The fact that an advertising carrier does not consider a driver’s hours of service (HOS) records to be accurate remains a major violation, even in the world of electronic recording devices (ELDs). And audits through the Department of Transportation show that ELD’s mandate didn’t save some truckers from seeking to falsify their records.
Dave Osiecki, president and CEO of Scopelitis Transportation Consulting and a 34-year veteran in the transportation industry, noted at the Trimble in. sight Virtual User Conference on August 26 that truck corporations need to know what to prepare for and what to look at. Security researchers refer to the Electronic Field Operations Training Manual (eFOTM), necessarily the Federal Autotransportist Safety Administration (FMCSA) manual and its spouse states for auditing.
There are two elements through which the government verifies ELD records for HOS compliance: a pre-research component and actual investigation of records. During the pre-research phase, an investigator verifies that THEDs should be used through the company. They also find that the company’s gadgets meet the needs of the federal mandate.
Researchers also verify with the company that knowledge of ELD can be retrieved electronically and an electronic portal between the company and FMCSA can be transmitted to the researcher on the site or off-site. In addition, the ELD requirement determines which drive force records will be audited.
“It’s vital to know if you’re going to be audited, which drivers you’ll choose, and how many drivers you’ll choose,” Osiecki said. “Researchers also provide the company with a list of ELD knowledge of the requested drivers. They then provide the company with a link to download this knowledge ».
Researchers then retrieve knowledge, review knowledge, and request supporting documents, such as the bill of lading or other types of payroll or plan records, that the company may have.
Osiecki noted that drivers with percentiles in the Behavioral Analysis, Safety, Responsibility and Safety Improvement (CSA BASIC) category will be decided for audits. recently hired drivers, for example.
Dave Osiecki, president and CEO of Scopelitis Transportation Consulting, discusses the maximum number of advertising controllers likely to be decided for DOT audits at the Trimble in. sight Virtual User Conference on August 26.
During the course of the investigation, researchers will conduct a reference review of the ELD files and a review of the falsification of those files. Part of this procedure is that researchers interview the key corporate body of workers to perceive operations. perceive each and every step, from booking the cargo with the visitor and the documents that are transferred between the visitor and the driver, and then back to the company. Researchers are also interviewing others, adding drivers, to perceive how the process works from the point of view and see how the driver’s history correlates with the hitale of operations.
Researchers will also request back-office reports from the ELD system. They will request the report of unssigned miles traveled and modified reports of driving force or someone else officially connected. indicates that the truck has moved and that the kilometer has jumped without real driving time, Osiecki said.
Investigators are also looking for reports of violations. “There is no legal liability in the ELD rule for the formula to generate a violation report, but maximum ELD providers have software that does so. This is designed for the company to help identify drivers possibly getting in the way, but it’s also something government researchers are aware of and wonder if it’s there,” Osiecki said.
Security researchers will review each replacement in the prestige of the service and determine it with the knowledge of the elderly. Specifically, they are looking for violations of the weekly rest of 11 hours, 2 pm, 60/70 hours and 30 minutes, Osiecki noted. It will also check the unssigned driving miles, the miles the truck moves, but no one is connected to the ELD. It will also check the malfunction of the formula and the knowledge diagnoses noted in the ELD knowledge to determine if there is an effect on HOS compliance.
Although the ELDs were designed to provide a more accurate representation of HOS records, the forgery of power records can still occur, Osiecki said. If the logs have been manufactured, researchers will review the list of login and disconnect activities. They will also read about the unassigned driving time to see if a driving force is using the connection of some other driving force to get more hours.
Researchers will also take a look at the locations and see that the drive force service location matches the same location from which the driving force was far away if the vehicle moved when the driving force was out of service. Currently, the 30-minute break should be out of order, so researchers will look to make sure all those breaks are non-driving periods and that they start and end in the same place.
“When we conduct simulated audits of a company, we detect that some drivers are retiring to take breaks while refueling the truck, but show that they are on duty,” Osiecki explained.
He also noted that the federal government believes that non-public transportation is the maximum unusual source of violations of fake newspapers. For this reason, researchers will determine whether the driving force employed by the prestige of non-public transport used it and in accordance with FMCSA guidelines. .
Researchers will also review notes, modifications, and any comments the driving force has made to hotels and review descriptive reports to see where all this activity took place. Manipulation can occur when the driving force adjusts service time, not driving in rest time or bunk time, Osiecki said.
Researchers will review the ELD settings to see if there are features that allow the company to customize a threshold. For example, under the federal mandate, the EDL will need to reflect driving time as soon as the truck reaches five mph or more. for a service as in the replacement configuration to build this configuration across five mph.
Prior to an audit or compliance investigation, Osiecki indicated that truck corporations ensure that their ELD files are organized, reliable, and that more than one user in the workplace knows how to save those records. formula to make sure your drivers adhere to the rules.
“Think about taking ‘open eyes’ out of ELD records for simulated auditing and investigation in accordance with ELD procedures,” Osiecki suggested. “It can be helpful to take a look outside at the variety of drivers and ask their records. See if you can access and transmit them, then ask someone to review them.
In the end, he indicated that truck corporations had falsified government audit practices and procedures before compliance investigations were conducted.
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Volkswagen AG’s advertising truck company, Traton SE, has a greater offer to acquire all Navistar International shares Corp. Si the proposal is accepted, Traton would be the sole owner of Navistar.
Volkswagen AG’s heavy trucking business, Traton SE, is more likely to get all of Navistar International Corp. ‘s shares, and can buy the rest of the truck manufacturer for $3. 6 billion in cash.
Traton, who already owns a 16. 8% stake, has been offered to purchase the inventory he still owns for $43 according to the stock, compared to his January $35 offer consistent with Navistar’s stock.
Volkswagen AG also showed its overall goal of providing budget for financing a higher offering. If the proposal is accepted, Traton would be the sole owner of Navistar. The proposal is subject to the Traton and Navistar agreement on a merger agreement, the conduct of acceptable due diligence and approval of the merger agreement through the forums of traton managers and Volkswagen AG, as well as Navistar’s board of directors and shareholders’ meeting.
On 10 September, Navistar demonstrated that it had won Traton’s revised proposal. Navistar’s board and control team are committed to exploring all avenues to maximize value, the company said in a statement.
“In accordance with its fiddry obligations, the Board of Directors will carefully review Traton’s revised proposal in consultation with its advisors to find out what it believes it is in the most productive interests of the company and its stakeholders,” Navistar said. “Navistar shareholders do not want to take action at this time, and there is no guarantee that a transaction with Traton will occur or be completed. Navistar does not intend to make additional comments on the proposal unless and until it is appropriate to do so, or until a formal agreement has been reached. »
JP Morgan and PJT Partners act as monetary advisors to Navistar. Sullivan
On September 9, Navistar reported a net loss of $37 million in the third quarter of 2020, or $0. 37 consistent with diluted share, compared to the net source of revenue of $156 million in the third quarter of 2019, or $1. 56 consistent with diluted share.
Revenue for the quarter was $1. 7 billion, 45% less than the 3rd quarter of 2019, and key expenses (Trucks and Buses Class 6 to 8 in the US) were the only ones in the U. S. But it’s not the first time And Canada) were minimized by 53%, of COVID-19, as well as comparable quarterly effects last year that were close to the peak of last business cycle, the company said in its third-quarter earnings report.
During the quarter, Navistar appointed president and CEO of Persio Lisboa, and Troy Clarke as the new ceo. The company has also made several control adjustments aimed at accelerating the speed of its Navistar 4. 0 progress by focusing on opportunities in complex technologies.
Earlier this year, Navistar announced that it had taken several steps to maintain its liquidity and liquidity in reaction to the COVID-19 pandemic. “These moves were a success as the company ended the third quarter with $1. 6 billion in production cash, allowing it to finalize its workers’ deferment program on September 1, several months earlier than originally planned,” Navistar reported.
In addition, Navistar reported that movements taken as a result of the pandemic had resulted in a decrease in sales, general and administrative prices (SG)
“Our goal is to cover overhead and administrative expenses of between 7% and 9% of revenue,” said Walter Borst, Navistar’s CHIEF Financial Officer. “Our purpose has gone from the transitional money retention movements to the sustainable charge savings that our Navistar 4. 0 targets and positions us higher for profitability at all stages of the cycle.
Navistar is also redirecting more resources to complex technologies, which led to several announcements in the third quarter.
In autonomous mode, the company announced a strategic partnership with TuSimple to co-develop LEVEL four SAE autonomous trucks scheduled for production in 202four. The partnership also includes Navistar’s minority stake in TuSimple.
In the area of connectivity, Navistar has announced strategic partnerships with fleet control response providers Samsara and Geotab to enable foreign consumers to seamlessly load their selection of fleet control responses for the installation of more vehicle equipment.
In the electrical sector, the company’s NEXT eMobility Solutions business unit has signed a framework service contract with In-Charge Energy to supply charging and consulting infrastructure to electric vehicle customers.
Navistar also announced that it advanced in the structure of its production plant in San Antonio, whose opening is scheduled for spring 2022, the facility will be to build diesel and all-electric vehicles, and the first vehicle on the line will be an electric truck, built entirely on the main meeting line.
“After the pandemic, we had the opportunity to review our investment portfolio and reorganize non-critical systems, and cancel others,” Lisbon said in a statement. “By optimizing our investments, we have been able to lose significant capacity, which is being reallocated to generation systems and strategic alliances that accelerate our speed of progress.
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