The preceding specimen executed log shows how a driver's log is made out. The driver, in this instance, reported for duty at Washington, D. C., at 6 a. m., waited 30 minutes for work, spent 1 hour loading his vehicle, and then drove the vehicle for 2 hours, reaching Baltimore, Md., at 9:30 a. m. He stopped at Baltimore for 30 minutes for gas and coffee and left Baltimore at 10 a. m., driving for 24 hours, reaching Havre de Grace, Md., where he stopped 30 minutes for lunch. He left there at 1 p. m. and drove 3 hours, reaching Camden, N. J., at 4 p. m. There he spent 12 hours unloading the vehicle, after which he went off duty for the rest of the calendar day. Although he made a stop of 5 minutes at Laurel, Md., to make a delivery, this stop is not shown but is included in the driving time on line 3, as the stop was less than 10 minutes in duration. The 2 stops of 30 minutes each at Baltimore and Havre de Grace are shown on line 4 "On duty," as these stops were more than 10 minutes in duration. The total hours for each line show 121⁄2 hours off duty; 71⁄2 hours driving; and 4 hours on duty (not driving) for the day covered by the log. The sum of these hours shown under the "Total hours" equals 24 hours. Under "Remarks" the checks on time markers and the entries show that the driver reported for work at Washington, D. C., at 6 a. m. and was on duty (not driving) until he started to drive at 7:30 a. m. The time spent driving, including the 5-minute stop, is shown on line 3. All stops for gas, coffee, and lunch, which exceeded 10 minutes each, are shown on line 4. The time spent unloading at Camden from 4 p. m. utnil 5:30 p. m. is also shown on line 4. At 5:30 p. m. he went off duty for the balance of the calender day and the time from 5:30 p. m. to midnight is shown on line 1 as was the time from the previous midnight to 6 a. m. when he went on duty at Washington. As the destination of the driver on this trip was Boston, Mass., he should enter the original starting point and the final destination on the appropriate line near the bottom of the form, thus-From: Washington, D. C., To: Boston, Mass. The time marker and the entry indicate he traveled only as far as Camden where he was relieved of duty for that day. His log for the next day will show that he went on duty and started driving for that day at Camden. The original starting point and final destination are to be shown on the log for each day throughout the trip. PART 196-INSPECTION AND MAINTENANCE Every motor carrier, its drivers, and other employees directly concerned with the inspection and maintenance of motor vehicles must know and comply with the official ICC requirements covering inspection and maintenance of vehicles. (For full detailed instructions, see your employer.) 196.4 Unsafe operations forbidden.-No vehicle should be put in service until any defect, likely to cause an accident or breakdown of the vehicle, has been corrected. If you discover during operation that a vehicle is in unsafe condition, continue only to the nearest place where repairs can be made. This should only be done if it is less hazardous to the public than to permit the vehicle to remain on the highway. 196.7 Vehicle condition report by driver.-Drivers employed by carriers operating more than one vehicle must submit a written report daily at the end of their tour of duty, indicating satisfactory condition of the vehicle or listing any observed or reported defect in the vehicle that would be likely to cause an accident or vehicle breakdown. PART 197-RULES AND REGULATIONS GOVERNING TRANSPORTATION OF EXPLOSIVES AND OTHER DANGEROUS ARTICLES (NOTE.-A complete, separate set of regulations has been prescribed by the Interstate Commerce Commission under this part governing the transportation of explosives and other dangerous articles. For detailed information, consult your employer.) As we finish our day let us be grateful that we have driven safely. DRIVER'S HANDBOOK AND DIGEST OF ICC DRIVER REGULATIONS Prepared by Private Truck Council of America, Inc., Washington 5, D. C. As we start our driving each day let us be constantly mindful of the safety of others and of ourselves FOREWORD Commercial vehicles today are playing an important part in our national life. The trucking industry has become a highly specialized occupation for thousands of men like yourselves who are proud of their profession. Since a competent driver is only made after extensive driving experience and training, it is our hope that the information outlined in this manual will serve you well. To be well informed is to be well armed. Correct information is a safeguard. It enables you to be ready and prepared to successfully meet any driving situation. It gives you confidence which will make you not only careful but also thoughtful. Remember-a safe and courteous driver is the most appreciated asset on the highway today. (Name of driver) (A line of asterisks (*) indicates material deleted which is identical to that in the Driver's Handbook and Safety Manual for Commercial Truck Operators.) WINTER DRIVING Winter driving requires special care and is greatly affected by temperature changes. A few degrees warmer temperature can give ice and packed snow a covering of water making the surface more slippery. The decreased traction and poor visibility are the main causes of winter driving accidents. Accept your responsibility-remember, ice and snow are not responsible. Before entering traffic, try the road surface by light brake applications. Feel how your unit reacts. Clean all windows fully. Use tire chains or other control equipment but don't rely on them. Brakes should be applied in a manner suited for the equipment requirements. Pumping action is fast and safe on hydraulic type. Feathering application is suited for airbrakes. Feathering is the application point just short of locking wheels. Give yourself stopping distance-don't follow too close. Use the engine braking power by not disengaging the clutch too quickly when stopping. Always ventilate the cab of the vehicle-carbon-monoxide is dangerous. Approach curves cautiously. Adjust your speed to conditions. Beware of ruts and crowned roads, even at low speeds. They can cause trouble. Look out for frozen patches under bridge curves even though the road may be clear in other places. Limited access highways designed for modern traffic flow, present a new driving situation that demands additional driver skills and rules. Never enter with faulty equipment, or low gasoline supply-breakdowns cause accidents. Be alert, enter with the flow of traffic. Remember at all times, you are on a fast moving highway. Maintain a steady and safe speed. When changing lanes—signal and make a good visual check before changing. Keep to the right. Never stop on the road-In case of breakdown pull off the road onto the shoulder. Signs and markings are placed to help you-obey them. Although they vary in some States generally the following will be found. ох Octagonal signs mean stop. Diamond signs mean reduced speed. Square signs mean caution. Round signs and crossbuck signs mean Know the regulations of your State and the States you travel. Road line markings vary from State to State. Be informed. * ACCIDENTS AND ACCIDENT REPORTING (Unless your company's policy provides otherwise) If your vehicle comes in contact with any other vehicle, property, person, or animal regardless of injury or damage, a report of the incident must be made. The general steps to be followed after every accident are listed below: 1. Place warning signals out immediately. 2. Care for injured persons. Don't move if seriously injured unless there is danger of fire. Summon first aid-make sure no authorization is given for hospitalization or medical treatment. 3. Notify company officials or the nearest office of your insurance carrier if a personal injury or large property damage is involved. pany's instructions. 4. Make out accident report form. Make diagrams. Get all the details. Don't trust your memory-write everything down. Follow your com Obtain witnesses--names and addresses-use not-at-fault cards. Use exoneration form if other party will sign. Note any license numbers of vehicles not directly involved; they may provide additional witnesses. In addition to the four steps listed, remember the following: Make no statements except to a police officer, company official, or your insurance carrier representative. Take note of the police officer's name and badge number. Never admit fault, even if you know you are responsible. Don't offer or accept any settlement for damages no matter what the situation. Don't sign any papers or discuss the accident. Keep cool-Don't argue-Your conduct may affect the case. Don't leave the scene until all details are taken care of, and you know your report is complete and clear. Pick up emergency equipment that can be reused. If you are injured and cannot attend to the details, have someone notify your office as soon as possible. Make sure you have accident report forms in your truck. Mr. MANN. The council will support wholeheartedly any measures reasonably designed to improve highway safety. The Interstate Commerce Commission has requested enactment of S. 1490 to insure that motor carriers subject only to the rules and regulations of the Commission respecting qualifications and maximum hours of service of employees and safety of operation and equipment. have adequate knowledge of such rules and regulations. The ICC wants each private carrier on or before September 1 of each year to file with it a statement, in such manner as the Commission may prescribe, giving (1) the carrier's name, (2) his address and principal location, and (3) the number of vehicles owned or operated. The Commission claims that many private truck operators do no: know that they are subject to its hours of service and safety regulations and that registration is necessary in order to enable the Commission to serve copies of the safety regulations on private truck operators. If such service is the only purpose of the bill, to what end is information as to number of vehicles operated? Name and address alone will enable identification and service. The presence of that third requirement in the bill is evidence in itself that considerations other than safety are in the Commission's mind. Further, if highway safety is periled by the fact that some private truck operators now subject to the Commission's safety regulations are not aware that they are so subject, how will a registration requirement remedy that situation! Who will inform such operators that they are required to register' Could not that same information, as to required registration, instead not inform them of the existence of the safety regulations? Despite the unfortunate statutory term "private carrier", the businesses in question are not a so-called regulated industry, like the forhire transportation industry, or the radio broadcasting industry, or the banking industry, et cetera, but rather are all kinds of American businesses. There is no more reason for them to be registered and served with copies of the ICC motor carrier safety regulations than there is for them to be registered by the Department of Labor and served with copies of the Fair Labor Standards Act and regulations, by the Na tional Labor Relations Board and served with copies of the National Labor Relations Act and regulations, by the Department of Health. Education, and Welfare, and served with copies of the Food, Drug. and Cosmetic Act and regulations, or by any or every other Federa' Government agency having regulatory functions. Rather, the policy established by Congress is to give notice of Federal regulations to business in general through the Federal Register. If most American businesses, i. e., businesses operating one or more trucks, are to be required to register with the Federal Government for purposes of being served with copies of regulations, we would have taken a long step in the direction of ultimate regimentation. During debate last year on the trip leasing bill, S. 898, Senator Smathers, in commenting upon legislative recommendations of the Interstate Commerce Commission, stated: ** The Commission recommended that agricultural haulers and private carriers as well as other carriers subject to safety regulations but not subject to economic regulation. be required to register with the Commission. Of course. we all know that registration is a customary first step toward eventual fell economic regulation. (Congressional Record, Mar. 28, 1956, p. 5129.) Senator PURTELL. Since Senator Smathers is not here, I think it would be helpful in this testimony and I think it ought to be appended at the end of your testimony as to what the complete statement of the Senator was in the Congressional Record on the floor of the Senate that you now refer to. Mr. MANN. Yes, sir. Senator PURTELL. Because obviously you only carry part of it. Senator PURTELL. I don't mean that you are doing that with the intention at all of changing the meaning of what the Senator said, but I think in fairness to the Senator, since he is not here, that we ought to have the whole statement made on the Senate floor at that time. So it will become a part of the record. Mr. MANN. The council agrees with the Senator's statement and is of the opinion that registration would inevitably inspire demands for further regulatory powers. At no time in recent years have the people of this country been so economy minded and have there been such concerted demands for a reduction in Government expenditures and expenses. The receiving and compiling of registrations and any other purposes for which the Interstate Commerce Commission would use this data would increase administrative costs. The end result would be an additional and useless tax burden to those concerned. From the standpoint of American business, completing the initial registration list and keeping it up to date would mean additional administrative and clerical work for private truck operators and we know of no benefit which could accrue by virtue of such registration. The answer to the highway safety problem is an adequate enforcement program. Last year Congress increased the appropriation for the Interstate Commerce Commission with the result that additional inspectors have been employed. The council considers the Commission's proposal as unsound, unnecessary and dangerous. We respectfully request that S. 1490 not be approved. (The statement of Senator Smathers above referred to is as follows:) EXCERPT FROM THE CONGRESSIONAL RECORD DATED MARCH 28, 1956 Time and time again the ICC since 1935 has recommended legislative action to Congress which would either restrict or completely repeal the agricultural exemption. In the 69th annual report of the ICC to Congress, dated November 1, 1955, and submitted just a few weeks ago, the Commission at page 128 recommended "that section 203 (b) be amended so as to limit the exemption of motor vehicles transporting agricultural commodities, fish, and livestock to transportation from point of production to primary market." In the same report, at page 129, the Commission recommended that agricultural haulers and private carriers, as well as other carriers subject to safety regulations but not subject to economic regulation, be required to register with the Commission. Of course, we all know that registration is a customary first step toward eventual full economic regulation. Senator PURTELL. Were you here this morning when counsel read what the law was in regard to the duties of the Commission? Mr. MANN. Yes, sir. Senator PURTELL. Relative to safety? |