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Fier membre du CCATM depuis 2017
Proud member of CCMTA since 2017

WORK DONE BY YOUR FEDERATION

Commercial Driver's License Drug and Alcohol Clearinghouse

Overview

The Federal Motor Carrier Administration (FMCSA) is establishing the Commercial Driver's License (CDL) Drug and Alcohol Clearinghouse (Clearinghouse). This new database will contain information pertaining to violations of the US Department of Transportation (DOT) controlled substances (drug) and alcohol testing program for holders of CDLs.

The Clearinghouse rule requires FMCSA-regulated employers, Medical Review Officers (MROs), Substance Abuse Professionals (SAPs), consortia/third party administrators (C/TPAs), and other service agents to report to the Clearinghouse information related to violations of the drug and alcohol regulations in 49 Code of Federal Regulations, parts 40 and 382 by current and prospective employees.

The Clearinghouse will also require the following:

  • Employers will be required to query the Clearinghouse for current and prospective employees' drug and alcohol violations before permitting those employees to operate a commercial motor vehicle (CMV) on public roads.

  • Employers will be required to annually query the Clearinghouse for each driver they currently employ.

The Clearinghouse will provide FMCSA and employers the necessary tools to identify drivers who are prohibited from operating a CMV based on DOT drug and alcohol program violations and ensure that such drivers receive the required evaluation and treatment before operating a CMV on public roads. Specifically, information maintained in the Clearinghouse will enable employers to identify drivers who commit a drug or alcohol program violation while working for one employer, but who fail to subsequently inform another employer (as required by current regulations). Records of drug and alcohol program violations will remain in the Clearinghouse for five years, or until the driver has completed the return-to-duty process, whichever is later.

D-A Clearinghouse pfd english

For more information on the Clearinghouse, please visit https://clearinghouse.fmcsa.dot.gov/ .

Hi, as you know the Canadian Federation of Transport is a member of the CCMTA. Here is a report we prepared for you to be updated. Please forward the info to your network as they are very important changes for drivers and carriers. Please help us recruit and susbcribe as members to help us move forward for our industry.

Click here for the report: 

Canadian Federation of Transportation. it is the Canadian Council of Motor Transportation Administrators.

Hello, Your federation is currently in Ottawa until June 6, 2019.

Here are the topics we have been addressed.

1. Automated Driving: Win the Trust

The world is changing fast and automated driving will soon be an integral part of it. To be well prepared, it must be treated not as an objective, but as an instrument of security and progress. At this point, it is less important to know whether the public trusts automated driving than to ensure that technology companies and car manufacturers are trustworthy.

2.Transportation and road safety: on the road to the future

The introduction of automated vehicles and a host of related technologies is changing the game in Canada's transportation ecosystem. This presentation covers the particular perspectives and pitfalls for builders, insurance companies and the rest of the auto sector as we work to eliminate fatalities and serious injuries on the road. Panellists will continue to listen to the approaches companies take to ensure the safety of new automotive technologies, including Automated Driving Systems (ACS). They will describe the methods used to validate the security of new automation options and explain how they are addressing the challenges now posed by automated and connected vehicles, such as cybersecurity and after-sales service for sensor and software suites. 

3. Impaired Driving Research Findings


Whether it is transportation, health or public or road safety, driving under the influence of drugs is a road safety priority for governments and their stakeholders. With the legalization of cannabis in Canada, it is even more important to continue research and long-term observation on the impact of drugs while driving. This session will present the main lines of current research and the main findings that will guide approaches to driving under the influence of narcotics.

4.Sustain on the tsunami of demographic change


Over the next century, the employer-employee relationship will change dramatically, because in a market that benefits the most skilled workers, companies will have to compete to attract and retain talent. That said, as much skilled workers will be desired, as there will be people unable to find work. The presentation will look at the situation from generation to generation, emphasizing the necessary measures to find and retain the talented employees of three groups: baby boomers, X and millennials. It will also be an opportunity to get advice on meeting the needs of employees in these groups.

Way More Truckers Are Dying In Crashes

NEWS

 

According to new data from the Federal Motor Carrier Safety Administration, the roads are becoming a more dangerous place for truck drivers. In 2017, the number of truck drivers who died in a fatal crash was up 26% from just two years prior.

Jack Van Steenburg, the chief safety officer for the Federal Motor Carrier Safety Administration (FMCSA), was one of the speakers at the 2019 Transportation Research Board annual meeting on January 15th. Steenburg said that 841 large truck occupants died in crashes in 2017. That number was 725 in 2016 and 665 in 2015. It’s the most truckers who have died in crashes since records started being kept on that statistic in 2003.

But that isn’t the only new data point that’s concerning. The percentage of fatal crashes that involved at least one large truck jumped to 12.4% in 2017, up from 11.1% in 2015. Also up were number of total crashes involving a truck or bus and the total number of fatalities from crashes involving a truck or bus.

The most common driver-related factors in fatal truck or bus crashes were speeding, distracted driving, failure to yield, impairment (fatigue), and careless driving.

Speaking on the same panel, FMCSA Administrator Ray Martinez said the agency would be working to lower those fatality numbers. He pointed to “streamlined data collection” allowing for safety improvements and placed at least partial blame on drivers.

“We all know about the human factor in crashes,” said Martinez according to Transport Topics. “You hear drivers say that they know when they’re tired. That’s not necessarily true.”

 

Source: ttnewsnhtsabls

By Samuel Barradas.

Source: https://www.thetruckersreport.com/way-truckers-dying-crashes/

Crash rates unchanged by ELDs despite increased HOS compliance, study concludes

James Jaillet@trucknewsJJ February 4, 2019

A group of researchers this month issued a report on the effects of the electronic logging device mandate, and they reached two main conclusions: The use of ELDs has not reduced the rate of truck crashes, but the frequency of speeding violations, particularly among the small carrier segment, has increased since the mandate took effect.

Speeding violations, the report concludes, are due to drivers trying to make up for productivity losses caused by ELD adoption.

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The MELT program

 

By G. Ray Gompf, CD

 

MELT — Mandatory Entry Level Training — is a fact in Ontario, the first jurisdiction in North America to legislate such training.   But will that structure of MELT make us any safer?  Will other jurisdictions just follow suit or will they research their own.   Just because it is done somewhere doesn’t mean it can’t be improved. 

 

In all jurisdictions, save for Ontario, training to become a truck driver is more qualify to be able to pass the government testing in order to acquire the license level desired.   It’s the same situation as becoming a licensed car driver, in that the test itself is the absolute qualifier.   Therein lies the problem.

 

All driver training should be to bring the new driver to an acceptable skill level and each new driver trained to have at the very minimum had exposure to everything expected for safe operation within the class of vehicles being anticipated.

 

 Entry level truck driving is different only inasmuch as the lowest age level is somewhat higher, and assumes the new truck driver has some car driving experience under his/her belt in the several years before being permitted to explore a classified drivers licence.   Rules of the road are assumed to be well learned and believed to be the same. 

 

MELT assumes a certain skill and knowledge level and goes forward from the assumption.   MELT should assume nothing and teach as if there is absolutely no knowledge, no skill level whatsoever and ensure that assumed knowledge and experience is factually present.  

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New federal semi-truck driver regulations to come into effect in January 2020

Transport Minister Marc Garneau made announcement at ministers gathering in Montreal on Monday

Federal Transport Minister Marc Garneau announced the development of federal standard entry level training for semi-truck drivers at a news conference on January 21, 2019. (CBC)

New regulations for semi-truck driver training will take effect across Canada about a year from now, the federal government says.

However, the details of what will be in those new rules has yet to be determined.

Transport Minister Marc Garneau made the announcement at a transport ministers meeting in Montreal on Monday. 

Garneau said minimum entry-level semi-truck driver training standards will be developed for next January. 

Garneau said the body of the Canadian Council of Motor Transportation Administrators (CCMTA) will be developing the standards and will look at what is currently being done in Ontario, Alberta and Saskatchewan. 

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We would like to address the ELD proposition brought up by CTA in a recent article on truck news.com and at the same time take the opportunity to introduce ourselves to those who don’t know us yet.

We are the Canadian Federation of Transport (FCT-CFT), our mandate is to represent drivers, owner operators and employees to the federal government in three crucial issues:

    1 We want our trade to be recognise as a skill trade

    2 We want to harmonise laws and regulations throughout the country (and we see an opportunity to harmonise with the u.s.)

    3 We want laws (like against double brokerage) already in place to be enforced.

We are quickly growing in number and resources to achieve those goals and currently growing in all of Canada.

Those mandate we believe are the pillars to the next step to create a professional order for our trade. Our professional order for skilled drivers would be there to ensure our basic working conditions and a level of professionalism in the industry.

The more people joins with us the stronger is our voice, the more resources we can put together and the more people are working together on the different projects necessary to reach our goal and of course the faster we get there.

                                                                                             NEXT

Old Tech vs New Tech

By G. Ray Gompf, CD

Social media is great, I love it. There’s a lot of discussion going on about standard transmissions vs automatic transmissions. The discussion is really much broader than that.

It is my belief, and my belief is pretty much borne out by reality, that once a computer takes over a human skill, that skill becomes lost, at least to those who never had acquired the skill in the first place. Sure, allowing a computer to shift gears is fine and believe me, I’m fully aware that the automatic transmissions in today’s trucks under absolutely ideal conditions can and do outperform an old seasoned hand using a perfectly operating standard transmission under precisely the same conditions.

The automatic transmission is only scratching the surface of computers taking over human skills. There’s cruise control and reactive cruise control. There’s automatic headlights. There’s lane departure warning. There’s blind spot warning. There’s back up warning. There’s gauges that tell you the tire pressure while your moving. There’s even a computer screen on the dash the tells you more than you ever thought you needed to know about the truck you’re driving.

                                                                                                        NEXT

Last October 25th, 3 members of the executive council from the canadian federation of transportation ( CFT ) were at the meeting of the canadian council of motor transport association (CCMTA) in Ottawa, in regards of differents issue concern transport industries in Canada.

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NEW ADMINISTRATION COMMITEE

AUGUST 26th 2017

Président:         Stéphane Lavoie

Vice-Président: Yannick Fournier

Treasury:          Christian Tapin

Secretary:         Vincent Villeneuve

Spokesman:      Stéphane Viau

Picture from left to right:

Stéphane Viau, Vincent Villeneuve, Stéphane Lavoie, Christian Tapin, Yannick Fournier

June 29th 2017

TVA news interview about the urgent issue of the rest areas in Quebec with Nicholas Fournier, CFT Temporary President, Charles Englehart, ARPQ GD, Stephan Viau, CFT public relationist and Benoît Charette, Deux-Montagnes Deputy and spokeman in transport matter for CAQ. 

 

April 12th 2017

 

 

Following a meeting with the Professional Drivers Association of Quebec: ASSOCIATION DES ROUTIERS PROFESSIONNELS DU QUÉBEC (ARPQ), an agreement of collaboration was concluded to stren our cause.

     In the late 60's, early 70's while all trades were organising to better their working conditions, to structure themselves and be recognised as professionnal trades as we know them today, the transport industry didn't feel the need to join this movement because it was already regulated.

     Then by the late 80's when the transport industry was deregulated we lost that advantage, our industry suffered the lost of recognition and an important degradation of our working conditions followed up to this day.

     The augmentation of restraints and laws coupled with high fines, the reduction of our schedule flexibility were put in place to raise safety and prevent abuses.

     The lack of adaptation by governments and the industry toward the new and already existing realities of the transport such as the waiting time, the logistic flaws, the denser traffic, the augmentation of road construction site, failure to maintain and adapt the road system and the ''on time'' delivery system are weighing more and more eavily on us and shows an important lack of consistency regarding laws and regulations that we believe at the Federation imperative to adress and change.

     We at the Federation have started by pinpointing the basis to all of these problems and have determined some important points to be the root of our mission.

- Have our trade recognised as a professionnal trade.

- Standardisation of the laws countrywide.

- Enforce already in place laws that protect our industry.

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