –> 01:01:21.229

Steve Kessler: Current customers. If you have some interest in

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01:01:21.610 –> 01:01:28.959

Steve Kessler: how our platform could help you train your drivers and make those bits of information

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01:01:29.650 –> 01:01:40.539

Steve Kessler: that are required easily accessible. You know, we have a nice mobile app that the drivers can get access to training. There’s also a resource area

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01:01:41.045 –> 01:01:44.399

Steve Kessler: within our system where the drivers could have copies of

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01:01:44.580 –> 01:02:02.660

Steve Kessler: of the elog instructions they could have, various documents available to themselves there. So, I just wanted to pop this up on the screen. So, any of you out there that want to learn a little bit more about us, we will happily follow up. So.

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01:02:02.790 –> 01:02:11.857

Steve Kessler: Keith, this was a great program. Some of you may have a few questions yet, and we’ll try to reach out to you after the fact to

527

01:02:12.553 –> 01:02:15.370

Steve Kessler: Get those answers, I’ll take care of that.

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01:02:15.490 –> 01:02:23.889

Steve Kessler: So, thank you all for joining us today, Keith. Thank you once again. Really great information.

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01:02:24.060 –> 01:02:25.310

Steve Kessler: And

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Steve Kessler: we’ll ask all of you if you have time in the future to join our next webinars. We’ll be sending out invitations and thank you all for coming today. So, Keith, thank you much, sir.

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01:02:40.120 –> 01:02:40.510

Keith Long: Thank you.

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01:02:40.510 –> 01:02:46.030

Steve Kessler: And Mark. Thank you, and we’ll hope you all enjoyed the program. We’ll see you next time.

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01:02:46.360 –> 01:02:47.479

Steve Kessler: Thank you very much.

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01:02:47.480 –> 01:02:49.850

Mark Rhea: Thank you. Thank you. Keith and Steve appreciate it.