tag:blogger.com,1999:blog-51985173129170525202023-11-16T06:24:21.692-05:00Seaton & Husk, LP NewsLaw Office of Seaton & Husk, LPhttp://www.blogger.com/profile/15676348346208612285noreply@blogger.comBlogger86125tag:blogger.com,1999:blog-5198517312917052520.post-21754051650651836052020-02-06T11:00:00.000-05:002020-02-06T11:09:01.805-05:00Estes v. Whatman Hardwoods - Illustration of the Importance of Tariff Terms<div class="MsoNormal" style="line-height: normal; margin-bottom: .0001pt; margin-bottom: 0in;">
<span style="font-size: small;"><b><span style="font-family: "verdana" , sans-serif; font-size: 12.0pt;">Transportation
Lawyers Association</span></b></span></div>
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<span style="font-size: small;"><b><span style="font-family: "verdana" , sans-serif; font-size: 12.0pt;">Case
Note</span></b></span></div>
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<span style="font-size: small;"><b><span style="font-family: "verdana" , sans-serif; font-size: 12.0pt;">February
2020</span></b></span></div>
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<span style="font-size: small;"><b><span style="font-family: "verdana" , sans-serif; font-size: 12.0pt;">Jeffrey
Cox<a href="https://seatonandhusk.blogspot.com/2020/02/estes-v-whatman-hardwoods-illustration.html#footnote1"><span style="mso-bookmark: footnote1;">[1]</span></a></span></b></span></div>
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<span style="font-size: small;"><b><span style="font-family: "verdana" , sans-serif; font-size: 12.0pt;">
Estes Express Lines v. Whatman Hardwoods, 2019 WL 2273847 / 2019 U.S. Dist.
LEXIS 89332 (E.D. Va. 2019)</span></b></span></div>
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This case is significant because it reaffirms the principle that a shipper has
notice of a carrier’s tariff or terms and conditions through the execution of a
bill of lading. </span></div>
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Estes Express Lines (“Estes”) is a motor carrier based in Richmond, Virginia
that specializes in the interstate transport of less than truckload freight.
Whatman Hardwoods (“Whatman”) is an Ohio corporation that is engaged in the
business of manufacturing various household furnishings using reclaimed wood. </span><br />
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Estes filed suit against Whatman in the U.S. District Court for the Eastern
District of Virginia for the nonpayment of certain freight charges relating to
the shipment it transported on Whatman’s behalf. Whatman moved to dismiss
Estes’ Complaint on the basis that the court lacked personal jurisdiction over
it.</span></div>
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Estes countered Whatman’s motion by arguing that personal jurisdiction in
Richmond, Virginia was established by the terms of Estes’ tariff. Like many LTL
carriers, Estes maintains a comprehensive tariff that governs all aspects of
its transportation services. The tariff is maintained on its website and hard
copies are provided upon request. Estes argued that Whatman had notice of and
accepted the terms of Estes’ tariff by accepting Estes’ pricing agreement and
by the short form bills of lading Estes had issued to Whatman for every
shipment it had transported. Both the pricing agreement and the bills of lading
contained reference to Estes’ tariff. Estes and Whatman had a long business relationship
up to the lawsuit with Estes transporting more than 269 shipments for Whatman. </span></div>
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Whatman argued that it received insufficient notice of Estes’ tariff and the
forum selection clause contained within. Whatman asserted that Estes had a duty
to produce a copy of its tariff to Whatman and by failing to do so it was not
properly notified of its terms and therefore the forum selection clause should
not be enforced by the court.</span></div>
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The court ruled in favor of Estes. In its decision the court noted that Whatman
was a sophisticated shipper which had frequently arranged for the transport of
its goods in interstate commerce. The court found that Whatman was bound by the
tariff as referenced by Estes’ short form bill of lading, and that the act of
tendering its goods to Estes was enough to have sufficient notice of the tariff
and the terms contained therein. <a href="https://seatonandhusk.blogspot.com/2020/02/estes-v-whatman-hardwoods-illustration.html#footnote2"><span style="mso-bookmark: footnote2;">[2]</span></a>
The court noted the longstanding precedent that a bill of lading may reference
rules and conditions contained in other documents. The court stated that the
rule otherwise would require motor carriers to tender voluminous bills of
lading for every shipment thereby creating waste and delay. </span></div>
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Whatman’s motion to dismiss was denied and the case allowed to proceed on the
merits. </span></div>
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<span id="footnote1"></span>
<span style="font-family: "verdana" , sans-serif; font-size: small;">[1]
Jeffrey Cox is a Partner at the Vienna, Virginia based firm of Seaton &
Husk, LP. </span></div>
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<span style="font-family: "verdana" , sans-serif; font-size: small;">[2]
Whatman argued that it had not signed all the bills of lading and the lack of a
signature did not signify its assent to Estes’ bill of lading and the tariff.
The argument was properly discarded by the court. </span></div>
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<![endif]-->Law Office of Seaton & Husk, LPhttp://www.blogger.com/profile/15676348346208612285noreply@blogger.com0tag:blogger.com,1999:blog-5198517312917052520.post-52569423565527722902019-10-17T11:12:00.000-04:002019-10-17T11:12:40.245-04:00Amazon Exposés Illustrate Foresight Of Attorney's 2018 Paper On New E-Commerce Delivery "Paradigm" Amazon Exposés Illustrate Foresight Of Attorney's 2018 Paper On New E-Commerce Delivery "Paradigm" - FreightWaves , FreightWaves.com <br />
<a href="https://www.benzinga.com/news/19/09/14394326/amazon-expos-s-illustrate-foresight-of-attorneys-2018-paper-on-new-e-commerce-delivery-paradigm">https://www.benzinga.com/news/19/09/14394326/amazon-expos-s-illustrate-foresight-of-attorneys-2018-paper-on-new-e-commerce-delivery-paradigm</a>Law Office of Seaton & Husk, LPhttp://www.blogger.com/profile/15676348346208612285noreply@blogger.com0tag:blogger.com,1999:blog-5198517312917052520.post-27689319903960209312015-12-21T09:41:00.001-05:002015-12-21T09:41:15.901-05:00January Events<span style="font-family: Arial,Helvetica,sans-serif;"><span style="color: black; font-size: x-small;"><u>January 22, 2016</u><br />
Hank Seaton and Bill Bierman <br />
Speakers - Transportation Contracts Panel<br />
Transportation Lawyers Association 27th Chicago Seminar<br />
More info: <a href="http://www.translaw.org/Documents/Chicago/FORM%20Chicago%20Registration-from%20Oct%20TTL.pdf" target="_blank">http://www.translaw.org/<wbr></wbr>Documents/Chicago/FORM%<wbr></wbr>20Chicago%20Registration-from%<wbr></wbr>20Oct%20TTL.pdf</a></span></span><br />
<span style="font-family: Arial,Helvetica,sans-serif;"><span style="font-size: x-small;"><br /></span></span>
<br />
<div class="MsoNormal">
<span style="font-family: Arial,Helvetica,sans-serif;"><span style="color: black; font-size: x-small;"><u><span style="color: black;">January
29-31, 2016</span></u></span></span></div>
<span style="font-family: Arial,Helvetica,sans-serif;"><span style="color: black; font-size: x-small;">
</span></span>
<div class="MsoNormal">
<span style="font-family: Arial,Helvetica,sans-serif;"><span style="color: black; font-size: x-small;"><span style="color: black;">TEANA’s
1<sup>st</sup> Annual Winter Networking Weekend</span></span></span></div>
<span style="color: black; font-family: Tahoma, Arial, Helvetica, sans-serif; font-size: x-small;"><span style="font-family: Arial,Helvetica,sans-serif;">
</span><div class="MsoNormal">
<span style="font-family: Arial,Helvetica,sans-serif;"><span style="color: black;">The
Westin Key West Resort & Marina</span></span></div>
<span style="font-family: Arial,Helvetica,sans-serif;">
</span><div class="MsoNormal">
<span style="font-family: Arial,Helvetica,sans-serif;"><span style="color: black;"><a href="http://www.teana.org/event-information" target="_blank">http://www.teana.org/event-<wbr></wbr>information</a></span></span></div>
</span>Law Office of Seaton & Husk, LPhttp://www.blogger.com/profile/15676348346208612285noreply@blogger.com0tag:blogger.com,1999:blog-5198517312917052520.post-29551033772054978712015-05-14T09:57:00.001-04:002015-05-14T10:01:03.039-04:00Learn to avoid legal issues at Logistics Workshop | Furniture Today<a href="http://www.furnituretoday.com/article/519642-learn-avoid-legal-issues-logistics-workshop?nid=2373#.VVSote5_p_I.blogger">Learn to avoid legal issues at Logistics Workshop | Furniture Today</a><br />
<br />
<br />
<br />
Henry Seaton will present at the workshop, themed “Building Tomorrow’s Supply Chain Today”<br />
<br />
<br />
<br />
“You Can’t Get There from Here: Trucking, Shipping & the Law" by Henry Seaton <br />
<br />
June 2-3, 2015<br />
<br />
Hilton University Place<br />
<br />
Charlotte, N.C. Law Office of Seaton & Husk, LPhttp://www.blogger.com/profile/15676348346208612285noreply@blogger.com0tag:blogger.com,1999:blog-5198517312917052520.post-71718680313921470082015-04-10T09:10:00.000-04:002015-04-10T09:10:37.774-04:00TLP&SA Newsletter & Conference April 19-21, 2015It's not too late to register<b>!</b> Please see below for the agenda, newsletter and registration form. <br />
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<b>Transportation Loss Prevention & Security Association</b></div>
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<b>April 19-21 ,2015 </b></div>
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<b>Chicago Illinois</b></div>
<b> </b><br />
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<a href="http://transportationlaw.net/blog/TLPSA_Nwsltr_April%202015.pdf" target="_blank">TLP&SA Newsletter April 2015</a> </div>
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<a href="http://transportationlaw.net/blog/TLP&SA%20Registration%20Form.doc" target="_blank">TLP&SA Registration Form</a></div>
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<a href="http://transportationlaw.net/blog/TLPSA%20AGENDA.pdf" target="_blank">TLP&SA AGENDA</a></div>
Law Office of Seaton & Husk, LPhttp://www.blogger.com/profile/15676348346208612285noreply@blogger.com0tag:blogger.com,1999:blog-5198517312917052520.post-61283048510549847112015-03-27T11:30:00.000-04:002015-03-27T11:30:00.647-04:001099’s Not Required For O-O’s The Internal Revenue Service’s Office of Chief Counsel has issued a memorandum confirming that a motor carrier need not issue a form 1099 to report payments to an owner-operator under lease to the carrier, provided that the payments represent amounts earned for hauling freight.<br />
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This ruling is nothing new, since the exemption has been in place since 1918, and currently appears in IRS regulation section 1.6041-3(c). Although the term “freight” is to be interpreted broadly, the IRS advises that whether a specific charge is actually for the hauling of freight may depend on the particular facts of a given transaction.<br />
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Even though the issuance of a 1099 is not legally required, we caution carriers using owner-operators that it is still advisable to do so, in order to protect and reinforce the owner-operators’ status as independent contractors. The IRS’ memo is Chief Counsel Memo No. 20151002F, dated June 6, 2014, and released March 6, 2015.<br />
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For further information, contact Bob Rothstein.Law Office of Seaton & Husk, LPhttp://www.blogger.com/profile/15676348346208612285noreply@blogger.com2tag:blogger.com,1999:blog-5198517312917052520.post-89279182107284807142015-03-02T10:51:00.000-05:002015-03-02T10:51:52.610-05:00Comments Submitted in response to the FMCSA's Advance Notice of Proposed RulemakingOn Thursday, February 26, 2015, our office on behalf of five trade associations (NASTC, AEMCA, AHAA, TEANA and TMCA) submitted these <a href="http://transportationlaw.net/blog/COMMENTS%20w%20STATEMENTS%20-%20Final%202-26-15.pdf" target="_blank">Comments</a> in response to the FMCSA's Advance Notice of Proposed Rulemaking entitled, "<a href="http://transportationlaw.net/blog/ANPR%20FMCSA%202014-0211.pdf" target="_blank">Financial Responsibility for Motor Carriers, Freight Forwarders and Brokers</a>."Law Office of Seaton & Husk, LPhttp://www.blogger.com/profile/15676348346208612285noreply@blogger.com0tag:blogger.com,1999:blog-5198517312917052520.post-3935043165015994142015-02-25T10:09:00.000-05:002015-02-25T12:18:30.770-05:00REGULATORY UPDATE March 1, 2015<!--[if !mso]>
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<br />
<div align="center" class="MsoNormal" style="text-align: center;">
<span style="font-family: inherit;"><span style="font-size: small;"><b><u>REGULATORY UPDATE</u></b></span></span></div>
<div align="center" class="MsoNormal" style="text-align: center;">
<span style="font-family: inherit;"><span style="font-size: small;">March 1, 2015</span></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span style="font-family: inherit;"><span style="font-size: small;"><b><u>Further Delays</u></b></span></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span style="font-family: inherit;"><span style="font-size: small;">1. <u>E-Log</u>. The FMCSA has pushed back the date for a
final rule which will require all drivers who currently must prepare RODS to
use electronic devices. The new date for
a final rule is November 9, but whenever it is issued, the rule will not take
effect for 2 years.</span></span></div>
<a name='more'></a><br />
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span style="font-family: inherit;"><span style="font-size: small;">2. <u>Speed
Limiters</u>. The target date for a
proposed rule to require the use of speed limiters for large trucks has been
extended to June 8. The FMCSA and NHTSA
must first agree on the proposed rule which will be subject to comment and
rulemaking before being implemented.</span></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span style="font-family: inherit;"><span style="font-size: small;">3. <u>CDL Drug
and Alcohol Clearinghouse</u>. This
final rule has been pushed back until December 14 and will track all drivers
holding CDLs who fail or refuse to take a drug or alcohol test. The final rule will not become effective for
18 months after publication, but ultimately will require carriers to keep
records and to obtain clearinghouse checks for all new drivers.</span></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span style="font-family: inherit;"><span style="font-size: small;">4. <u>Prohibition
of Driver Coercion</u>. The Agency has
published proposed rules to impose fines on carriers and shippers and brokers
for coercing truck operators to violate the Federal Motor Carrier Safety
Regulations. See Fed Reg. 2014-10722. The Final Rule is scheduled for issuance on
September 10 and will be effective when issued.
This rule will bring shippers and brokers under FMCSA regulation for
violation of safety offenses for the first time and should abate demands for
delivery times which exceed the hours of service requirements.</span></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span style="font-family: inherit;"><span style="font-size: small;">5. <u>Safety
Fitness Determination</u>. A long
awaited safety fitness determination rulemaking has again been delayed until
July 1. Some suggest the rule would
merely allow the FMCSA to use ratings from CSA’s Safety Management System to
target carriers for intervention. Yet,
Joe DeLorenzo, the Agency’s Director of Enforcement, in February is quoted as
saying that, “When the safety fitness determination rule is published the
Agency will have the authority to assign monthly safety ratings – satisfactory,
conditional or unsatisfactory – to carriers <u>based on algorithms rather than
conducting manual compliance reviews</u>.</span></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span style="font-family: inherit;"><span style="font-size: small;">This prospect is indeed scary as the following commentary
suggests.</span></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span style="font-family: inherit;"><span style="font-size: small;"><b><u>They Can’t Mean
That</u></b></span></span></div>
<div align="center" class="MsoNormal" style="text-align: center;">
<br /></div>
<div class="MsoNormal">
<span style="font-family: inherit;"><span style="font-size: small;">Joe DeLorenzo, the FMCSA’s Director of Enforcement and
Compliance, previewed the long awaited safety fitness determination at the
Omnitracs convention in Dallas. The
Commercial Carrier Journal and a number of attendees reported that when the
long awaited safety fitness determination is finally published, the Agency will
have the legal authority to assign monthly safety ratings – satisfactory,
conditional, and unsatisfactory – to carriers based on algorithms rather than
conducting manual compliance reviews.</span></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span style="font-family: inherit;"><span style="font-size: small;">Rating carriers based upon compliance information has been
the Agency’s goal for the past 11 years.
Yet, certainly Mr. DeLorenzo could not have meant the ultimate safety
fitness rule will be published in July or that the Agency, any time soon, will
be authorized to replace existing rules with “its algorithm” to rate carriers
to make a safety fitness determination on a monthly basis without a compliance
review. </span></span></div>
<div class="MsoNormal">
<span style="font-family: inherit;"><span style="font-size: small;">Whatever the Agency publishes in July must be the first step
in the long delayed rulemaking process.
Although the Agency has indicated that its ultimate safety fitness
determination will rely on raw scores, not peer group percentiles, peer
grouping of carriers is not the only fatal flaw in SMS methodology. The law of large numbers pointed out in the
Gimpel Study and confirmed by the GAO, proves the SMS system lacks sufficient
data to rank 90% of the carriers. The
Agency has professed an ability to determine crash preventability and a 75%
error factor which leads to wild fluctuation in small carrier scores is a
problem the Agency cannot ignore. The
Agency’s use of average or medium trend lines to vindicate the alleged nexus
between compliance in the BASICs and safety gives no predicate for placing a
carrier out of service based upon raw scores alone.</span></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span style="font-family: inherit;"><span style="font-size: small;">As the misuse of SMS methodology by shippers and plaintiff’s
bar has shown over the past 4 years, SMS may be useful in profiling carriers
for “further monitoring” by the Agency but not as a predicate for making an
ultimate safety fitness determination which deprives a small business of its
right to operate or its access to business without due process.</span></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span style="font-family: inherit;"><span style="font-size: small;">Currently if a carrier after audit is issued a proposed
fitness standard of conditional or unsatisfactory, it has an appeals process
before the Agency’s action is final and the safety rating is published.
Clearly, any administratively final rule will have to give carriers similar
appeal rights in order to comply with due process requirements. Will the result of grading carriers as
satisfactory, conditional or unsatisfactory based upon the flawed “algorithm”
ultimately just publicly brand thousands of carriers as damaged goods before
their rights of due process are exhausted?</span></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span style="font-family: inherit;"><span style="font-size: small;">Currently using SMS methodology as originally intended, the
Agency audits 14,924 carriers annually and ultimately concludes that only 465
are unfit to operate on the nation’s roadways.
Will publicly branding carriers as conditional or unfit on a monthly
basis based upon compliance numbers alone somehow improve this ratio?</span></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span style="font-family: inherit;"><span style="font-size: small;">Congressman Gibbs and Barletta are already asking the Agency
the right questions about SMS methodology.
At this point, the Agency’s SFD rulemaking should add some more
questions to the stack.</span></span></div>
<div class="MsoNormal">
<a href="https://www.blogger.com/blogger.g?blogID=5198517312917052520" imageanchor="1" style="clear: right; float: right; margin-bottom: 1em; margin-left: 1em;"></a><br /></div>
<div class="MsoNormal">
<span style="font-family: inherit;"><span style="font-size: small;"><b><u>A Win for the
Owner-Operator Model in New England</u></b></span></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span style="font-family: inherit;"><span style="font-size: small;">The State of Massachusetts, a traditionally unfavorable
venue for owner-operators, passed a wage act which applied the so called ABC
Test so as to make it impossible for a motor carrier to have owner-operators in
the conflicting lower court decisions including a favorable Virginia District
Court decision interpreting Massachusetts statute resulted in <i>Massachusetts Delivery Ass'n v. Coakley</i>,
671 F. 3d 33 (Court of Appeals, 1st Circuit 2012). Our firm, on behalf of small trade
associations, filed an <i>amicus curiae</i>
in support of petitioners. On appeal of
an adverse decision to the 1<sup>st</sup> Circuit Court of Appeals, a favorable
decision has been entered.</span></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span style="font-family: inherit;"><span style="font-size: small;">As Wes Chused, a Massachusetts based transportation lawyer
notes, “Motor carriers’ use of independent contractors in Massachusetts [is
now] a whole new ball game.” Not only
did the court reverse adverse lower court decisions, importantly it found that
the <u>preemption</u> provisions of the F4A (49 U.S.C. 14501(c)) preempted the
second prong of the state law which otherwise would have precluded the use of
owner-operators without the risk of consequences of a misclassification claim.</span></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span style="font-family: inherit;"><span style="font-size: small;">Remember, preemption is the doctrine that under the commerce
clause of the Constitution, federal law is supreme and trumps state law. The federal court in <i>Coakley</i> found that the Massachusetts statute in effect prevented
the use of independent contractors in Massachusetts, making impossible use of a
business model federal law is intended to permit. Hopefully this decision will
have legs and will be adopted by other Circuits as well.</span></span></div>
<div class="MsoNormal">
<br /></div>
<div class="MsoNormal">
<span style="font-family: inherit;"><span style="font-size: small;">Now, if only we could get the doctrine of federal preemption
affirmed when plaintiff’s bar attempts to use state law to penalize the public
for using motor carriers the FMCSA has determined are safe to operate.</span></span></div>
<div class="separator" style="clear: both; text-align: center;">
</div>
<div class="MsoNormal">
<div class="separator" style="clear: both; text-align: center;">
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<span style="font-family: inherit;"><span style="font-size: small;">Henry E. Seaton, Esq.</span></span></div>
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<span style="font-family: inherit;"><span style="font-size: small;">Seaton & Husk, LP</span></span></div>
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<span style="font-family: inherit;"><span style="font-size: small;"><i>info@transportationlaw.ne<span style="font-family: inherit;">t</span></i></span></span></div>
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Law Office of Seaton & Husk, LPhttp://www.blogger.com/profile/15676348346208612285noreply@blogger.com1tag:blogger.com,1999:blog-5198517312917052520.post-59974004749759004062015-01-02T17:00:00.000-05:002015-01-02T17:00:59.847-05:00Year End Regulatory Summary<div dir="ltr">
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2015 should be an active year for federal legislation and regulations. </div>
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A highway funding bill is a top legislative priority and with the legislative gridlock of the past two years broken by the Fall election, hopefully a permanent funding bill will be produced. As always, expect the bill to be used as a vehicle for addressing any number of regulatory concerns of which there are many.<br />
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1. <u>Increased Insurance Requirements</u>. A Notice of Proposed Rulemaking was expected in October to increase the $750,000 per occurrence minimum requirement for operators of commercial motor vehicles. Instead, the Agency announced an ANPRM and propounded over 2 dozen questions involving insurance and other issues. The filing time limit for comments is February 26, 2015. See <a href="https://www.federalregister.gov/articles/2014/11/28/2014-28076/financial-responsibility-for-motor-carriers-freight-forwarders-and-brokers" target="_blank">https://www.federalregister.gov/articles/2014/11/28/2014-28076/financial-responsibility-for-motor-carriers-freight-forwarders-and-brokers</a>. A recent study by DAT Services reported in the Commercial Carrier Journal suggests that 99% of the judgments involving commercial motor vehicles are for less than the current $750,000 minimum and that increasing the amount would add obstacles to capacity and growth, and would adversely affect small carriers in particular. See <a href="http://www.ccjdigital.com/potential-insurance-increase-not-worth-the-cost-analyst-says/?utm_medium=ccj&utm_campaign=share_article&utm_source=single_article_share" target="_blank">http://www.ccjdigital.com/potential-insurance-increase-not-worth-the-cost-analyst-says/?utm_medium=ccj&utm_campaign=share_article&utm_source=single_article_share</a>.</div>
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2. <u>FDA Rules</u>. In March the FDA is scheduled to release its final rules governing implementation of the Food Safety Modernization Act. All segments of the foodstuff industry have been participating in this rulemaking in an attempt to explain transportation realities to a federal agency unfamiliar with trucking. While the proposed rules are silent with respect to the "broken seal" or "reject it, crush it, and dump it" attitude prevalent by many wholesale and retail grocery houses, the tight temperature monitoring standards and shipping conditions the Agency has initially proposed are viewed as unnecessary and alarming by many. See <a href="http://www.fda.gov/Food/GuidanceRegulation/FSMA/ucm359436.htm" target="_blank">http://www.fda.gov/Food/GuidanceRegulation/FSMA/ucm359436.htm</a>. </div>
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3. <u>Speed Limiter Rule</u>. The Agency has announced that April 16 is its intended date for release of a speed limiter rule. There has been little industry attention given to this rule which would basically set governors on all trucks, limiting their maximum speed to be determined by regulation. Many contrarians argue that speed limiters are a bad idea, limiting a trucker's ability to respond to lane closures and highway conditions – exacerbating the "truck convoy" phenomena on congested interstates.</div>
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4. <u>Safety Fitness Determination</u>. The FMCSA has now pushed back until June the date for issuance of its safety fitness determination rulemaking. That is 2 years after the mandated date for issuance in MAP-21, and 7 years after CSA 2010 was initiated. Controversy surrounding CSA 2010 SMS methodology has not abated as Secretary Foxx has turned down the request by 20 trade associations to not publish SMS data. Legislative initiatives surfaced last year to remove publication and will be reintroduced in 2015. While the Agency's ultimate safety fitness rule remains under wraps, it is the Agency's avowed intention to use SMS data to assign safety ratings. Although percentile rankings may play no part in this ultimate proposal, unanswered is how the data accuracy, data sufficiency, crash causation and statistical problems in rating small carriers can be addressed.</div>
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5. <u>ELDs</u>. The long awaited Final Rule mandating electronic logging devices could happen in the second quarter of 2015 with delayed implementation to go into effect as late as 2016. The rule when issued will consist of four parts: (1) Requirement for use of ELDs; (2) provisions protecting drivers against harassment; (3) hardware specifications for the devices; and (4) continuing supporting document requirements. </div>
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The industry is divided on this rule with the ATA supporting the proposal while OOIDA and small business truckers view the requirements as invasive of privacy and unsupported by any proven cost benefit analysis.</div>
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6. <u>Increased Driver Training Requirements</u>. After years of study, there is simply no consensus on increased driver training requirements. Stakeholders include safety advocates, labor groups, proprietary truck training operations, and large carriers with training schools. The truck driver shortage makes training new drivers a national priority but there is no standard. The Agency has established a "negotiated rulemaking" or "reg neg" process. Arriving at a consensus with the competing interests will not be easy.</div>
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7. <u>34 Hour Restart</u>. The HOS coalition led by ATA was successful in ameliorating, at least temporarily, some of the hardships caused by the 34 hour restart. Included in the interim funding bill and effective upon the President's signature, two of the more onerous provisions of the restart were suspended. Drivers are not required to lose 2 nights as part of the 34 hour restart and are not required to use the restart only once a week.</div>
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The restrictions on the 35 restart which Congress has suspended does not end the hours of service debate. In fact, the FMCSA is charged with conducting a comparative study to determine whether the suspended provisions have a quantifiable safety benefit supporting reimplementation.</div>
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8. <u>URS</u>. In October, the Agency's multi-year Unified Registration System is scheduled to become active. At that time, the multiplicity of Agency forms will be replaced by a single all-purpose 25 page application that all carriers, brokers and forwarders will be required to complete biannually in lieu of the MCS-150. All private and exempt carriers will be required to obtain agents and file evidence of insurance, and apparently the Agency intends to separate broker and carrier operations into separate DOT Numbers as part of belated compliance with MAP-21. Compliance with the URS will be challenging for the Agency and regulated entities alike.</div>
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In sum, the Agency has a robust regulatory agenda for 2015 and shows no signs of relenting the activist approach which has characterized the past several years. There is a building industry consensus that legislative restraint and oversight will be necessary to rein in bureaucratic overreach. Expect to see the issues discussed above become possible legislative as well as regulatory issues in the coming year.<br /> <br /> </div>
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Law Office of Seaton & Husk, LPhttp://www.blogger.com/profile/15676348346208612285noreply@blogger.com0tag:blogger.com,1999:blog-5198517312917052520.post-11948013614428134842014-12-11T13:09:00.000-05:002014-12-11T13:09:35.393-05:00CVSA's Legislative update of FY 2015 FMCSA Appropiations Funding<div dir="ltr">
<span style="background-color: white;">See below for CVSA's legislative update.</span><br />
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<span style="background-color: white;"><br />Source: <a href="http://cvsa.org/news/2014_legislative.php">http://cvsa.org/news/2014_legislative.php</a></span></div>
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<span style="background-color: white;"><u><span style="color: red; font-size: 12pt;">FY 2015 Appropriations Update</span></u></span></div>
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<span style="background-color: white;">Yesterday, the House and Senate released the negotiated 2015 spending bill package. The measure funds transportation and most other government spending through the end of the fiscal year (September 30, 2015). However, the Department of Homeland Security is funded for a shorter amount of time, through February of 2015. Funding for FY 2015 is essentially frozen at FY 2014 levels. The bill also contains a number of policy changes, including the provision suspending enforcement of a portion of the hours of service regulations while a study is conducted. A full summary of the relevant provisions can be found below. The House and Senate are both expected to pass the bill this week. </span><br />
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<span style="background-color: white;"><b><u>FUNDING LEVELS</u></b></span></div>
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<span style="background-color: white;">Total FY 2015 Motor Carrier Safety Assistance Program (MCSAP) - $313,000,000</span></div>
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<span style="background-color: white;"><span style="font-family: Symbol;">·<span style="font: 7.0pt;"> </span></span>Basic MCSAP - $218,000,000</span></div>
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<span style="background-color: white;">o<span style="font: 7.0pt;"> </span>New Entrant Safety Audits - $32,000,000</span></div>
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<span style="background-color: white;">o<span style="font: 7.0pt;"> </span>High Priority Grants - $15,000,000</span></div>
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<span style="background-color: white;"><span style="font-family: Symbol;">·<span style="font: 7.0pt;"> </span></span>Border Enforcement Grants - $32,000,000</span></div>
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<span style="background-color: white;"><span style="font-family: Symbol;">·<span style="font: 7.0pt;"> </span></span>Commercial Vehicle Information Systems and Networks Deployment (CVISN) - $25,000,000</span></div>
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<span style="background-color: white;"><span style="font-family: Symbol;">·<span style="font: 7.0pt;"> </span></span>Performance and Registration Information System Management program (PRISM) - $5,000,000</span></div>
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<span style="background-color: white;"><span style="font-family: Symbol;">·<span style="font: 7.0pt;"> </span></span>Safety Data Improvement Grants - $3,000,000</span></div>
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<span style="background-color: white;"><span style="font-family: Symbol;">·<span style="font: 7.0pt;"> </span></span>Commercial Driver's License Improvements Program (CDL) - $30,000,000</span></div>
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<span style="background-color: white;">Aside from the funding levels, the bill contains several major provisions of interest. </span></div>
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<span style="background-color: white;"><span style="font-family: Symbol;">·<span style="font: 7.0pt;"> </span></span>Perhaps most significant is language in the bill temporarily suspending enforcement of the 34-hour restart provision of the current hours of service (HOS) regulations that requires two consecutive rest periods between 1am and 5am and limits the use of the restart to once per week. Enforcement is suspended until the end of the fiscal year, or until DOT completes and submits a final report on the impacts of the restart provisions prior to the end of the fiscal year.</span></div>
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<span style="background-color: white;"><span style="font-family: Symbol;">·<span style="font: 7.0pt;"> </span></span>Congress directs FMCSA to publish its proposed Safety Fitness Determination rule by June 1, 2015. </span></div>
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<span style="background-color: white;"><span style="font-family: Symbol;">·<span style="font: 7.0pt;"> </span></span>The bill instructs the Secretary to complete a report on the agency's ability to complete compliance reviews on mandatory carriers. The report is due March 27, 2015. </span></div>
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<span style="background-color: white;"><span style="font-family: Symbol;">·<span style="font: 7.0pt;"> </span></span>DOT is instructed to work with stakeholders to develop guidance for enforcing regulations against entities 'providing transportation for no more than 15 passengers by passenger van as an incidental business activity for which it does not receive direct compensation.' </span></div>
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<span style="background-color: white;"><span style="font-family: Symbol;">·<span style="font: 7.0pt;"> </span></span>The bill provides a grandfather clause, allowing states to issue commercial learners permits to individuals under the age of 18 if State law allowed for such activity as of May 9, 2011. </span></div>
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<span style="background-color: white;"><span style="font-family: Symbol;">·<span style="font: 7.0pt;"> </span></span>The bill requires that carriers at risk of losing their Hazardous Materials Special Permit be allowed to present corrective actions taken to FMCSA for consideration prior to the agency denying a request for renewal. </span></div>
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<span style="background-color: white;"><span style="font-family: Symbol;">·<span style="font: 7.0pt;"> </span></span>The bill also contains three new weight exemptions:</span></div>
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<span style="background-color: white;">o<span style="font: 7.0pt;"> </span>In Wisconsin, vehicles currently operating on State Route 41 will be grandfathered in and allowed to operate at higher weights when the road becomes a part of the federal interstate system. </span></div>
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<span style="background-color: white;">o<span style="font: 7.0pt;"> </span>In Mississippi, vehicles currently operating on State Route 78, between mile marker 0 and mile marker 113, will be grandfathered in and allowed to operate at higher weights when the road becomes a part of the federal interstate system. </span></div>
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<span style="background-color: white;">o<span style="font: 7.0pt;"> </span>In Kentucky, a similar grandfather clause for multiple roadways in the State, allowing vehicle currently operating at higher weights to continue to do so after certain portions are named part of the Interstate System. </span></div>
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Law Office of Seaton & Husk, LPhttp://www.blogger.com/profile/15676348346208612285noreply@blogger.com0tag:blogger.com,1999:blog-5198517312917052520.post-78624996265533827812014-12-10T10:56:00.003-05:002014-12-10T10:56:56.494-05:00Comments Requested on Increase In Liability Insurance Minimum<div dir="ltr">
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<span class=""><span class=""><b></b></span>Last month the FMCSA seemed ready to release an NPRM to raise the current amount of liability insurance carriers are required to maintain.<br /><br />The current regulatory minimum for commercial motor vehicles carrying property is $750,000 per occurrence although most carriers maintain $1,000,000 in coverage. Although the minimum has not been changed in decades and the cost of catastrophic loss has escalated, determining a new amount requires a cost benefit analysis including an examination of the effect of resulting increased premiums on small carriers (ATA and OOIDA contend that just 1% of all truck related crashes exceed the current minimum).</span><br />
<a name='more'></a><span class=""><br />Clearly sufficient opposition to increasing the statutory minimums has been raised to require the agency to delay its implementation schedule and gather more industry input before proceeding.<br /><br />The Agency proposes the open docket format and has elicited responses to 26 questions. These questions involve not only increased minimum level for truck insurance but also questions concerning implementation of broker and forwarder rules in light of MAP-21 and specific questions relating to trip insurance for Mexican carriers and potential broker's bond requirement for passenger brokers. <br /><br />For a complete copy of the advance notice and t</span><span class=""><span class="">he 26 questions</span>, please visit (<a href="http://www.regulations.gov/#!documentDetail;D=FMCSA-2014-0211-0001" target="_blank">http://www.regulations.gov/#!documentDetail;D=FMCSA-2014-0211-0001</a>). <br /><br />Comments are due February 26, 2015.<br /></span></div>
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Law Office of Seaton & Husk, LPhttp://www.blogger.com/profile/15676348346208612285noreply@blogger.com0tag:blogger.com,1999:blog-5198517312917052520.post-21265018937341422632014-11-24T14:21:00.000-05:002014-11-24T14:22:36.289-05:00CVSA asks FMCSA to pull CSA scores from public view - CCJ<div dir="ltr"><font face="Verdana, Arial, Helvetica, sans-serif" color="black"><span>Even CVSA, which includes the State Enforcement Officials now agrees SMS is not fit to publish. See <a href="http://www.ccjdigital.com/cvsa-asks-fmcsa-to-pull-csa-scores-from-public-view/?utm_source=daily&utm_medium=email&utm_content=11-24-2014&utm_campaign=CCJ&ust_id=34d52e4283&" target="_blank"> http://www.ccjdigital.com/cvsa-asks-fmcsa-to-pull-csa-scores-from-public-view/?utm_source=daily&utm_medium=email&utm_content=11-24-2014&utm_campaign=CCJ&ust_id=34d52e4283&</a></span></font></div> Law Office of Seaton & Husk, LPhttp://www.blogger.com/profile/15676348346208612285noreply@blogger.com0tag:blogger.com,1999:blog-5198517312917052520.post-54772671317209731112014-11-17T12:02:00.002-05:002014-11-17T12:02:41.611-05:00Rates & Lanes with Rico Muhammad with Special Guest, Henry Seaton 11/20/14 - 7PM EST - Tune in! Call in to speak with the host (347) 677-1799 <br />
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<a href="http://www.blogtalkradio.com/rates/2014/11/20/rates-and-lanes-with-rico-muhammad-and-special-guest-henry-seaton">http://www.blogtalkradio.com/rates/2014/11/20/rates-and-lanes-with-rico-muhammad-and-special-guest-henry-seaton</a>Law Office of Seaton & Husk, LPhttp://www.blogger.com/profile/15676348346208612285noreply@blogger.com0tag:blogger.com,1999:blog-5198517312917052520.post-89292665430763740252014-10-31T11:46:00.001-04:002014-11-10T16:50:28.738-05:00Electronic Filing Required For Heavy Vehicle Use Tax Return When Reporting More Than 25 Vehicles<div dir="ltr">
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11/10/2014 - <b>UPDATE</b><br />
In a final regulation published two days after the
effective date of the regulation we reported on below, the Internal Revenue
Service has rescinded the requirement that anyone paying the federal heavy
vehicle use tax for more than 24 vehicles must file and pay electronically. That rule has been in place since 2011.<br />
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IRS stated in the introduction to the amended
regulation that the change was made to reduce the burden on small
businesses. In the future, IRS will
accept paper filings of the HVUT Form 2290 for fleets of any size.</div>
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We are sorry for any confusion! Please call with any questions you may have.</div>
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10/31/2014 <br />
Final regulations have been issued by the Department of the Treasury's Internal Revenue Service requiring the electronic filing of Form 2290, Heavy Highway Vehicle Use Tax Return. Those regulations in part provide that effective October 29, submission of a paper Form 2290 for 25 or more vehicles constitutes a failure to file for purpose of the Section 6651 penalty. The tax form for fewer than 25 vehicles may still be filed by paper, but the IRS is moving toward electronic submission of all returns.<br />
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Bob Rothstein<br />
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Law Office of Seaton & Husk, LPhttp://www.blogger.com/profile/15676348346208612285noreply@blogger.com0tag:blogger.com,1999:blog-5198517312917052520.post-42753872959991067772014-10-30T17:01:00.000-04:002014-10-30T17:01:08.163-04:00New Washington D.C. Commercial Vehicle Loading Permits<div dir="ltr">
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For any motor carriers that regularly make deliveries or will be delivering goods in Washington, D.C. please note that Washington's new curbside loading zone program starts on January 1, 2015. This program requires commercial vehicles to obtain an annual or daily permit to park in a curbside loading zone. </div>
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Carriers can begin acquiring permits on November 3, 2014. </div>
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Daily permits can be purchased online and are $25.00 per vehicle per day. </div>
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Annual permits are $323 per vehicle and a $50.00 annual fee for the company</div>
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The permit allows the vehicle to park for 2 hours in a loading zone. The permit must be displayed on the vehicle's windshield.</div>
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As anyone knows who spends or has spent time in Washington D.C. they are very aggressive on parking enforcement. Make arrangements to be in compliance or you can expect parking fines.</div>
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Sincerely,<br />
Jeffrey Cox, Esq.<br />
703-573-0700</div>
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Law Office of Seaton & Husk, LPhttp://www.blogger.com/profile/15676348346208612285noreply@blogger.com0tag:blogger.com,1999:blog-5198517312917052520.post-38332695912028480162014-09-19T13:51:00.000-04:002014-09-19T13:51:12.396-04:00No Good Deed Goes Unpunished" and Response to Article<div dir="ltr">
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Please see "<a href="http://transportationlaw.net/articles/Seaton_Article_2_July-August_2014.pdf" target="_blank">No Good Deed Goes Unpunished</a>" article and a follow up "<a href="http://transportationlaw.net/articles/IT%20Letter%20to%20Editor-No%20Good%20Deed.pdf" target="_blank">Letter to Editor in Response</a>."</div>
Law Office of Seaton & Husk, LPhttp://www.blogger.com/profile/15676348346208612285noreply@blogger.com0tag:blogger.com,1999:blog-5198517312917052520.post-8909219675486278982014-09-09T16:13:00.000-04:002014-09-09T16:14:02.047-04:00Fall 2014 Safety Update<div dir="ltr">
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<span style="color: black; font-family: Verdana, Arial, Helvetica, sans-serif;"><span style="font-family: Times New Roman, Times, serif; font-size: small;"> 1. <u>Safety Fitness Determination</u>. The FMCSA has scheduled for release in the next several months its safety fitness determination rulemaking. Release of this water shed rulemaking has been delayed numerous times over the past 4 years and release cannot be predicted. The Agency has said that the ultimate safety fitness determination will be based upon objective criteria, not the grade on the curve SMS percentile basis. Yet, to the extent the safety fitness determination is based upon flawed SMS data and ratings are assigned without due process or audit, the systemic flaws (inadequate data, inaccurate data, enforcement anomalies, the law of large numbers, etc.) will remain. The industry must be prepared to analyze and comment on any new rule, particularly if carriers are branded as "marginal" without due process and the negligent selection threat is not addressed.</span></span><br />
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<span style="color: black; font-family: Verdana, Arial, Helvetica, sans-serif;"><span style="font-family: Times New Roman, Times, serif; font-size: small;"> 2. <i><u>ASECTT v. FMCSA</u></i>. The D.C. Court of Appeals issued its decision on June 17, 2014. While finding that the Agency's "Guidance" to shippers, brokers and carriers was not a rule without process, the Court based its findings on the Agency's representation that the guidance was not intended to alter existing law. The attached article makes the case that the suit served its intended purpose in restraining the Agency's efforts to tout SMS methodology as fit for use in light of <i>NASTC et al. v. FMCSA</i>. See <a href="http://seatonandhusk.blogspot.com/2014/07/asectt-v-fmcsa-win-lose-or-draw.html" target="_blank"><u>Win, Lose or Draw</u></a>.</span></span></div>
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<span style="color: black; font-family: Verdana, Arial, Helvetica, sans-serif;"><span style="font-family: Times New Roman, Times, serif; font-size: small;"> 3. <u>New Website Provisions</u>. On August 4, 2014, the Agency implemented its expanded website publication of SMS methodology, including ready access to all carriers in each peer group. For an analysis, see <a href="http://asectt.blogspot.com/2014/08/sms-website-enhancements.html" target="_blank"><u>SMS Website Enhancements</u></a>.</span></span></div>
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<span style="color: black; font-family: Verdana, Arial, Helvetica, sans-serif;"><span style="font-family: Times New Roman, Times, serif; font-size: small;"> <span style="font-size: 12pt;"> 4. <u>Imminent Hazard and Out of Service Orders</u>. The FMCSA is increasingly using its "Imminent Hazard" authority to shut down carriers on short notice with ill-defined carrier recourse and short time limits for administrative or judicial appeal for a short topical commentary see <a href="http://seatonandhusk.blogspot.com/2014/09/fmcsa-and-due-process.html" target="_blank"><u>FMCSA and "Due Process"</u></a>.</span> </span></span></div>
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Law Office of Seaton & Husk, LPhttp://www.blogger.com/profile/15676348346208612285noreply@blogger.com0tag:blogger.com,1999:blog-5198517312917052520.post-1594756144930718412014-09-09T16:08:00.003-04:002014-09-09T16:08:46.976-04:00FMCSA AND “DUE PROCESS”<!--[if gte mso 9]><xml>
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<div class="WordSection1">
<div align="center" class="MsoNormal" style="text-align: center;">
<b><u><span style="font-size: 12.0pt;">FMCSA AND “DUE PROCESS”</span></u></b><span style="font-size: 12.0pt;"></span></div>
<div class="MsoNormal">
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<span style="font-size: 12.0pt;"><span style="mso-tab-count: 1;"> </span>The Fourteenth Amendment to the United States
Constitution guarantees that no persons property shall be taken without due
process of law. 5 U.S.C. §702 <i>et seq </i>(The Administrative Procedures Act)
states that: “A person suffering legal wrong because of agency action, or
adversely affected or aggrieved by agency action within the meaning of a
relevant statute, is entitled to judicial review thereof.”</span></div>
<a name='more'></a><br />
<div class="MsoNormal">
<span style="font-size: 12.0pt;"> <span style="mso-tab-count: 1;"> </span>The United States Supreme Court has stated: “...we have
held that the opportunity to be heard must be at a meaningful time and in a
meaningful manner. (<i>Armstrong v. Manzo, 380 U.S. 545, 552 (1965); Barry v.
Barchi, 443 U.S. 55, 66, 99 S.Ct. 2642, 61 L.Ed. 2d 365 (1979)</i> In a
concurring opinion, Justice Brennan stated:</span></div>
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<span style="font-size: 12.0pt;"><span style="mso-tab-count: 3;"> </span>“Once licenses are issued...their
continued possession </span></div>
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<span style="font-size: 12.0pt;"><span style="mso-tab-count: 3;"> </span>may become essential in the
pursuit of a livelihood.</span></div>
<div class="MsoNormal">
<span style="font-size: 12.0pt;"><span style="mso-tab-count: 3;"> </span>Suspension of issued licenses ...
involves state action</span></div>
<div class="MsoNormal">
<span style="font-size: 12.0pt;"><span style="mso-tab-count: 3;"> </span>that adjudicates important
interests of the licensees.</span></div>
<div class="MsoNormal">
<span style="font-size: 12.0pt;"><span style="mso-tab-count: 3;"> </span>In such cases the licenses are
not to be taken away<span style="mso-tab-count: 2;"> </span></span></div>
<div class="MsoNormal">
<span style="font-size: 12.0pt;"><span style="mso-tab-count: 3;"> </span>without that procedural due
process required by</span></div>
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<span style="font-size: 12.0pt;"><span style="mso-tab-count: 3;"> </span>the <i>Fourteenth Amendment.”
(Barchi, id., at 69;</i></span></div>
<div class="MsoNormal">
<i><span style="font-size: 12.0pt;"><span style="mso-tab-count: 3;"> </span>Dixon v. Love, 431 U.S. 105, 112
(1977); Gibson</span></i><span style="font-size: 12.0pt;"></span></div>
<div class="MsoNormal">
<span style="font-size: 12.0pt;"><span style="mso-tab-count: 3;"> </span><i>V. Berryhill, 411 U.S. 564
(1973).</i></span></div>
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<span style="font-size: 12.0pt;"><span style="mso-tab-count: 1;"> </span>It is now established that once an entity has been issued
a license to operate, (i.e., DOT Registration Number, license to operate a
motor carrier, etc.) that license cannot be taken away without a due process
hearing. The license can be suspended for a short period of time, however, a
post suspension hearing must be held promptly (<i>Barchi, id. at 64)</i> </span></div>
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<br /></div>
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<span style="font-size: 12.0pt;"><span style="mso-tab-count: 1;"> </span>The reason for the requirement for a prompt, independent
hearing was clearly stated in <i>Two Dayes Trucking (FMCSA-2013-0006)</i>:</span></div>
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<span style="font-size: 12.0pt;"><span style="mso-tab-count: 1;"> </span></span></div>
<div class="MsoNormal">
<span style="font-size: 12.0pt;"><span style="mso-tab-count: 3;"> </span>“It appears undisputed that the
issuance of an IHOOS</span></div>
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<span style="font-size: 12.0pt;"><span style="mso-tab-count: 3;"> </span>Order is perhaps the most
devastating action FMCSA</span></div>
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<span style="font-size: 12.0pt;"><span style="mso-tab-count: 3;"> </span>can take against a motor carrier.
An IHOOS Order,</span></div>
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<span style="font-size: 12.0pt;"><span style="mso-tab-count: 3;"> </span>which immediately suspends an
owner’s business </span></div>
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<span style="font-size: 12.0pt;"><span style="mso-tab-count: 3;"> </span>license, is issued by FMCSA when
it deems a business</span></div>
<div class="MsoNormal">
<span style="font-size: 12.0pt;"><span style="mso-tab-count: 3;"> </span>to pose an imminent hazard to the
public safety. This </span></div>
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<span style="font-size: 12.0pt;"><span style="mso-tab-count: 3;"> </span>is rare agency action that deprives
a business owner</span></div>
<div class="MsoNormal">
<span style="font-size: 12.0pt;"><span style="mso-tab-count: 3;"> </span>of a protected interest prior to
affording the business</span></div>
<div class="MsoNormal">
<span style="font-size: 12.0pt;"><span style="mso-tab-count: 3;"> </span>owner an opportunity for a
hearing. The business owner </span></div>
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<span style="font-size: 12.0pt;"><span style="mso-tab-count: 3;"> </span>suffers not only a financial loss
while out-of-service, but</span></div>
<div class="MsoNormal">
<span style="font-size: 12.0pt;"><span style="mso-tab-count: 3;"> </span>also a loss of reputation. The
business owner also </span></div>
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<span style="font-size: 12.0pt;"><span style="mso-tab-count: 3;"> </span>suffers the possibility of the
complete loss of its </span></div>
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<span style="font-size: 12.0pt;"><span style="mso-tab-count: 3;"> </span>business. Even when the
government’s interests justify</span></div>
<div class="MsoNormal">
<span style="font-size: 12.0pt;"><span style="mso-tab-count: 3;"> </span>such immediate suspension action,
a full hearing must be </span></div>
<div class="MsoNormal">
<span style="font-size: 12.0pt;"><span style="mso-tab-count: 3;"> </span>available promptly after the
temporary depravation occurs.”</span></div>
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<br /></div>
</div>
<span style="font-family: "Times New Roman","serif"; font-size: 12.0pt; mso-ansi-language: EN-US; mso-bidi-language: AR-SA; mso-fareast-font-family: "Times New Roman"; mso-fareast-language: EN-US; mso-fareast-theme-font: minor-fareast;"><br clear="all" style="mso-break-type: section-break; page-break-before: auto;" />
</span>
<div class="MsoNormal">
<span style="font-size: 12.0pt;"><span style="mso-tab-count: 1;"> </span>A review of the Rules of the FMCSA reveals that there are
two procedures whereby a motor carrier’s permission to operate may be revoked.
One is the determination of a safety rating of “unsatisfactory” pursuant to 49
CFR §385.9 and the other is a designation of “Imminent Hazard” pursuant to 49
CFR §386.72 (hereinafter referred to as Parts 385 and 386). </span></div>
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<br /></div>
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<span style="font-size: 12.0pt;"><span style="mso-tab-count: 1;"> </span>Under Part 386.72(a), Imminent Hazard Orders are
allegedly only issued when it is determined that an imminent hazard exists as a
result of the transportation by motor vehicle of a particular hazardous
material. That would appear to exempt motor carriers that only transported
passengers, however, a recent article in the Bus & Motor Coach News
reported that five (5) bus companies had been placed out of service through the
issuance of an Imminent Hazard Out of Service Order (IHOOS Order), revocation
of their Federal operating authority registration, and suspension of their
USDOT number.</span></div>
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<br /></div>
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<span style="font-size: 12.0pt;"><span style="mso-tab-count: 1;"> </span>There has been some administrative “litigation”
concerning the due process applicable when FMCSA issues an IHOOS Order. Part
386.72(b)(4) dictates that upon issuance of an IHOOS Order an opportunity for a
review of the Order must be provided and the decision must be issued within ten
(10) days of the issuance of the Order. The DOT Administrative Law Judge in <i>DND
International, Inc. (FMCSA-2014-0159</i>) ruled that Congress had satisfied the
“due process” requirement by requiring an Administrative Procedure Act review
within 10 days of the issuance of the IHOOS Order. However, it that case, the
Agency did not afford the carrier a Hearing and a decision within the 10 day
time period. The ALJ also ruled that it was the issuance of the IHOOS Order
that started the process, not a Petition by the carrier, therefore, as the
FMCSA had not begun the process within the 10 day period, the IHOOS Order and
the registration revocation were rescinded. In addition, after conducting a
Hearing the ALJ also ruled that the FMCSA had not supported its IHOOS Order and
ruled that this was an additional reason for rescinding the Order.</span></div>
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<span style="font-size: 12.0pt;"><span style="mso-tab-count: 1;"> </span>Part §385, however, is an entirely different process.
First, the FMCSA conducts a compliance review that may consist of a review of
the carrier’s paperwork and an inspection of its vehicles. If the compliance
review reveals alleged violations, the FMCSA will then issue a safety rating.
The regulations require that the rating be issued within 30 days from the
compliance review. (§385.11(a)) The rating for passenger carriers becomes final
45 days after the date of the notice. If the rating is “unsatisfactory”, the
carrier may request a change in the rating under §385.17 based on corrective
action taken after the notice. According to §385.17(e)(1), the FMCSA will make
a decision on any request to change a rating within 30 days of receipt of the
request. Obviously, the request for a change in the rating should be made
within 15 days of receipt of the notice as the FMCSA historically will not
delay the 45 day period for issuance of a final rating.</span></div>
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<span style="font-size: 12.0pt;"><span style="mso-tab-count: 1;"> </span>Under §3858.17(h), if the FMCSA determines that the
carrier has corrected the violations from the compliance review and currently
meets the standards in §385.5 and §385.7, it is required to upgrade the rating.
<b>It should be stressed here that neither the Statute nor the Regulations
require the carrier to enter into a Consent Order for the rating to be upgraded</b>.
However, it has been my personal experience that the FMCSA will threaten the
carrier that, unless it signs a Consent Order, the FMCSA will not upgrade the
rating. The Consent Orders normally places the carrier under stricter rules
than the Regulations and allows the FMCSA to order the carrier off of the road
at a moment’s notice.</span></div>
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<span style="font-size: 12.0pt;"><span style="mso-tab-count: 1;"> </span>The FMCSA also will string the carrier along making them
think there corrections will be accepted and their safety status upgraded when
there is more that the Agency will require before the status is ungraded. One
carrier I am aware of has submitted at least four (4) different revised safety
plans only to have the FMCSA deny them and refuse to upgrade their status for
insignificant reasons. The status was only upgraded to “Conditional” after
signing a Consent Order, and then they could not get back on the road because
their registration has been suspended and the process to get that returned has
taken another few months. A typical Consent Order usually does not provide for
a lifting of the suspension of the registration or a return of the DOT number.</span></div>
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<span style="font-size: 12.0pt;"><span style="mso-tab-count: 1;"> </span>Pursuant to §385.15 the carrier can request the FMCSA for
an administrative review of the rating process. This review must be requested
within 90 days of the notice of the proposed rating, however, the regulations
suggest that the request be made within 15 days of the notice as the FMCSA has
30 days to conduct the review which would exhaust the 45 day time limit between
notice and the imposition of the Cease Order. What is not stated is how the
review is to be conducted. The request is sent to the Chief Safety Officer in
Washington, DC, who is actually an Assistant Administrator, but there is no
requirement for the FMCSA to appoint an Administrative Law Judge or provide any
independent review. In fact, the last few decisions issued under this
regulation have been by an Assistant Administrator and not an ALJ. There is
also no provision for a hearing on the merits or for the carrier to present
witnesses.</span></div>
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<span style="font-size: 12.0pt;"><span style="mso-tab-count: 1;"> </span>It is apparent that, under Part 385, the Agency is merely
reviewing its own procedures and actions, which does not qualify as an
independent review or as due process either under the U.S. Supreme Court cases,
the APA,<span style="mso-spacerun: yes;"> </span>or even the Agency’s own
Administrative Law Judge’s decisions. I would also question whether or not the
procedure under Part 386 complies with judicial due process, as the Assistant
Administrator has the authority to review an ALJ’s decision and can overrule
them, making the process futile.</span></div>
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<span style="font-size: 12.0pt;"><span style="mso-tab-count: 7;"> </span></span></div>
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<span style="font-size: 12.0pt;"><span style="mso-tab-count: 1;"> </span>The one avenue that is apparently open, but never used,
is a Petition for Temporary Restraining Order or Injunction in the local U.S.
District Court. The basis for the Motion would be that the carrier has not been
afforded, nor do the regulations provide for, a due process hearing pursuant to
the Administrative Procedures Act. As none of the decisions generated from the
Field Administrator (other than default orders) are classified as Final Orders,
according to the regulations, the determination of an “unsatisfactory” safety
rating does not have to be appealed to the Circuit Court of Appeals. It can
therefore be challenged in District Court. The carrier would then be entitled
to an APA review of the Agency actions and a reversal if it is found that they
have not complied with their own regulations, or if their determinations were
arbitrary, capricious, or without a substantial basis in fact.</span></div>
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<span style="font-size: 12.0pt;"><span style="mso-tab-count: 1;"> </span></span></div>
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<span style="font-size: 12.0pt;"><span style="mso-tab-count: 1;"> </span>There is also the question of disparity in treatment.
Assume that you have two passenger carriers, one of whom has been issued an
IHOOS Order and the other has been rated as “unsatisfactory” after a compliance
review. For the carrier issued an IHOOS Order, the Agency is limited by
§386.72(b)(2) to those restrictions which are required to abate the hazard. For
the carrier issued an “unsatisfactory” rating, there is no such limitations on
the punishment issued by the FMCSA and, therefore, no guidelines on which to
judge the punishment. Therefore, we have two passenger carriers, that may have
committed the same violations, treated very differently merely because the
FMCSA Field Office decided to utilize different parts of the regulations. This
is a violation of due process on its face.</span></div>
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<span style="font-size: 12.0pt;"><span style="mso-tab-count: 1;"> </span>What would be a fair resolution to this bureaucratic
inequality? The carrier industry should push for a system much akin to that
used by the Federal Agencies for contract disputes under the Contract Disputes
Act. There a dispute, or claim, once decided by a contracting officer, is
appealed to a Board of Contract Appeals composed of Administrative Law Judges.
They are semi-independent in that while they are paid by the Agencies, their
decision are not reviewed by Agency personnel, but appealed to the U.S. Court
of Appeals for the Federal Circuit. </span></div>
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<span style="font-size: 12.0pt;"><span style="mso-tab-count: 1;"> </span>Considering the economic damage that can be visited upon
a carrier by an IHOOS Order or an “unsatisfactory” rating, the least the DOT
can do is to provide a hearing whereby the carrier can challenge the violations
or the ratings and receive an impartial hearing and resolution. The DOT already
has ALJs on payroll and it would only require a minor change in the regulations
to provide the necessary, and required, due process. The Bus Industry should
marshal its legislative muscle to obtain such a change in the regulations.</span></div>
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<span style="font-size: 12.0pt;"><span style="mso-tab-count: 5;"> </span></span></div>
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<span style="font-size: 12.0pt;"><span style="mso-tab-count: 1;"> </span>Of course, all of this assumes that the FMCSA has
overreached in its evaluations of the carriers performance. Ultimately the
carrier will have to prove that the alleged violations did not occur; were
minor of paperwork violations; or, had been quickly corrected. Therefore, the
best advice is to make sure that your Safety Plan is in order, the drivers are
all qualified and are complying with the restrictions covering driving time and
your vehicles are properly maintained. In addition, as I have advised all of my
clients, do not let the FMCSA conduct their compliance reviews alone. Make sure
that you shadow them and ensure that any alleged violation are justified and
any vehicle problems are corrected quickly.</span></div>
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<span style="font-size: 12.0pt;">J. Hatcher Graham, J.D.;
LL.M.; LL.M.</span></div>
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Law Office of Seaton & Husk, LPhttp://www.blogger.com/profile/15676348346208612285noreply@blogger.com0tag:blogger.com,1999:blog-5198517312917052520.post-54821561459423175322014-07-03T11:34:00.001-04:002014-09-11T11:41:06.647-04:00ASECTT v. FMCSA - Win, Lose or Draw?<div dir="ltr">
<div style="text-align: center;">
<b><u><span style="font-size: 13pt;">ASECTT v. FMCSA – A Win, Lose or Draw?</span></u></b></div>
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<b><span style="font-size: 13pt;">Henry E. Seaton</span></b><br />
<span style="font-size: 13pt;"><a href="http://transportationlaw.net/articles/Seaton_Article_3_September-October_2014.pdf" target="_blank"><span style="font-size: x-small;">(click for printable version) </span></a></span><b><span style="font-size: 13pt;"><br /></span></b></div>
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<span style="font-size: 13pt;">On June 17, 2014 The D.C. Court of Appeals issued its decision in <i>ASECTT v. FMCSA</i>. At issue was whether the FMCSA's guidance issued in May of 2012 amounted to a new rule directing shippers and brokers to use SMS methodology in credentialing carriers. Petitioners' arguments were supported by Declarations showing that SMS methodology does not accurately measure carrier safety performance and that the guidance amounted to a new rule requiring shippers and brokers to use SMS methodology to bar from use thousands of carriers which the Agency itself has found are fit to operate on the nation's roadways.</span></div>
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<span style="font-size: 13pt;">The Court ignored the effect the Agency's website publication and on procedural grounds denied Petitioners' relief finding that the Agency's guidance did not amount to a new rule for which relief could be granted. The press largely covered the Court's decision as a loss. To be sure, the Court which was not "astonished" by the Agency's action and missed an excellent opportunity to rein in a clear bureaucratic overreach of the type that has come to characterize the current Administration and its Agency.</span></div>
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<span style="font-size: 13pt;">Yet, was the decision a resounding defeat for Petitioners as some pundits have concluded? </span></div>
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<span style="font-size: 13pt;">A close reading of the decision shows that the Agency's defense was based upon the argument, which the Court accepted, that the Agency did not intend its guidance as a new rule and the Agency argued that its website advice and publication of SMS methodology does not change the Agency's duty to determine carrier safety fitness, nor does it trump the settlement in <i>NASTC et al. v. FMCSA</i> to which the Agency agreed when suit was filed after the Agency announced SMS scores would be made public.</span></div>
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<span style="font-size: 13pt;">Thus, in finding that the Petitioners lacked the basis to sue because the "Guidance" did not constitute a new rule, the Court may have allayed Petitioners' and the industry's worst fears. That is, the Agency through website guidance and a highly orchestrated publicity campaign, could abdicate its responsibility for determining carrier fitness, transferring that duty to shippers and brokers under peril of negligent selection liability.</span></div>
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<span style="font-size: 13pt;">Clearly, <i>ASECTT v. FMCSA</i> was not a resounding victory, but I believe it was not a defeat. </span></div>
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<span style="font-size: 13pt;">It drew clearly the battle lines between rulemaking and agency advocacy, forcing the Agency into a "rope-a-dope" posture of defending its website publications as having no legal effect in trumping existing regulations or rules.</span></div>
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<span style="font-size: 13pt;">In the meantime, after it was sued, the Agency has buried the complained of "guidance document" and in shuffling its website, largely refrained from further pronouncements which could provide fodder for an activist plaintiff bar intent on using SMS methodology to sue upstream shippers and brokers for negligent selection in every fatality accident.</span></div>
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<span style="font-size: 13pt;">Hopefully <i>ASECTT v. FMCSA</i> will be seen in the light of history as just a draw – a necessary battle in a longer war.</span></div>
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<span style="font-size: 13pt;">In the two years it took to litigate this case, the Agency's industry support for SMS methodology has deteriorated. In December 2013 the ATA publicly reversed its policy and issued a statement condemning the accuracy of SMS methodology. It has seen the light and urges that scores be removed from public view. OOIDA has issued a call for the Administrator to step down because the website is being used for lobbying, not carrying out the Agency's existing regulatory duties. The TIA, whose members are the object of "broker busting" classes by plaintiff's bar have called for legislation to remove SMS methodology as an issue in tort suits.</span></div>
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<span style="font-size: 13pt;">Finally, the Inspector General and GAO studies of SMS methodology which were commissioned by House Committees at the request of ASECTT and others have been completed. These independent studies confirm the mounting criticism of all who have studied SMS methodology. It is systemically flawed and lacks sufficient data to statistically measure small carriers which make up the vast majority of carriers the FMCSA regulates.</span></div>
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<span style="font-size: 13pt;">It now seems doubtful that the Agency can deliver a safety fitness determination rulemaking involving SMS methodology any time soon. As a result of building pressure, the battlefront should move from the Agency and the Court to congressional oversight and regulation reining in the FMCSA. <b> </b>Congress needs to confirm, once and for all, that the Commerce Clause applies. The Agency's ultimate safety fitness determination is the sole standard for determining whether a carrier is fit to use. The Agency's finding preempts and trumps the effort by plaintiff's bar to hold the shipping public liable for the negligent acts or omissions of authorized interstate carriers.</span></div>
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<span style="font-size: 13pt;">It is time for the industry as a whole to put aside parochial interests and send clear and unified messages to Congress that broad legislation is needed. Until then, <i>ASECTT v. FMCSA</i> must be seen as an important battle in a longer war, the results of which will have broad implications on competition, carrier choice, federalism and preemption.</span></div>
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<span style="font-size: 13pt;">I can only hope that the cavalry is on the hill.</span><span style="font-size: 13pt;"></span></div>
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Law Office of Seaton & Husk, LPhttp://www.blogger.com/profile/15676348346208612285noreply@blogger.com0tag:blogger.com,1999:blog-5198517312917052520.post-35445418677925156162014-06-02T10:19:00.000-04:002014-06-02T10:19:51.179-04:00New Requirements for Medical Examinations<div dir="ltr">
If you or one of your drivers need a new medical examination for a CDL, the doctor who performed your last medical exam might not be qualified to perform a new one. New rules adopted by the Federal Motor Carrier Safety Administration provide that DOT physical examinations must be performed by a qualified health professional (generally a medical doctor, chiropractor, osteopath, nurse practitioner, or a physician's assistant.) The important point is that a qualified health professional is an individual who has taken the required training, passed a certification test, and is certified by the FMCSA.<br />
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<br />
Its easy to make sure that your health professional is authorized to administer a DOT medical exam, and to find a health professional who is qualified to give the medical exam. FMCSA maintains an easy-to-use website that locates qualified health professionals by city and state, or by zip code. The website also gives map results, contact information, and other helpful information. Just go to <a href="http://nationalregistry.fmcsa.dot.gov/">http://nationalregistry.fmcsa.dot.gov</a> to get started. <br />
<br />
Medical examiners on the National Registry are required to maintain and demonstrate their competence and familiarity with DOT medical qualification requirements through periodic training and recertification testing. Be sure to check the registry before any future medical exam.<br />
<br />
For more information, call Bob Rothstein at 703-573-0700.<br />
<span class=""><span class=""><a href="mailto:rrothstein@transportationlaw.net">rrothstein@transportationlaw.net</a></span></span></div>
Law Office of Seaton & Husk, LPhttp://www.blogger.com/profile/15676348346208612285noreply@blogger.com0tag:blogger.com,1999:blog-5198517312917052520.post-44275659534708462162014-05-21T12:46:00.000-04:002014-05-21T12:46:50.576-04:00S & H Talks To NASCAR<div dir="ltr">
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Bob Rothstein recently spoke at a safety seminar, sponsored by the North Carolina Motorsports Association and the American Society of Safety Engineers, and held at Joe Gibbs Racing in Huntersville, NC. The subject of his presentation was fleet safety compliance for NASCAR teams. All NASCAR teams have tractor-trailers that transport racecars around the country for races, racecar and tire testing, and sponsor commitments. While teams may be focused on winning races, they also have a trucking operation to manage. </div>
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Bob's presentation highlighted many facets of the Federal Motor Carrier Safety Regulations, including driver qualification and hours-of service compliance, two areas on which the entire trucking industry is also very focused. About 30 race directors, general and team managers, and human resources professionals attended the presentation. Afterwards, Bob passed up the opportunity to buy a used race tire that came off Matt Kenseth's racecar. </div>
<span class="HOEnZb"></span><br /></div>
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Law Office of Seaton & Husk, LPhttp://www.blogger.com/profile/15676348346208612285noreply@blogger.com0tag:blogger.com,1999:blog-5198517312917052520.post-35588690656686624192014-05-12T13:32:00.001-04:002014-05-12T13:33:36.153-04:00Henry Seaton on The AudioRoad Rates & Lanes with Rico Muhamad 05/07 by Kevin Rutherford | Business Podcasts<div>
Check out Let's Truck! podcast from May 7 including guest, Henry Seaton. </div>
<div>
</div>
<a href="http://www.blogtalkradio.com/letstruck/2014/05/07/the-audioroad-rates-lanes-with-rico-muhamad#.U3EEqYPHtwM.blogger" target="_blank">The AudioRoad Rates & Lanes with Rico Muhamad 05/07 by Kevin Rutherford | Business Podcasts</a><br />
<br />
<br />
<br />
<br />
Or download the file here: <a href="http://DOWNLOAD MP3" target="_blank">DOWNLOAD MP3</a>Law Office of Seaton & Husk, LPhttp://www.blogger.com/profile/15676348346208612285noreply@blogger.com0tag:blogger.com,1999:blog-5198517312917052520.post-27008417267984848212014-05-08T13:38:00.001-04:002014-05-08T13:41:26.170-04:00Regulatory News 5/8/2014<div dir="ltr">
<span style="font-family: inherit;">See below for 3 important regulatory news articles.</span><br />
<div>
<span style="font-family: inherit;"><br /></span>
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<li dir="ltr" style="background-color: transparent; color: black; font-style: normal; font-variant: normal; font-weight: normal; list-style-type: decimal; text-decoration: none; vertical-align: baseline;"> <div dir="ltr" style="line-height: 1.15; margin-bottom: 0pt; margin-top: 0pt;">
<span style="font-family: inherit;"><span style="background-color: transparent; color: black; font-style: normal; font-variant: normal; font-weight: normal; text-decoration: none; vertical-align: baseline;"><a href="http://transportationlaw.net/blog/Certified%20Medical%20Examiner.pdf" target="_blank">DOT Physicals Must Be Performed By A "Certified Medical Examiner" Effective MAY 21, 2014</a></span><span style="background-color: transparent; color: black; font-style: normal; font-variant: normal; font-weight: normal; text-decoration: none; vertical-align: baseline;"></span></span></div>
</li>
</ol>
<span style="font-family: inherit;"><br /></span>
<br />
<ol start="2" style="margin-bottom: 0pt; margin-top: 0pt;">
<li dir="ltr" style="background-color: transparent; color: black; font-style: normal; font-variant: normal; font-weight: normal; list-style-type: decimal; text-decoration: none; vertical-align: baseline;"> <div dir="ltr" style="line-height: 1.15; margin-bottom: 0pt; margin-top: 0pt;">
<span style="background-color: transparent; color: black; font-family: inherit; font-style: normal; font-variant: normal; font-weight: normal; text-decoration: none; vertical-align: baseline;"><a href="http://transportationlaw.net/blog/Article-2014.04.30.pdf" target="_blank">Bill could require carriers to pay drivers for detention time</a> </span></div>
</li>
</ol>
<span style="font-family: inherit;"><a href="http://gao%20issues%20report%20critical%20of%20dod%27s%20reliance%20on%20csa%20scores%20for%20carrier%20selection/"></a><br /></span>
<br />
<ol start="3" style="margin-bottom: 0pt; margin-top: 0pt;">
<li dir="ltr" style="background-color: transparent; color: black; font-style: normal; font-variant: normal; font-weight: normal; list-style-type: decimal; text-decoration: none; vertical-align: baseline;"><span style="background-color: transparent; color: black; font-family: inherit; font-style: normal; font-variant: normal; font-weight: normal; text-decoration: none; vertical-align: baseline;"><a href="http://asectt.blogspot.com/2014/05/gao-issues-report-critical-of-dods.html" target="_blank">GAO issues report critical of DOD's reliance on CSA Scores for carrier selection</a></span> </li>
</ol>
</div>
</div>
Law Office of Seaton & Husk, LPhttp://www.blogger.com/profile/15676348346208612285noreply@blogger.com0tag:blogger.com,1999:blog-5198517312917052520.post-6534102850129756682014-05-07T14:38:00.001-04:002014-05-07T14:38:09.582-04:00Henry Seaton, Speaker -- Seminar: The Essential Guide to Understanding the Function, Practicalities and Complexities of a Bill of Lading<div dir="ltr">
Wednesday, May 14, 2014<br />
LCC, De La Garza Bldg., ITIA Room 101 Laredo, Texas 78041<br />
8:30AM – 12:30AM<br />
<br />
The Laredo Licensed U.S. Customs Brokers Association invites you to its 2014 International Trade & Customs Seminar Series<br />
<br />
Speaker: Henry E Seaton, Esq. Partner, the Law Offices of Seaton & Husk, LP<br />
<br />
<b>Seating is limited so please pre-register</b><br />
<a href="http://lluscba.org/wordpress/wordpress/?p=39">http://lluscba.org/wordpress/wordpress/?p=39</a><br />
<br /></div>
Law Office of Seaton & Husk, LPhttp://www.blogger.com/profile/15676348346208612285noreply@blogger.com0tag:blogger.com,1999:blog-5198517312917052520.post-81452491188671700272014-05-06T15:11:00.001-04:002014-05-08T10:51:20.113-04:00Audioroad Podcast Featuring Henry Seaton Wednesday at 7PM ESTAvailable Wednesday 7PM EST, Henry Seaton will be on Let's Truck!
<br />
<br />
Discussion topic: Independent Contractor Agreement<br />
<br />
See below for the links where the podcast will be available.<br />
<br />
<a href="https://itunes.apple.com/us/podcast/lets-truck-kevin-rutherford/id364683676?mt=2" target="_blank">https://itunes.apple.com/us/podcast/lets-truck-kevin-rutherford/id364683676?mt=2</a>
<br />
<br />
and/or
<br />
<br />
<a href="http://www.blogtalkradio.com/letstruck" target="_blank">http://www.blogtalkradio.com/letstruck</a>Law Office of Seaton & Husk, LPhttp://www.blogger.com/profile/15676348346208612285noreply@blogger.com0