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Copyright 2025 J. J. Keller & Associate, Inc. For re-use options please contact copyright@jjkeller.com or call 800-558-5011.
FEATURED NEWS
2025-11-25T06:00:00Z
NewsVehicle breakdown and road repairIndustry NewsFleet SafetyCMV Parts and MaintenanceParts and Accessories - Motor CarrierFocus AreaIn-Depth ArticleFleet OperationsEnglishVehicle maintenanceTransportationUSA
Smart maintenance strategies for small fleets: Minimize downtime, maximize profit
For many small fleets, maintenance and repairs can be an ongoing battle. In-house shops are often not cost effective, and freight lanes sometimes require drivers to have trucks serviced at locations far from terminals. Inevitable breakdowns result in unscheduled downtime, resulting in late deliveries or missed loads. Proactive planning can help minimize downtime.
The first line of defense
Every manufacturer has a scheduled maintenance recommendation. Carriers may have policies and procedures that require maintenance to be done at shorter intervals. To be proactive about breakdowns on the road, getting an overall inspection with each oil change will help identify potential problems before they happen. Scheduled downtime is always less costly than unexpected delays.
When trucks don't often visit terminals, identifying quality shops can be difficult. Start by identifying your most common routes and looking for shops along the way. Truck stops are often the most convenient place to have maintenance performed but often limit their services to only the oil change without any additional inspection. There is usually a cost for convenience, and this can sometimes be a more expensive way to go. Looking for a trusted chain, or having independent shops on your list, can help in coordinating maintenance between a delivery and the next pickup.
Major repairs
When your chain of vendors chosen to do your preventive maintenance identifies potential problems, they may not be equipped to do the repairs themselves. Choosing to have major repairs done far from home can be questionable at best. Deciding where to have your work done when it is discovered makes a huge difference in the time required, expense of the repairs, and quality of work. Waiting to get to a known vendor to have the repair made can result in a costly roadside breakdown. Dealers usually provide quality work but often take longer to do the repairs due to the volume of business they do. Local repair shops may have limited inventory, having parts overnighted at your expense will just add to the cost of repairs and may add additional delays. Most shops will provide a warranty for their work, but that is little help if the repair fails and your driver is now 1000 miles away.
Your network of maintenance providers may be able to help you find reputable repair shops near them. They value your business and would not intentionally send you to a shop that could not meet your needs. They could be your best partner for major repairs.
When the unexpected happens
Breakdowns are inevitable. No matter how well you plan, or how proactive your maintenance, unforeseen failures will happen eventually. The time to look for a mobile mechanic is before you need one, not when you need one. The internet has made finding a quality roadside tech easier. Ratings and reviews can tell you a lot about past customer experiences. There are maintenance subscriptions for commercial vehicles that can help locate the nearest mechanic, and they take some of the guesswork out of the process.
Key to remember: A proactive approach to vehicle maintenance helps eliminate downtime, schedule service between loads, and keep your trucks moving.
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RECENT INDUSTRY HIGHLIGHTS
2025-11-25T06:00:00Z
NewsIndustry NewsIndustry NewsFleet SafetyDefensive drivingCMV drivingFocus AreaEnglishTransportationUSA
Winter survival guide to the rescue
Cold temperatures are quickly approaching (or have already arrived) in many states, so it’s important for drivers to be prepared for whatever winter hazards they may face.
Remind drivers of the following three actions to remain safe during the harsh season.
1. Pack a winter survival kit
All drivers should have a winter survival kit in their vehicle. In addition to the items that should be in their vehicle at all times (warning devices, a jump box, tool kit, first-aid kit), they should also carry the following items:
- Snow brush and scraper,
- Shovel,
- Traction devices,
- Brightly colored cloth,
- Blankets/sleeping bag,
- Extra food and water,
- Extra medications (if necessary), and
- Proper outerwear (extra coat, gloves, hat, boots).
2. Stay calm when stranded
Once they’re prepared, make sure drivers know how to handle being stranded in cold weather without panicking. At minimum, a stranded driver must remember to:
- Stay in the vehicle.
- Dial 911 to summon help.
- Run the vehicle’s engine, with the heater on, for about 10 minutes every hour to keep warm, opening a window slightly during that time to prevent carbon monoxide poisoning. Also, to prevent carbon monoxide poisoning, make sure the vehicle’s exhaust pipe is clear and free of snow.
3. Watch for hazards working around the vehicle and loading docks
Accidents can happen just as easily outside the vehicle as they can on the road during snow and cold, so drivers should always take precautions. A slip, trip, or fall is less likely to occur if drivers:
- Employ the 3-point rule when mounting or dismounting from the truck, trailer, equipment, loading docks, and ladders.
- Always use the handrail when available.
- Walk like a penguin for balance (arms outstretched, feet pointed to the sides, small strides).
- Avoid blocking their vision when carrying objects.
- Watch for that last step or change in surface height.
- Inspect equipment (ladders, railings, steps) for damage before using.
- Check whether steps are slippery before using.
- Walk around, rather than over, obstructions.
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2025-11-25T06:00:00Z
NewsIndustry NewsIndustry NewsAssociate Benefits & CompensationAssociate RelationsHR GeneralistFamily and Medical Leave Act (FMLA)Family and Medical Leave Act (FMLA)HR ManagementEnglishFocus AreaHuman ResourcesUSA
‘I need leave to care for my pregnant wife’ was enough FMLA notice
Teryl was a freight handler loading and unloading trailers from 5:30 p.m. to 2:30 a.m. Before clocking out at the end of the shift, freight handlers had to check with the dock supervisor to make sure no other trailers required loading or unloading. If there were still trailers that needed to be unloaded at the end of the shift, freight handlers were expected to work overtime.
In March, Teryl announced that his wife was pregnant. Shortly afterward, he asked Rickey, a manager, about taking time off under the Family and Medical Leave Act (FMLA) in case he needed it for his wife’s pregnancy. Rickey told James he was “moving too fast” and that he didn’t need to ask about leave until after the child was born.
In June, the pregnancy was deemed “high risk,” and she could no longer drive, so Teryl needed to care for her as much as possible. Teryl told his supervisors that there would be times he had to leave early or miss days to care for his wife. No one told Teryl of his FMLA rights.
On June 25, Teryl told a supervisor that he had to leave at the end of his shift to ensure his wife was okay and drive her to an appointment. After finishing his shift, he was leaving work for the day when a supervisor stopped him and told him he had to work overtime. Teryl refused to stay. Management recorded the incident as his refusal to work overtime when needed.
On July 1, throughout his shift, his wife was giving him updates on the pain she was experiencing and her fear that something was wrong with her pregnancy. At the end of his shift, Teryl clocked out and began to leave the worksite. A manager stopped him, telling him that if he left, it would be considered job abandonment. Teryl left. The next day, Rickey requested Teryl’s termination.
On July 2, Teryl took his wife to the hospital. The pregnancy was in such a dangerous state that the baby had to be delivered immediately — two and a half months early. After the baby was born, Teryl applied for and received paid parental leave from July 6-17.
On July 20, Teryl submitted FMLA paperwork for additional leave, which the employer later approved. A couple of days later, the employer terminated Teryl.
Teryl sued, claiming that the employer interfered with his FMLA rights. The employer asked that the case be thrown out; that Teryl didn’t give notice of the need for leave. The court disagreed with the employer.
The court held that a jury could find that Teryl was fired from his job as a direct result of leaving after completing his shift to care for his wife, and he had given enough notice.
James v. FedEx Freight, Inc., 11th Circuit Court of Appeals, No. 24-12907, November 7, 2025
Key to remember: Once an employee puts their employer on notice of the need for leave, which supervisors must recognize, employers have 5 business days to give employees an eligibility notice.
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2025-11-25T06:00:00Z
NewsCERCLA, SARA, EPCRASafety Data Sheet ReportingIn-Depth ArticleHazard CommunicationEnglishTier II Inventory ReportingSafety Data SheetsIndustry NewsSafety & HealthConstruction SafetyGeneral Industry SafetyAgriculture SafetyMaritime SafetyEnvironmentalHazard CommunicationSARA ComplianceFocus AreaUSA
EPA’s SDS/Tier II reporting now in lockstep with OSHA HazCom
EPA issued a direct final rule to update its safety data sheet (SDS) reporting and Tier II inventory reporting requirements. The changes align EPA 40 CFR 370 with OSHA’s Hazard Communication (HazCom) standard at 29 CFR 1910.1200.
The biggest change is that facilities will be able to copy the hazard categories directly from section 2 of the SDSs to their Tier II report forms. This eliminates the guesswork. However, facilities may face added strain with their first Tier II submission under the rule. Instead of relying on the grouped hazard categories selected in the previous year’s forms, it looks like facilities will need to spend extra time retrieving specific categories from their SDSs.
Who’s impacted by the rule?
EPA 40 CFR 370 applies to a facility owner or operator if:
- The OSHA HazCom standard requires the facility to prepare or have available an SDS or material safety data sheet (MSDS) for a hazardous chemical;
- The hazardous chemical is not exempted at 370.13 or 1910.1200(b)(6); and
- The hazardous chemical is present at or above certain threshold levels.
If the applicability criteria are met, the facility owner/operator must submit to the state emergency response commission (SERC), local emergency planning committee (LEPC), and local fire departments:
- An SDS or MSDS for each covered hazardous chemical or a list of all covered hazardous chemicals; and
- A Tier II hazardous chemical inventory form by March 1 annually for all covered hazardous chemicals.
A state may make its own laws and regulations in addition to or more stringent than federal Part 370.
What’s changing in Part 370?
Last year, OSHA amended its HazCom standard to conform to the seventh edition of the United Nations Globally Harmonized System of Classification and Labelling of Chemicals (GHS). Changes to the chemical hazard classifications and categories were part of the amendments to 1910.1200. This is important because EPA Part 370 relies on the OSHA HazCom standard for the definition of “hazardous chemical” and the hazard categories that must be reported.
In the latest rule published November 17, 2025, EPA takes several actions to harmonize its regulations with OSHA’s. The preamble offers a complete list of amendments to Part 370. Here’s a summary:
| Change: | Details: | Sections affected: |
| Adopts all 112 OSHA hazard categories |
| 370.3, 370.30, 370.41, and 370.42 |
| Updates terminology |
| 370.3 and 370.66 |
| Removes the term MSDS |
| 370.3, 370.10, 370.12, 370.13, 370.14, 370.20, 370.30, 370.31, 370.32, 370.33, 370.60, 370.62, 370.63, and 370.64 |
| Makes minor plain language, clarifying, and consistency corrections |
| 370.1, 370.2, 370.3, 370.10, 370.14, 370.30, 370.32, 370.33, 370.40, 370.41, 370.42, 370.43, 370.44, 370.45, 370.60, 370.61, 370.62, 370.64, 370.65, and 370.66 |
When will the changes take effect?
The direct final rule is effective January 16, 2026, unless EPA receives an adverse comment during its 30-day comment period. If that happens, the agency will publish a timely withdrawal. Then, it will move along with the proposed rule (also published in the November 17, 2025, Federal Register) and address public comments in a subsequent final rule.
Assuming no adverse comment is received on the original direct final rule, EPA gives covered facilities time to prepare. The rule offers a compliance date of December 1, 2026, for both SDS reporting and Tier II reporting. Note that for Tier II reporting, the updates kick in for the 2026 inventory reporting year, which impacts forms due by March 1, 2027, and thereafter. (Forms due on or before March 1, 2026, are unchanged.)
Key to remember
EPA took action to harmonize Part 370 with the changes OSHA made to 1910.1200 last year. The latest amendments to Part 370 have a compliance date of December 1, 2026. For Tier II reporting, the updates start with forms due on or before March 1, 2027.
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2025-11-25T06:00:00Z
NewsIndustry NewsFleet SafetyPassenger vehiclesPassenger carriersFocus AreaIn-Depth ArticleFleet OperationsEnglishSchool busesTransportationUSA
Keeping kids and drivers safe: An education on the latest school bus technology
School buses are already one of the safest ways for kids to travel, but new risks and legal concerns are pushing companies to make them even safer. Today’s safety technology goes way beyond flashing lights and stop signs. Modern buses use advanced systems to protect both students and drivers.
AI-powered cameras and stop-arm enforcement
One significant improvement is AI-powered cameras that help keep cars from illegally passing school buses—a major cause of student injuries. These cameras can connect to the cloud and automatically record license plates of drivers who break the law. They can even link to police databases. Schools using these systems have seen reduced violations, making it safer for kids to get on and off the bus.
Advanced driver assistance systems (ADAS)
ADAS such as automatic emergency braking (AEB) and pedestrian detection are becoming standard on new school buses. These systems use radar and smart cameras to detect hazards and help avoid mishaps. The Federal Motor Carrier Safety Administration (FMCSA) estimates that widespread AEB adoption could prevent 31–37% of heavy-vehicle front-to-rear crashes.
Real-time GPS and RFID tracking
Bus fleets now use GPS tracking along with radio frequency identification (RFID) tags or even biometric (fingerprint or iris scan) check-ins for students. This gives schools and parents real-time information on where buses are and which kids are on board. It helps prevent tragedies like leaving a child on a bus in freezing weather or dropping them off at the wrong stop. Parents can track their kids through mobile apps, which builds trust in school transportation.
Schools also use this technology to make routes more efficient and respond faster in emergencies.
Unsafe behavior monitoring
Cameras that face the road and the driver are another safety tool. They help coach drivers and reduce risky driving behavior. Video also records interactions with students and can capture fights or bullying—something parents worry about. Some systems let managers watch buses live and talk to drivers to calm situations before they get worse.
Airbags
Surprisingly, driver airbags have only recently become available for school buses to protect drivers during crashes so they can assist students in emergencies. Airbags may be required in the future, but are still an option on new school buses.
Keys to remember: School bus technology is changing fast. These upgrades don’t just prevent accidents and injuries—they make operations go more smoothly and give parents peace of mind that their kids are safe.
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2025-11-25T06:00:00Z
NewsIndustry NewsIndustry NewsCrystalline SilicaSafety & HealthGeneral Industry SafetyEnglishFocus AreaToxic and Hazardous Substances - OSHAUSA
California STOP Act targets state’s fabricated stone industry
A rise in silicosis cases among workers in the fabricated stone industry led to California’s Silicosis, Training, Outreach, and Prevention (STOP) Act, which was signed into law October 13 by Governor Gavin Newsom. The Act takes effect January 1, 2026. It prohibits dry cutting of stone countertops, mandates employee training, and classifies silicosis and silica-related lung cancer from artificial stone as a serious injury or illness.
In addition, beginning on July 1, 2026, and annually thereafter, impacted employers must electronically submit a written attestation to Cal/OSHA that each employee who performs high-exposure trigger tasks has received appropriate training. Training requirements are outlined in Section 5204 of Title 8 of the California Code of Regulations.
Silicosis is caused by the inhalation of respirable dust containing crystalline silica. When small particles of silica get into the lungs, they can cause permanent scarring and difficulty breathing, as well as lung cancer, kidney damage, and several autoimmune diseases. Workers who cut, grind, and polish stone slabs containing crystalline silica are at risk if appropriate measures are not taken.
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Copyright 2025 J. J. Keller & Associate, Inc. For re-use options please contact copyright@jjkeller.com or call 800-558-5011.