In-Service Training for the Roadside Inspector

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In-Service Training for the Roadside Inspector

2014

North American OOSC

Inspector Training

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Objectives

Review the changes to the 2014 Out-of-Service Criteria effective April 1, 2014.

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2014 OOSC Changes

Effective April 1, 2014 Part I Changes Part II Changes Policy Changes Changes denoted by *

– For this Presentation – Changes highlighted in Red

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2014 OOSC Changes - Part I

*2. OPERATOR’S/CHAUFFEUR’S LICENSE OR PERMIT (NON-CDL)

*a. Vehicle 26,000 lbs. or less GVWR not designed to transport 16 or more passengers or placarded loads of hazardous materials.

*(2) Operating a non-CDL required commercial motor vehicle with driving privileges revoked, suspended, cancelled, or otherwise disqualified. (391.15(a)) Declare driver out-of- service. (Out-of-service action to be initiated if a driver’s license is suspended in a jurisdiction for any safety related or unknown reason.)

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*2. OPERATOR’S/CHAUFFEUR’S LICENSE OR PERMIT (NON-CDL)

Justification: This change, which removes non-safety related license suspensions from constituting an OOS condition, corresponds with the fact that the OOSC is a safety document and offers a middle ground that meets the States’/Providence’s needs while being fair to industry, as more non-safety related license suspensions are occurring. This does not preclude an inspector from acting in accordance with their States’/Providence’s requirements, as allowed by their Memorandum of Understanding with CVSA.

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*3. CDL

*a. License

*(2) Operating a CDL required commercial motor vehicle with driving privileges revoked, suspended, cancelled, or otherwise disqualified. (383.51(a)) Declare driver out-of- service. (Out-of-service action to be initiated if a driver’s license is suspended in a jurisdiction for any safety- related or unknown reason.)

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*3. CDL

Justification: This change, which removes non-safety related license suspensions from constituting an OOS condition, corresponds with the fact that the OOSC is a safety document and offers a middle ground that meets the States’/Providence’s needs while being fair to industry, as more non-safety related license suspensions are occurring. This does not preclude an inspector from acting in accordance with their States’/Providence’s requirements, as allowed by their Memorandum of Understanding with CVSA.

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*4. DRIVER MEDICAL/PHYSICAL REQUIREMENTS

*b. Medical Certificate

*(4) Operating a property-carrying vehicle without a valid medical certificate in possession. If the driver fails to produce a medical certificate or has an expired medical certificate and has a previous history of failing to produce a medical certificate, or having an expired medical certificate, the driver shall be placed out-of-service. (391.41(a)) Declare driver out-of-service.

Inspection Bulletin 2013-03 – Driver Possession of a Valid Medical Certificate

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*(4) (continued)

*NOTE: A CDL driver whose CDLIS query indicates no medical certification has been filed and who presents a valid medical certificate during inspection shall not be placed out-of-service during the transition period.

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Justification: This change informs the roadside inspector that Inspection Bulletin 2013-03 – Driver Possession of a Valid Medical Certificate has recently been changed, providing additional clarification on how to place a driver out-of-service for not having a medical certificate. The note further instructs inspectors to accept a valid medical certificate as proof of compliance, when in hand, if CDLIS shows otherwise, since several States are in various stages of the medical certificate/CDL integration process, whose transition period has been extended to January 30, 2015.

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*(5) Operating a commercial motor vehicle with a fraudulent medical certificate. (390.35) Declare driver out-of- service.

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Justification: This change allows the roadside inspector to place a driver out-of-service for having a fraudulent medical certificate, a condition that was previously just a violation.

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*10. DRIVER’S RECORD OF DUTY STATUS – U.S.

*a. Property-Carrying Vehicles (395.3)

*(1) 11 Hour Rule (See Footnotes 3, 4, 6, and 8)

Driving more than eleven (11) hours following ten (10) consecutive hours off duty. (395.3(a)(3)(i)) Declare driver out-of-service until such time as eligibility to drive is re-established.

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*10. DRIVER’S RECORD OF DUTY STATUS – U.S.

Justification: This change corrects the referenced cite number to correspond with 395.3 since it was amended to incorporate the newly created ‘30-minute rule’.

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2014 OOSC Changes - Part II

*Policy Statement

For the purpose of a CVSA decal issuance, if no violation is detected during a North American Standard Level I or Level V Inspection due to a hidden part, other than pushrod stroke measurements, of the listed Critical Vehicle Inspection Items, then a CVSA decal shall be applied. However, if more than 20 percent of pushrod travel, on exposed pushrods, cannot be measured, then a CVSA decal shall not be applied.

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*Policy Statement

(continued)

If a brake measurement was not obtained due to a hidden component, then “NM” shall be documented for that wheel-end brake as well as being noted on the inspection report that it was not measured due to a hidden component. Brakes not measured will be considered compliant and still included in the 20 percent calculation. An inspector can still apply a CVSA decal even though his/her jurisdiction does not allow for the inspection of gaseous

fuel systems.

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*Policy Statement

Justification: This change seeks to clarify the existing policy on what constitutes ‘hidden parts’ and when a Level I or a Level V inspection can or cannot be completed. It establishes a standard for when a vehicle qualifies for a Level I or Level V inspection and when too many brakes are not accessible (more than 20 percent) to qualify. Also, it provides guidance on how to document brake measurements for brakes that are not accessible for inspection. This change also restates the fact that gaseous fuel systems are an optional inspection item.

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*Policy Statement

When a vehicle is declared out-of-service for a condition resulting from an accumulation of violations, all violations that contributed to the specific out-of-service condition must be repaired (e.g., a vehicle, or vehicles in combination declared out-of service for 20 percent defective brake violations must have all the 20 percent defective brake violations repaired prior to being released; or, a vehicle declared out-of-service for two tires at less than 1/32 inch (0.8mm) tread depth must have both tire violations repaired prior to the vehicle being released, etc.).

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*Policy Statement

(continued)

Once all of the contributing out-of-service violations have been repaired on any vehicle in a combination, that specific vehicle in the combination is no longer considered to be out-of-service.

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*Policy Statement

Justification: This addition to the Part II Policy Statement serves to clarify the out-of-service policy for conditions resulting from an accumulation of violations, on multiple vehicles in a combination, such as the 20 percent rule.


DESCRIPTION AND ORDER OF SECTIONS *2. CARGO SECUREMENT *3. COUPLING DEVICES *4. DRIVELINE/DRIVESHAFT *5. EXHAUST SYSTEMS *6. FRAMES *7. FUEL SYSTEMS *8. LIGHTING DEVICES (HEADLAMPS, TAIL LAMPS, STOP

LAMPS, TURN SIGNALS AND LAMPS / FLAGS ON PROJECTING LOADS)

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DESCRIPTION AND ORDER OF SECTIONS *9. STEERING MECHANISMS *10. SUSPENSION *11. TIRES *12. VAN AND OPEN-TOP TRAILER BODIES *13. WHEELS, RIMS AND HUBS *14. WINDSHIELD WIPERS *15. EMERGENCY EXITS AND/OR ELECTRICAL CABLES AND

SYSTEMS IN ENGINE AND BATTERY COMPARTMENTS (BUSES)

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DESCRIPTION AND ORDER OF SECTIONS

Justification: This change rearranges, in alphabetical order, the sections of Part II due to the renaming of SECUREMENT OF CARGO to CARGO SECUREMENT and the interpolation of a new section, DRIVELINE/DRIVESHAFT.

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*1. BRAKE SYSTEMS

*a. Defective Brakes

*(5) Drum (Cam-Type and Wedge) Air Brakes

*(a) Missing or broken brake shoe, lining, return spring (shoe or chamber), anchor pin, spider, cam roller, camshaft, pushrod, yoke, clevis pin, clevis pin

retainer (e.g., cotter pin), brake adjuster, parking brake power spring, or air chamber mounting bolt. (393.48(a)) Inspection Bulletin 2006-01 – Camshaft Bushings

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*1. BRAKE SYSTEMS

Justification: This change adds a condition, to be considered a defective brake included in the 20 percent rule criterion, that can very quickly allow a clevis pin to be lost and degrade brake performance or render a brake inoperative.

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*1. BRAKE SYSTEMS


*(6) Air Disc Brakes (Exposed Pushrods and Direct Coupled – Air Chamber to Caliper)

*(a) Missing or broken caliper, brake pad, pad retaining component, pushrod, yoke, clevis pin, clevis pin retainer (e.g., cotter pin), brake adjuster, parking brake power spring, chamber return spring, or air chamber mounting bolt. (393.48(a))

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*1. BRAKE SYSTEMS

Justification: This change adds a condition, to be considered a defective brake included in the 20 percent rule criterion, that can very quickly allow a clevis pin to be lost and degrade brake performance or render a brake inoperative.

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*1. BRAKE SYSTEMS


*(7) Hydraulic and Electric Brakes

*(a) Missing or broken caliper, pad retaining component, brake pad, shoe, or lining. (393.48(a))

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*1. BRAKE SYSTEMS

Justification: This change addresses an unintentional omission from the OOSC that was originally included only in the section for air disc brakes, but is now included in the section for hydraulic and electric brakes. The pad retaining component, normally a metal bracket, prevents the brake pads from becoming dislodged from the caliper.

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*1. BRAKE SYSTEMS

*k. Air Loss Rate

If an air leak is discovered and either the primary or secondary reservoir pressure is not maintained when: (396.3(a)(1))

(1) Governor is cut-in;

(2) Reservoir pressure is between 80-90 psi (551-620 kPa); (3) Engine is at idle; and,

*(4) Service brakes are either fully applied or released.

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*1. BRAKE SYSTEMS

Justification: This change addresses a previously unknown condition that can occur during the air loss rate test portion of the inspection process that was not covered in the OOSC. It was determined that during the air loss rate test, loss of air from the brake system upon brake release was an equally serious safety hazard necessitating its removal from the roadway.

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*4. DRIVELINE/DRIVESHAFT

*a. Yoke Ends (Including Slip Yoke, Yoke Shaft, Tube Yoke and End Fitting Yoke)

*(1) Any visible crack in a yoke end. (396.3(a)(1))

*(2) Any yoke mounting hardware loose (with hand pressure only), broken or missing. (396.3(a)(1))

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*a. Yoke Ends (Including Slip Yoke, Yoke Shaft, Tube Yoke and End Fitting Yoke)

*(3) Any horizontal or vertical movement of slip joint yoke shaft of greater than ½ inch (12.8 mm), with hand pressure only. (396.3(a)(1))

*(4) Any loose, broken or missing end fitting fastener. (Also see item 4.b.(1)) (396.3(a)(1))

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Slip Joint

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Yoke

End FittingYoke Nut

(mounting hardware)

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*b. Universal Joint

*(1) Any independent vertical movement between opposing yoke ends greater than 1/8 inch (3.2 mm), with hand pressure only. (396.3(a)(1))

*(2) Any missing universal joint bearing cap. (Also see item 4.b.(1)) (396.3(a)(1))

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*b. Universal Joint

*(3) Any missing, broken or loose (with hand pressure only) universal joint bearing cap bolt. (396.3(a)(1))

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Bearing Assembly Cap

Bearing Cap Bolt

Retainer Bolt

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*c. Center Bearing (Carrier Bearing)

*(1) Any broken or loose center bearing bracket, bracket bolts or mounting hardware. (396.3(a)(1))

*(2) Any center bearing bracket crack equaling 50 percent or more of the original bracket width. (396.3(a)(1))

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*c. Center Bearing (Carrier Bearing)

*(3) More than ½ inch (12.8 mm) vertical movement (with hand pressure only) of the shaft in the center bearing carrier. (396.3(a)(1))

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Center Bearing Carrier

(rubber)

Shaft

Center Bearing Bracket

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*d. Driveshaft Tube

*(1) Any original metal crack in the shaft tube greater than ¼ inch (6.4 mm) in length. (396.3(a)(1))

*(2) Obvious cracked weld at shaft tube end. (396.3(a)(1))

*(3) Any shaft tube with obvious twist. (396.3(a)(1))

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Shaft Tube End

Weld

Twisted Shaft

Tube

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Inspection Bulletin 2014-01 – Driveline/Driveshaft Inspections

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Justification: The interpolation of this new section addresses the hazards created by failed drivelines, which can lead to a commercial vehicle’s inability to move and/or driveline parts falling off the commercial vehicle and becoming hazardous road debris. It also informs the roadside inspector that Inspection Bulletin 2014-01 – Driveline/Driveshaft Inspections has recently been created describing the inspection procedures and operating information for the driveline components on commercial vehicles. It is written for the purpose of supporting roadside vehicle inspections and is primarily intended to identify OOS conditions.

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*5. EXHAUST SYSTEMS

*b. Any bus exhaust system leaking or discharging under the chassis more than 6 inches (15.24 cm) forward of the rear most part of the bus when powered by gasoline engine, or more than 15 inches (38.1 cm) forward of the rear most part of the bus when powered by other than a gasoline engine, unless the exhaust discharges to the rear of all doors or windows designed to be opened, which does not include doors or windows designed to be opened solely as emergency exits. (393.83(d))

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*5. EXHAUST SYSTEMS

Justification: This change incorporates the wording contained in 393.83(d) and eliminates any misleading language and confusion when an inspector is applying the OOSC.

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*10. SUSPENSIONS

*a. Axle Parts/Members

*(2) Any axle, axle housing, spring hanger(s), or other axle positioning part(s) cracked, broken, loose, or missing resulting in shifting of an axle from its normal position. (393.207(a))

*NOTE: After a turn, lateral axle displacement is normal with some suspensions including composite springs mounted on steering axles. Inspection Guidance – Interpretation #5 & #7

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*10. SUSPENSIONS

Justification: This change inserts a reference to the newly created Inspection Guidance – Interpretation #7. This directs the roadside inspector to guidance that has been issued addressing whether a violation exists if the cross tube brace is cracked, loose, corroded or broken. The guidance states that those conditions are not violations, since the cross tube brace is used to position the suspension for shipment and installation and has no bearing on the alignment or the function of the suspension.

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*10. SUSPENSIONS

*b. Spring Assembly

*NOTES:

*2. The suspension connecting leaf, in springs having such a leaf, has the same function as the suspension connecting rod components referenced in ”Suspension Connecting Rod, Tracking Component Assembly or Sway Bar

Components” and should be treated as such a component for purpose of out-of-service.

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*10. SUSPENSIONS

Justification: This change clarifies component identification for various types of tracking rods since several training documents, OOSC pictures and industry information use differing terms such as radius leaf, radius rod, torque rod, tracking arm, etc. on different components. Generic terms such as suspension connecting rod and suspension connecting leaf are now used to refer to all of these types of components.

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Load Bearing Surface

Suspension Connecting LeafU-Bolt

Axle Housing

Spring Seat

Main Leaves

Front Spring Hanger

Rear Spring Hanger

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*10. SUSPENSIONS

Justification: This updated illustration exhibits the newly adopted suspension parts nomenclature.

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*10. SUSPENSIONS

*d. Suspension Connecting Rod, Tracking Component Assembly or Sway Bar Components

*(1) Any part of a suspension connecting rod or tracking component assembly (including spring leaves used

as a suspension connecting rod) or any part used for attaching same to the vehicle frame or axle that is cracked, loose, broken, or missing. (393.207(a)) Inspection Guidance – Interpretation #5 & #7

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*10. SUSPENSIONS

Justification: This change uses the new component terminology for the various types of tracking rods. Generic terms such as suspension connecting rod and suspension connecting leaf are now used to refer to these types of components. This change also directs the inspector to the newly created Inspection Guidance - Interpretation #7.

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*10. SUSPENSIONS


*(2) Any part of a suspension connecting rod or tracking component assembly (including spring leaves used

as a suspension connecting rod) equipped with rubber bushings is missing the bushing or the bushing is worn to the extent that the component can be moved by hand along the axis of the component. (393.207(a))

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*10. SUSPENSIONS

Justification: This change addresses the fact that newer suspensions are using bushings that are much larger than in the past. Furthermore, it sets forth a criteria that if the bushing is missing or if the bushing is so worn that the component can be moved by hand along the axis of the component, an out-of-service condition exists.

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*10. SUSPENSIONS


*NOTE: A shock absorber is not a suspension connecting rod. A defective shock absorber will not result in an OOS condition.

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*10. SUSPENSIONS

Justification: This interpolation adds clarification to questions of shock absorbers being a more critical suspension component and if so, should there be a point where a vehicle should be placed out-of-service due to a shock absorber defect. It was determined that although shock absorbers are a maintenance issue when broken, loose, or missing, at no point should the condition of the shock absorber result in an out-of-service condition.

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*10. SUSPENSIONS

Justification: This new illustration uses the newly adopted suspension parts nomenclature and provides a clearer image of the components of an air suspension.

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2014 OOSC Changes - Part IIFrame Bearing

Plates Spring Hanger

Suspension

Connecting Rod

Shackle

Main Spring

Auxiliary Spring

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*10. SUSPENSIONS

Justification: This updated illustration exhibits the newly adopted suspension parts nomenclature.

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*10. SUSPENSIONS

*e. Adjustable Axle(s)/Sliding Trailer Suspension System

*(3) The sliding suspension attachment member (undercarriage body rail) on either side exhibits a crack of any length in more than 50 percent of its attachment welds. (396.3(a)(1))

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*10. SUSPENSIONS

Justification: This addition addresses situations where the welds connecting the undercarriage body rail of the sliding sub-frame are cracked to a point where the sliding sub-frame may become detached from the trailer.

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*10. SUSPENSIONS


*(4) A sliding suspension member’s (undercarriage body rail) attachment welds are cracked completely through along a 4 foot (1.2m) continuous length of the body rail. (396.3(a)(1))

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*10. SUSPENSIONS

Justification: This addition addresses situations where the welds connecting the undercarriage body rail of the sliding sub-frame are cracked to a point where the sliding sub-frame may become detached from the trailer.

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*10. SUSPENSIONS


*(5) A sliding suspension attachment member (undercarriage body rail) is cracked completely through along a 4 foot (1.2m) continuous length of the body rail. (396.3(a)(1))

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*10. SUSPENSIONS

Justification: This addition addresses situations where the undercarriage body rail of the sliding sub-frame is itself cracked to a point where the sliding sub-frame may become detached from the trailer.

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2014 OOSC Changes – NAS Inspection Levels

Level I

North American Standard Inspection – An inspection that includes examination of driver’s license; medical examiner’s certificate and Skill Performance Evaluation (SPE) Certificate (if applicable); alcohol and drugs; driver’s record of duty status as required; hours of service; seat belt; vehicle inspection report(s) (if applicable); brake systems; cargo securement; coupling devices; driveline/driveshaft; exhaust systems; frames; fuel systems; lighting devices (headlamps, tail lamps, stop lamps, turn signals and lamps/flags on projecting loads); steering mechanisms; suspensions; tires; etc…

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Level I

Justification: This change reflects the newly renamed section cargo securement and adds the newly adopted section driveline/driveshaft, as well as re-alphabetizes the order of the equipment sections involved in a North American Standard Inspection.

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Level I

NOTE: If more than 20 percent of pushrod travel, on exposed pushrods, cannot be measured, then the inspection would not be considered a Level I inspection and shall be identified as a Level II inspection.

NOTE: A 5-axle vehicle combination with one axle not measured will still require two defective brakes to be placed out-of-service 20 percent.

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Level I

Justification: This addition reiterates the new policy on what constitutes ‘hidden parts’ and when a Level I or a Level V inspection can or cannot be completed. It recaps the standard for when a vehicle qualifies for a Level I or Level V inspection and when too many brakes are not accessible (more than 20 percent) to qualify.

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Level II

Walk-Around Driver/Vehicle Inspection – An inspection that includes each of the items specified under the North American Standard Inspection Level II Walk-Around Driver/Vehicle Inspection Procedure. As a minimum, Level II inspections must include examination of: driver’s license; medical examiner’s certificate and Skill Performance Evaluation (SPE) Certificate (if applicable); alcohol and drugs; driver’s record of duty status as required; hours of service; seat belt; vehicle inspection report(s) (if applicable); brake systems; cargo securement; coupling devices; etc…

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Level II

Justification: This change reflects the newly renamed section cargo securement, as well as re-alphabetizes the order of the equipment sections involved in a Walk-Around Driver/Vehicle Inspection.

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2014 OOSC Changes – Qualifying for CVSA Decals

Critical Vehicle Inspection Items

• Brake Systems• Cargo Securement• Coupling Devices• Driveline/Driveshaft• Exhaust Systems• Frames• Etc…

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Critical Vehicle Inspection Items

Justification: This change reflects the newly renamed section Cargo Securement and adds the newly adopted section Driveline/Driveshaft, as well as re-alphabetizes the order of the equipment sections listed in the Critical Vehicle Inspection Items list.

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Vehicle Inspections

For the purpose of a CVSA decal issuance, if no violation is detected during a North American Standard Level I or Level V Inspection due to a hidden part, other than pushrod stroke measurements, of the listed Critical Vehicle Inspection Items, then a CVSA decal shall be applied. However, if more than 20 percent of pushrod travel, on exposed pushrods, cannot be measured, then a CVSA decal shall not be applied. An inspector can still apply a CVSA decal even though his/her jurisdiction does not allow for the inspection of gaseous fuels systems.

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Vehicle Inspections

Justification: This change seeks to clarify the existing policy on what constitutes ‘hidden parts’ and when a Level I or a Level V inspection can or cannot be completed. It establishes a standard for when a vehicle qualifies for a Level I or Level V inspection and when too many brakes are not accessible (more than 20 percent) to qualify. Also, it provides guidance on how to document brake measurements for brakes that are not accessible for inspection. This change also restates the fact that gaseous fuel systems are an optional inspection item.

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2014 OOSC Changes – Inspection Bulletins

Inspection Bulletins

2014-01 – Driveline/Driveshaft Inspections (Created 04-01-14)

2013-03 – Driver Possession of a Valid Medical Certificate (Revised 11-06-13)

2013-02 – Antilock Brake Systems (ABS) Inspections(Revised 09-19-13)

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2014 OOSC Changes – Inspection Bulletins

Inspection Bulletins

Justification: This change updates the list of inspection bulletins in the OOSC with the new inspection bulletins that have been either created or revised in 2013 and 2014.

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2014 OOSC Changes – Inspection Guidance

Inspection Guidance – Frequently Asked Questions

INTERPRETATION #7: If the cross tube is cracked, loose, corroded or broken, is it a violation or an OOS condition?

ANSWER: No, the “cross tube brace” is used to position the suspension for shipment and installation and has no bearing on the alignment or the function of the suspension.

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Inspection Guidance – Frequently Asked Questions

Justification: This change updates the OOSC with new guidance for the roadside inspector concerning suspensions and the inspection procedure as it relates to “cross tube braces”.

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2014 OOSC Changes

END OF 2014 OOSC UPDATES

Documents

In-Service Training for the Roadside Inspector