Police have charged a 19-year-old Warwick Twp. man, after spotting a pickup truck driver doing doughnuts in a parking lot with two girls in open box of the truck.
Police say OPP noticed a Dodge pickup in the parking lot of the Watford arena with two 17-year-old girls riding in the back.
Nobody was hurt. The officers stopped the driver after seeing him perform a "fast 360 degree spin."
They charged him with dangerous driving.
By Andy Warcaba
Safety, Comfort and Convenience – Future of Interstate Rest Areas
Closed Rest AreaThere is a national funding crisis in our Nation that is making it extremely difficult for state transportation professionals to meet the maintenance and safety needs of Rest Area Users traveling on the Federal Interstate System. Many of the Department’s of Transportation have already responded by closing several rest areas and more are in the process of planning to make additional service cuts in the near future. These types of actions will impact motorist safety and will further exacerbate the ever-increasing problem of inadequate truck parking.
The origin of providing specific areas for motorists to find comfort and relax along major highways in the United States dates back to a provision in the Federal-Aid Highway Act of 1938 that stated “the States with the aid of Federal Funds may include such sanitary and other facilities as may be deemed necessary to provide for the suitable accommodation of the public . . . “The intent of the Act was to increase motorist safety and comfort by providing facilities for stopping and resting.” Subsequent legislation enacted throughout the years placed prohibitions on commercializing rest areas with the exception of toll roads that receive no federal aid but carry the interstate emblem and a few rare cases in which the private rest area was developed as part of a toll road, but the tolls were later removed (e.g., along I-95 in Connecticut).
The United States Congress should accept the recommendations of highway experts such as FHWA and AASHTO, to permit the states to study the impacts of commercializing rest areas or identifying other revenue-producing or service enhancements on the National Interstate System. In 2003, President George W. Bush’s federal highway funding reauthorization bill contained a clause allowing states to start experimenting with privatized rest areas on Interstate highways. The clause was fiercely resisted by the National Association of Truck Stop Operators (NATSO) and others, who argued that allowing such rest areas would shift revenue to state governments (in the form of lease payments) that would have gone to local governments (in the form of property and sales taxes).
Commercialization could also offer a platform for new technologies such as truck idling and the implementation of alternative fuel options which would promote interstate travel with ”green” vehicles, as well as contribute to the national initiative to reduce dependence on foreign energy sources. The current level of service being provided by off-highway food and fuel operators, in many cases, does not compare with the enhanced design characteristics of the rest areas within the right-of-way of the Federal Highway System (including ADA facilities). This is especially evident in the area which causes the majority of people to stop at a rest area: to use the restroom. The individual states offer rest area facilities on a 24/7 basis and these facilities are used by millions of visitors with no offset for the high cost of operating and maintaining these services. This action could result in the establishment of rent-based public-private partnerships that would provide a revenue stream to the DOT’s that could be used to fund needed infrastructure improvements as well as an opportunity for the private sector to expand their market share, provide local jobs (especially for rural areas) and contribute to local tax bases.
Support for Commercialization
Motorists expect modern, clean, and safe stopping places that are open 24 hours per day, seven days per week and situated at regular intervals along the Interstate Highway System. Many off-road facilities do not provide a 24/7 operation. Conventional Rest Areas provided by the states’ Departments of Transportation and found within the Federal right-of-way accommodate these motorist expectations. They offer a quick route for motorists to find restrooms, refuge/safety and limited snack and beverage services at any time of the day or day of the week. Commercial Travel Stops provided by the private sector and found outside of the Federal right-of-way at interchange/exit points of the Interstate Highway System also accommodate these motorist expectations. While these commercialized facilities offer motorists a choice in finding restrooms, safety, fuel and an expanded array of food and beverage choices at varying times of the day, the motorist is required to exit the Interstate System in order to utilize these services. There is no DOT oversight regarding service offerings, quality or pricing.
The case can be made that, in many instances, the off-highway commercial facilities provided by the private sector do not replicate all of the design, safety and maintenance amenities that the traveling public has come to expect and that the DOT’s are duty-bound to sustain as part of their rest area operations, e.g., expanded restroom facilities, clean sanitary facilities, ease of ingress/egress, expanded parking, and tourist information.
This statement can be supported by the fact that nationally millions of motorists stop at these non-commercial rest areas even though these facilities do not offer fuel and the expanded array of food and beverage choices. The high usage of these rest areas requires the individual state DOT’s to expend millions of dollars annually for operations and maintenance costs. The DOT’s do not have a means to be reimbursed for their costs of continuing their rest area operations. As the cost of building, operating and maintaining rest areas continues to escalate, the resources available to the State Department’s of Transportation have declined in the face of competing priorities.
The consensus amongst many of the states’ Departments of Transportation including the Federal Highway Administration and The American Association of State Highway and Transportation Officials (AASHTO) is that rest areas should be commercialized. The support to commercialize rest areas has also been documented in motorist surveys when motorists were asked if they would utilize these facilities. Rest areas provide a safe refuge whenever weather, visibility or roadway conditions make driving conditions hazardous.
Opposition to Commercialization
The major point of contention expressed relative to commercializing rest areas within the right-of-way of the Interstate Highway is that these types of facilities will siphon sales from commercial travel stops that are located at or near the exits located off of the right-of-way of the Interstate Highway. The argument is that no new sales will be made at the new commercialized facilities but that overall sales will just be re-distributed along the Interstate route. An industry advocacy group has stated that a Study conducted by the University of Maryland in 2003 indicated that as many as half of the nearby interchange-based businesses would close as a result of commercialization. This group further suggests that interchange-based businesses cannot compete with commercialized rest areas that would be located within the right-of-way.
Future Outlook
There have been significant cultural, demographic and operational changes that have occurred since the time when the majority of the original rest areas were built and laws were written. As the motorist service’s industry continues to mature and respond to meet the dynamics of a changing user profile, transportation agencies and off-road service providers are faced with many challenges. It is generally felt that there are too many rest area locations given the performance of present-day vehicles, the needs of the traveling public and the costs of operating these facilities. In addition, it is felt that there are too many single-sided-single-access locations and consideration should be given to replacing them with bi-directional or dual access designs.
The key to increasing the number of public/private partners and producing effective results is for each partner to understand and appreciate the nature and scope of the opposite party’s potential risks and rewards, as well as its own, so that mutual success is achieved. There are components of rest areas operations that are specific to each individual and opportunities exist between the DOT Agencies and the private sector to work hand-in-hand to identify and develop the ideal solution for each party that will ultimately serve the needs and desires of the motoring public.
Several attempts over the past 20 years have been made by the state-level DOT’s to have national legislation enacted that would permit them to study the impacts of commercializing rest areas but these efforts have been unsuccessful. Without the benefit of this enabling legislation, the individual states will be required to operate and maintain their system of rest areas with funds received from tax revenues. On the other hand, if this legislation is given a chance, opportunities to create public/private partnerships can be developed to build commercial rest areas, close unneeded and underused rest areas and develop the methods to insure that modern standards are employed to keep the facilities properly maintained. If the enabling legislation is not passed, many of the states will aggressively continue closing and/or mothballing their rest areas under the ever-increasing cost of operating these facilities.
Andy Warcaba is founder of Andrew J. Warcaba & Associates, a professional services and management consulting firm specializing in the area of motorist-related public-private partnerships and is based out of Dixon, Illinois.
© 2011, AskTheTrucker. All rights reserved.
: AASHTO, Andrew J. Warcaba Associates, Andy Warcaba, commercialization, commercializing, DOT, FHWA, interstate rest areas, rest area closings, rest areas, state funding, state rest areas, truckingTagged with: AASHTO • Andrew J. Warcaba Associates • Andy Warcaba • commercialization • commercializing • DOT • FHWA • interstate rest areas • rest area closings • rest areas • state funding • state rest areas • trucking
Filed under: DOT • Dept. of Motor Vehicles • Politics • Safety • Truck Stops • otr trucking • trucking • trucking blogs • trucking life
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“More Safe Truck Parking” is what you will be hearing on Wednesday Sept 29th, the 3rd National Call in Day for the support of Jason’s Law in both the House as HR 2156 and Senate as S971
Wednesday, supporters of Jason’s Law plan on calling their representatives, Congressman James Oberstar, the chair of the Transportation and Infrastructure Committee, and Barbara Boxer, the majority chair of the Environment and Public Works Committee. The House bill version of Jason’s Law ( HR 2156) remains dormant in the Transportation and Infrastructure Committee while the Senate version (S971) is in the Environment and Public Works Committee.
Two Weeks ago there was tremendous advancement as the call for more safe truck parking saw optimism in the Senate, as the office of ranking minority member within the Environment and Public Works Committee, James Inhofe, showed strong support for the bill. Read More
Advocates of Jason’s Law are continuing to spread their message for the need of more safe truck parking, seeking remedy for the severe truck parking shortage causing risk to truckers lives and also increasing the risks of highway fatalities.
The #1 supporter of Jason’s Law is Hope Rivenburg, widow of the late Jason Rivenburg for whom the bill is named.
Yesterday Hope, a native New Yorker, was interviewed on CBS 6- WRGB news, as the state closed 6 rest areas in attempts to save money. This will add to the already serious lack of parking situation that the State of New York, along with much of the Northeast, has experienced for many years. States closing rest areas are all too common recently because of their budget deficits.
The lack of truck parking is becoming even more dangerous of a highway risk as tired drivers are either forced to continue driving in a fatigued state or park in isolated areas, putting their lives at risk, as was the case for Jason Rivenburg who was shot and killed.
We encourage all to join in on September 29th to call your state reps and also Congressman Oberstar and Barbara Boxer, urging them to support Jason’s law and the crucial need for more truck parking.
Barbara Boxer 202-225-8832
Environment Chair Barbar BoxerJames Oberstar 202-225-6211
Transportation and Infrastructure Chair-James Oberstar © 2010, AskTheTrucker. All rights reserved.
: Barbara Boxer, H.R. 2156, highway fatalities, hope rivenburg, Infrastructure, James Oberstar, Jason's law- H.R.2156 S971, S.971, transportation, Truckers, truckingTagged with: Barbara Boxer • H.R. 2156 • highway fatalities • hope rivenburg • Infrastructure • James Oberstar • Jason's law- H.R.2156 S971 • S.971 • transportation • Truckers • trucking
Filed under: Politics • Safety • Truck Stops • otr trucking • trucking
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Yesterday June 28, 2010 marked a day in history for the National call-in day to support Jason’s Law and the need for more safe and adequate truck parking. People from all over the country were calling their Senators and Representatives in Washington, DC, urging them to support HR 2156 and to co-sponsor the bill.
The designated day to call Washington was designed to move the bill HR 2156 out of committee and passed into law. This much needed bill would begin a targeted pilot program which would address the lack of safe long term truck parking facilities which continues to compromise highway safety within the United States. Lack of parking has been a major complaint for truckers for many years, and now with a sluggish economy, many more parking facilities are closing down, increasing the need for more government awareness and concern for the problem.
What many do not realize is that the lack of truck parking facilities poses an extreme danger to the general public as well as professional truck drivers. The problem with inadequate truck parking effects everyone driving the highways:
1 Drivers are allowed to drive just so many hours per day ( Hours of Service Regulations set by Federal Government) Knowing this, a driver must plan their trip accordingly in order to satisfy the law, not exceeding their driving limits. Note that this is strictly enforced and a driver who violates HOS receives a citation. With the new laws of CSA 2010, these violations can prove to be even more damaging, to both the driver and the carrier, as all violations will be recorded and maintained in a database for safety evaluations. If a driver can not find parking to rest, he/she not only risks receiving a violation, but more importantly risks the lives of those sharing the highways with them.
2 A truck drivers job is demanding, and the lack of rest can cause serious ramifications in regards to highway safety. If a driver plans his/her trip and there is no adequate parking available in either the rest area or truck stop, he/she is forced to move on, many times driving extremely fatigued.
How ironic, that in a year when the FMCSA is calling for the demand of improved highway safety by implementing CSA 2010, and the new call for Sleep Apnea testing to ensure that drivers are not driving tired due to insufficient quality sleep, a law which would improve highway safety by creating truck parking and ensuring truckers adequate rest, is not already placed as a priority within the scheme of “safety.”
The fact that truck drivers many times are forced to drive fatigued because of a lack of parking is ludicrous and not at all in alignment with the Federal government Campaign for highway safety. This poses a huge risk to the general public as a driver falling asleep at the wheel can prove to be fatal for the other vehicle.
3 Truckers many times are forced to pull over on the side of a road to rest, many times on an exit or entrance ramp, causing extreme highway safety risks for themselves and the general public.
4 Finally, drivers are forced many times to park in unsafe surroundings in order to get their much needed rest. This was the case for Jason Rivenburg, who parked in an abandoned gas station which resulted in his violent death. Jason was an open target for predators as he parked in an isolated area and was shot and killed before he could make his early morning delivery.
Yesterday’s calling campaign to Washington was a success as supporters from the trucking industry stood together and joined forces to get HR 21 56 passed.
The next stage of this campaign needs to be the spreading of awareness to the general public who are unaware of the extreme safety risks they are subjected to on our nations highways. Although the trucking industry represents millions of truckers and transportation employees, it is the general public of the highways that must be aware of the dangers and to also be in align to support the passing of this bill. They must realize that a tired driver unable to stop for rest could be driving along side of them on the highway.
We personally, once again, made numerous call to the representatives in our state of Florida explaining the dire need for Jason’s Law. We also called all 4 offices in the committees which the bill appeared to be “stuck” in, namely the Transportation and Infrastructure Committee and the Highways and Transit Subcommittee.
Transportation and Infrastructure Committee.
Representative Jim Oberstar (D – 08) 202-225-6211
Representative John L. Mica (R – 07) 202-225-4035
Subcommittee is the Highways and Transit.
Representative Peter DeFazio (D – 04) 202-225-6416
Representative John J. Duncan, Jr. (R – 02) 202-225-5435
The most helpful person among all of our phone calls was Todd Kohr from the office of Jim Oberstar, who is the Chair of the Transportation and Infrastructure Committee. Although the answers to our questions that we asked were not encouraging, the honesty and transparency was appreciated.
According to Todd Kohr, professional staff member for the Highways and Transit subcommittee, he stated that the reason the bill is not moving is because there are similarities to what Jason’s Law is attempting to achieve in another broader bill, the Surface Transportation Authorization Act.
Now, here is the problem:
When the need for truck parking is attached to another bill, Surface Transportation Authorization Act, and many other transportation needs are also attached, the allocated funds would be dependent upon the other proposals within the bill. This has been the problem for many years now when we look at the track record for providing funds for long term truck parking. Truck Parking Funding gets lost on the shuffle of “other interests”
Todd Kohr also mentioned another Pilot Program, The Truck Parking Facilities Pilot Program which is under SAFETEA LU (Safe, Accountable, Flexible, Efficient, Transportation Equity Act) which was awarded 25 million over 6 years for truck parking ( THROUGH 2009).
USDOT recently released 6 million dollars to 5 states from this Pilot Program funding: Tennessee, Mississippi, Pennsylvania, Utah, and Oregon.
As we mentioned to Mr Kohr, The Truck Parking Facilities Pilot Program, is a mere drop in the bucket in comparison to the bill, Jason’s Law, which will also be a Pilot Program for meeting the additional long term truck parking needs, but will be 120 million dollars over a 6 year period. Oddly enough, the 120 million dollars for Jason’s Law has been criticized by many, stating that 20 million dollars per year is not enough to cure the deficit of truck parking facilities. If so, then The Truck Parking Facilities Pilot Program, only awarding 6.25 million dollars per year, surely will not even come close to meeting the needs for this huge truck parking problem . The other broad bill for transportation, Surface Transportation Authorization Act, which on paper includes addressing truck parking, doesn’t even define ( nor could Mr Kohr tell us in dollars) a predetermined amount of funds which would be allocated for the severe shortage of truck parking.
Our suggestion to the Transportation and Infrastructure Committee and the Highways and Transit Subcommittee, is to seriously reconsider the safety needs of the general public and the professional truck driver by passing Jason’s Law as it’s own bill, thus securing allocated funding for the drastically needed truck parking facilities which are causing havoc among drivers along with compromising the lives of those sharing the highways with 80,000 lb trucks.
It is only when Jason’s Law, HR 2156 is passed into law, that the truck parking problems will be adequately addressed and targeted funding will be used for this purpose and this purpose only. It’s obvious now, after more than 10 years of addressing the shortage of truck parking, that attaching it to a “broader bill” just does not work.
Continue to call your state representatives and tell them you want Jason’s Law as it’s own bill, not tucked inside of a broader bill
© 2010, AskTheTrucker. All rights reserved.
: H.R. 2156, Highways and Transit Subcommittee, Jason's law- H.R.2156 S971, Jim Oberstar, shortage of truck parking, Surface Transportation Authorization Act, The Truck Parking Facilities Pilot Program, Todd Kohr, Transportation and Infrastructure committee, truck stop shortage, USDOTTagged with: H.R. 2156 • Highways and Transit Subcommittee • Jason's law- H.R.2156 S971 • Jim Oberstar • shortage of truck parking • Surface Transportation Authorization Act • The Truck Parking Facilities Pilot Program • Todd Kohr • Transportation and Infrastructure committee • truck stop shortage • USDOT
Filed under: DOT • Politics • Safety • Truck Stops • trucking
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