One is that police and other law-enforcement lights have become smaller and smaller, making police vehicles look more and more like every other car out there.

The second is that while police lights get smaller, tow truck lights and similar lights on other vehicles get bigger and more numerous, and even come in more colors that they used to.

It’s left a lot of folks wondering whether it’s really legal for tow trucks especially to have the wild, flashing red and blue lights so often associated only with law enforcement or fire protection.

The answer, unfortunately, is that it depends.

Some states have allowed tow trucks to use red lights. Others actually specify that those vehicles use blue lights. Others still restrict them to amber flashing lights.

So it really depends on where you are. And in looking over several states’ laws, the variations are about as broad as the number of states.

One of the reasons that some states allow the red lights is the part tow trucks play in accident scenes, working with emergency personnel.

Another is because tow trucks are covered under many move-over laws, and the red lights seem to more readily get people to do that. So in that case, it’s for the safety of the tow truck driver, and the person they’re helping.

The best policy – if you see those lights, slow down. Whoever it is, it’s a life worth saving.

It’s a long list – probably far too long to print here. But here’s the main point for us: When truckers pay for a care package, we want it to be filled with things soldiers want and need – not what someone else says they want or need.

We ask the troops – Army, Navy, Air Force, Marines – what they want in those boxes.

And from this letter – a thank you sent to OOIDA Truckers for Troops – it sounds like we hit the nail on the head.

We received another box from OOIDA, and I wanted to let you know the box made it over in good shape.

Whoever put the box together did an excellent job, as there seemed to be something for everyone.

The two large bottles of hot sauce were a big hit. A lot of times, we get our dinner to go from the mess hall and eat at the office. I have a feeling the hot sauce will not last long around here.

The bottles of body soap seemed to be a big hit too; everyone was grabbing a bottle. I think the PX here at the base overcharges on that kind of stuff, and we appreciate the savings.

Thank you again and God Bless,

Keith Rosewaren

PS. We also received the scroll that was signed at the truck show in Louisville, and it is proudly hanging along the hallway of our office!

To me, the worst part of waiting in those situations is not knowing what’s going on. When you sit in your airplane seat while the plane doesn’t move for over an hour, I think the least they could do is give you periodic updates. Even if they don’t know anything. Fine by me. Just tell me what it is that you don’t know. I just want to know that you haven’t forgotten about me.

Same with waiting in the doctor’s office. You sit in the waiting room for a time and then you hear your name called. It feels like you won the lottery. Great! I’m next! I’m finally going to see the doctor! Only you’re not. You’re going to go and sit in another, smaller, room and wait some more. And you’re trapped in this room with the door closed. Nobody can see you in there, which always worries me. I worry that they’ve forgotten I’m in there. Any more than a half an hour goes by and I stick my head out the door and look around, just to let them know I’m still there.

So you see why I would make a lousy truck driver. Truck drivers spend hours upon hours waiting –whether it’s waiting in traffic, waiting at the scales, waiting for an inspection or waiting at the loading dock. Sure, the open road would be great. But hurry up and wait? That I couldn’t deal with.

I got to thinking about that amid the series of listening sessions the FMCSA is currently having about hours of service. I listened to one the other day and heard stories of how drivers will show up at a loading dock and be told to “park over there and wait; we’ll let you know when we’re ready for you.”

Those waits, as I’m sure everyone reading this knows better than I do, can last for hours on end without so much as a peep from anyone on the loading dock. That would drive me crazy. I would be up there bugging someone every half an hour. “Are you ready for me now? How about now? Is now good?”

And as if the wait itself wasn’t bad enough, top that off with the fact that a) you don’t get compensated for it; b) the shipper doesn’t give a damn how long you had to wait, and c) nobody is going to hold him responsible even if it was more than a whole day and you’ve got yourself the makings of a big Screw You Sandwich.

That’s kind of like waiting for an hour in your doctor’s office and he finally comes in, doesn’t bother to apologize, and tells you that he didn’t have time to sterilize before beginning your prostate exam. But that’s not his problem, he’s a busy man. Oh, he’s out of rubber gloves too and did he mention this isn’t covered by your insurance?

Bend over and smile!

In every case thus far, these have been among the more boneheaded ideas to come out of state government. And I don’t expect that part to get better.

We all know the downsides to this – asking truckers to climb up on top a trailer roof never intended to support human weight, on a slippery surface 14 feet in the air.

But according to one trucker, it’s not only dangerous to do that, it’s unnecessary. And he has plenty of experience with snow on a truck.

He drives in Colorado, and he deals with extreme amounts of snow.

So how does he do that? He runs slowly either in the right lane or, if it’s available, on the shoulder until the snow has gradually blown off the top of this truck. Apparently, he’s been doing it this way for years, and with very good success.

I suspect that many truckers who have this kind of experience do wait to get the stuff blown off. So I can accept what he said as good advice.

But it’s not advice I would give truckers in New Jersey and Pennsylvania. In those states, it’s not even an option, even if it is a safe way for the trucker to remove snow.

And, of course, it wouldn’t get rid of ice buildup at all.

But either way – this whole set of laws is based on a few cases that are extreme exceptions to the rule.

As I recall, it was based on one case where snow and ice that came off a single truck led to a death.

Now, I’m not saying that a single human life isn’t important. I don’t play that game.

But how is it that one life is superior to the lives of all the truckers who will be put in physical danger or face the law?

I don’t object to reasonable safety measures. Quite the opposite, I wholeheartedly support those things that really contribute in a consistent way to safety.

But this is putting hundreds or thousands at risk over something that happened once to one person.

It is a tragedy that this one person lost their life, and I wish it hadn’t happened. But some things called accidents are really just that – accidents, events of chance that likely would not have occurred again, much less occurred frequently enough to justify this kind of effort.

You want to increase safety on our highways? Try a uniform speed limit. Try real driver’s education for teenagers. Try fixing the thousand and one ways that truckers’ time is wasted at the dock, the real cause of truckers’ long hours.

But those are hard – and it’s much easier for these folks to demonize the people who bring their food and clothing than to fix a real problem.

Those continuing problems include difficulties finding truck parking in many areas of our country.

In fact, we still face a situation where the greatest need, the worst shortage, and the heaviest truck traffic all seem to happen in the same places.

One of the things we talk about is businesses who are served by trucks – which ones allow those trucks to park there, and which ones don’t.

One name comes up frequently in those discussions – Wal Mart.

We hear all the time about stores that rely on truckers, but that don’t allow them to park – just unload and get the heck out of Dodge.

We’ve had a running debate on the show about who makes that decision. One trucker told us that in Pennsylvania, it’s the owner of the land who leases the store location to Wal Mart. Another called shortly after and pointed out that the companies that lease land to Wal Mart are either owned by the retail giant, or have a very close relationship.

Then I got an answer as close to the horse’s mouth as I’ve ever been.

I talked with someone I know who once worked at Wal Mart headquarters in Bentonville, AR.

First, he confirmed that when Wal Mart leases land for a store, it’s either from one of their own subsidiaries or a company that they have a very close relationship with.

What’s more, that same person told me that whether trucks can or can’t park at a store is a decision left to each individual store manager. And that means these very same people who depend so much on trucks are the ones turning them away.

This isn’t a problem limited to Wal Mart, that’s certain. But they are taking part in making a bad situation worse.

What’s the difference between an RV and a truck to them? The chain pretty much encourages RVs to park there overnight for free. If either is accepted to park there, if either is allowed so they can shop there, then the other should be as well.

What’s more – many cities have laws specifying what facilities must be offered in order for someone to allow RVs to park overnight. In most of those places, no such restriction exists for trucks.

Obviously, this is Wal Mart’s property, and they can do with it as they please. But if you’re trying to make friends and gain customers in a tough economy, pissing off an industry that has 3.5 million potential customers for no good reason may not be your wisest course of action.

Here’s the idea: Each industry or company is allowed to emit so much carbon – a result of burning anything.

If you don’t use all of your allowance, you can sell it to someone else in the form of carbon credits. And if you want to emit more than you’re allowed, you can buy some of those credits to do it legally.

So far, most proposals only cover so-called stationary sources, like factories. Only a few would include what are called “mobile sources,” like trucks.

What’s interesting is how far some people want to go in capping emissions.

At one point, they wanted to cap and trade emissions from – get this – cow farts.

I so wish I were kidding, but I’m not.

Why did they not do that? Is it because they realized there may never be anything as silly as taxing cow farts, or really any other kind of fart?

No. It was because the agriculture lobby pitched a fit.

I remember Harry S. Truman once saying that if you want a friend in Washington, get a dog.

These days, you can’t … if your dog farts.

He was at a truck stop, and heard a group of his fellow truck drivers griping about the state of things. Over and over, each one of them said that someone needed to stand up for truckers.

Our caller jumped in, saying there is someone – OOIDA.

And right away, the other truckers – the ones who were griping – proceeded to bad-mouth the association, saying OOIDA doesn’t do anything.

The day I ran his call on the air, I responded with just a few examples of what OOIDA has done very recently. Not even in the past year, but recently. And those were just the ones I could recall off the top of my head.

After I ran that list on the air, we had a number of calls from truckers asking that we publish it so they could pass out copies to other truckers. Here is exactly what I said OOIDA has done recently for truck drivers:

• · Exposed a lousy ARC loan program by SBA that wasn’t helping truckers as required;
• · Worked with Congress and the Administration to stop the cross-border trucking pilot program with Mexico;
• · Got two split speed limits overturned, in Ohio and Illinois, working with other groups like Midwest Truckers;
• · Secured grants and low-interest loans for truckers to purchase APUs or update their engines;
• · Worked with lawmakers to secure a required pass-through of the fuel surcharges of Defense Department loads;
• · Fought and stopped a proposed mandatory EOBR requirement for all truckers in the U.S. Senate;
• · Assisted former Arrow truckers get help and accurate post-employment information after the carrier abruptly shut down, leaving hundreds under dispatch;
• · Fought efforts to toll I-80 in Pennsylvania;
• · Helped find stolen trucks through TRACER;
• · Exposed and sued over the Minnesota Fatigued Driver Evaluation Checklist;
• · Discovered and sued over Minnesota’s lack of authority to issue any ticket based on federal trucking regulations;
• · Continued to fight efforts to allow larger, heavier trucks on all roads all the time;
• · Pushed for and sued for more and better driver training – which due to those efforts is now in the rulemaking process;
• · Collected millions of dollars owed truckers by state governments, carriers and others, and put that money back in truckers’ hands;
• · Raised funds to send care packages to our troops overseas, nearly all of whom are either truckers themselves or the husbands, wives, sons and daughters of truckers;

And again, folks, those are just a few of the recent things the association has done.

Earlier, I offered another list – a list of what the association does for company drivers. That’s an important part of what we do for our members as well. Here’s that list:

• · Land Line Magazine – more than 100 pages of information designed specifically for truckers, including the latest news, analysis of what it means to you, information about equipment and maintenance, business and tax advice, and other useful content;
• · Representation in Congress, with regulatory agencies that write rules like the Hours of Service and hazmat regs, and with state governments. You have to follow the same Hours of Service, the same hazmat regs, get the same TWIC card, and deal with the same problems as other truckers when it comes to regulation or new laws. And OOIDA is the only voice out there that speaks for you.
• · Help with contacting legislators, looking up state lawmakers’ contact information, and the OOIDA Political Action Committee, all of which are part of the effort to represent you.
• · Alerts and notifications – including Call to Action and Information Updates on legislation in your state, so you know when you need to call lawmakers. It includes daily e-news delivered directly to your e-mail account.
• · The TRACER program, which will send you law-enforcement BOLOs (be on the lookout notices), Amber Alerts, transportation security notices, alerts on missing or overdue drivers, information about stolen trucks, food product recalls and others.
• · Compliance assistance through our Business Services Department, including answering questions about the Hours of Service, logbooks, and any other regulatory information you need as a company driver.
• · Referrals to trusted companies we work with for problems with tickets, taxes and other common concerns – companies that deal specifically with truckers.
• · Access to the OOIDA members’ only forum, which has a specific forum just for company drivers, but also others for several other topics, where you can discuss issues with and ask questions of your fellow drivers.
• · Land Line Now, the first daily news and information program specifically for truckers;
• · A number of informative Web sites, all updating our members on important issues for all truckers.
• · The OOIDA Mary Johnston Scholarship, which helps pay for a college education for the children or grandchildren of truckers;
• · The Advantage Medical Plans;
• · Major medical insurance through Assurant;
• · Dental plans and vision plans;
• · Term life insurance;
• · Short-term disability insurance;
• · A prescription drug discount card.
• · A $1,000 Accidental Death and Dismemberment Plan to each current dues-paying member at no cost;
• · The option to purchase up to $400,000 additional coverage for you as well as coverage for your family.
• · And, if you want to carry passengers in your company truck, and you want them insured, OOIDA offers a passenger accident plan.
• · A number of discount and rebate programs that apply just as much to company drivers as they do to any other trucker, such as:

o Residential long-distance;

o Toll-free phone service;

o High-speed Internet access;

o A calling card;

o Sprint cell phone service;

o Online college courses through Grantham University;

o RavelCo anti-theft devices, including products for personal cars;

o XM radio (for the purchase of the actual radio);

o Several hotels chains nationwide;

o Chrysler, Dodge and Jeep vehicles;

o Dell computers;

o Hertz rental cars;

o And numerous other discounts or rebates.

Again, this isn’t even a complete list of the services that OOIDA offers company drivers, much less the benefits and services that the association offers to owner-operators, both leased and on their own authority.

So do you still think no one is doing anything to stand up for the average truck driver? The proof is in the pudding, my friends. And I think this case is officially closed.

If ever I need my faith in humanity restored, I will look back on the Christmas of 2009 and the debacle of Arrow Trucking Co.. Oh, not the debacle itself, mind you. That was a horrible, soul-crushing event made worse by the scum in charge of the company.

No, what I will remember is how hundreds of people came together to help hundreds of truckers who suddenly found themselves out of work and stranded across the country when Arrow abruptly shut down just days before Christmas.

Here are a few ROSES and RAZZBERRIES we recently handed out to those involved in the failure of Arrow Trucking and its aftermath.

RAZZBERRIES to Arrow Trucking Co. for shutting down and leaving hundreds of drivers stranded all around the country just days before Christmas. You could argue that the higher ups weren’t planning on having that company go down when it did, and you’d probably be right.

But you can’t sit there and say they didn’t know it was coming. There’s no way this caught them that much by surprise. They were still scheduling deliveries and sending drivers out on the road even though they knew the company was in trouble. And then when it did happen they left everybody high and dry, in some cases still under loads, with nowhere to go.

At the very least it’s just poor planning on their part. At the worst, it’s a bunch of Scrooges who ignored the ghost of Christmas present and apparently weren’t too keen on the future either.

ROSES go out to everyone who was involved in helping out and stepping up to the plate when it was needed most to help get those drivers off the road, get them home, get them new jobs or even just get them something to eat.

It was a great thing to watch as the generosity of the trucking industry came through yet again and rallied hard when their fellow truckers were in need. No matter how many times you see it happen, it still surprises and amazes you each and every time.

And a special shout-out goes to Donna Creekmore, who worked as “Driver Advocate” at Arrow and to OOIDA Member Eric Mende. Donna, on her own time, spearheaded much of the effort to help get these drivers home. And Eric spent a lot of his own time and money to lend a hand.

Thanks to them and to everyone who helped out during that troubling time.

RAZZBERRIES go out to the Flying J in El Paso, Texas. Jami Jones called down there while this whole mess was going on to try and help get some Arrow drivers fed and the management flat out refused to talk to her.

As if that wasn’t enough, they stuck some poor girl on the phone with Jami and told her all they could give her was Daimler’s number so those drivers could turn in the trucks.

We can’t speak for all of the Flying J’s and maybe there were some out there that helped out, but the one in El Paso, TX, couldn’t be bothered to lift a finger. And we can think of one finger that maybe should be lifted in their direction.

There’s a statistic out there: One in 10 jobs in Arkansas is related to trucking.

The figures may not be as great for other parts of the country, but the fact is this industry has a huge impact of our economy, and on our population.

Every day, it seems like I meet someone who’s related in some way to a trucker – a friend, a neighbor, a relative, a co-worker.

The same is true among our soldiers overseas, as we found out from this letter, thanking truckers for their contributions to the Truckers for Troops Telethon.

Thanks for the two big boxes we received today! My soldiers had a great time picking out items.

We are in the middle of much transition. We are celebrating our halfway point of the deployment this week. We are expected to be home by September.

I’m very impressed by your radio telethon efforts! My father was a truck driver for Rocha Trucking in Northern California. He passed away last March. His name was Jim Ferrario.

He loved being a truck driver and was very good at it. I have a lot of respect for truck drivers because of him.

Thanks for all you and the drivers are doing for us.

Blessings to you & yours,

Chaplain Lisa Northway

The debate over distracted driving has become so intense, it could drive you to distraction.

It was actually the topic of a national summit meeting some time back, and has been the subject of numerous news reports, and even bills in Congress.

But a lot of folks are concerned that all of the focus is on texting and cell phone use.

Few people are fond of texting while driving. On the face, it seems like a lousy idea. But if you’re using a hands-free device, if it’s not hand-held cell phone use, many folks wonder why that’s a problem.

And likewise, a lot of people are asking why other obvious distractions are not being included in the discussion.

How about kids on a school bus? Those drivers have sometimes dozens of innocent lives in their hands, and they’re not only in charge of driving. Let’s face it, they’re in charge of discipline, safety of passengers and more.

This isn’t like bus drivers for Greyhound or charter buses full of senior citizens. These are kids, not adults, and you have to keep an eye on them.

What makes this more of a concern: Not all of those school bus drivers are really right for their job.

First, I should say that many, if not most, of them are good. And the good school bus drivers are saints. You’d have to be not to kill those little suckers for everything they do on a school bus.

Second, this points out that while texting behind the wheel is something we should put a stop to, we’re missing some other major distractions and focusing on some places that just aren’t the problem they’re made out to be.

Which is the more distracted driver – the school bus driver with 78 screaming, misbehaving, spitwad-blowing kids, or the trucker on a hands-free cell phone?

I’ll put down 20 clams on the bus driver. And I’m thinking that’s a bet I’d win.

We need to step back, look at this issue more carefully, and make sure that we’re not scapegoating people and going overboard.

Of course, this is the government we’re talking about. So … never mind.

A lot of folks we talk with about the care packages sent out as part of OOIDA’s Truckers for Troops effort think it’s all about what’s practical.

And part of it is. We send socks, we send muscle rub, we send things that are of practical benefit to our troops overseas.

But a big part of this is about morale – if not the biggest part. These folks are separated from friends, family and community. Many in this effort are National Guard or Reserve, unused to being on duty for long periods.

An armed force with low morale doesn’t – can’t – do its job well. And nothing can raise that morale more than to know this: The people you’re fighting for understand your efforts, and both appreciate and support you in your mission.

That’s the message we’re sending in those boxes. And from this thank-you letter, it sounds like our message got through.

I’m sending this e-mail in regards to the care packages that were sent to us by your organization. We are very grateful and much appreciative and would like to say thank you.

I’ve never been much for words, but I would like to say that it’s good to see the morale and spirits of myself and our soldiers lifted when we received the packages.

I keep telling myself that what we do out here is just part of our job; it’s what we signed up for. We fight the fight out here on the frontline; you fight the fight for us back home.

Thanks to dedicated people such as yourself and your members, again ... thank you.

Sincerely,

SGT Ricardo Lopez

SGT Manuel Morin

SPC Matthew Keith F

Co 1-8 CAV FOB McHenry

A while back, we ran a story about the town of Trinity, NC. The town has passed an ordinance that bans truckers from parking their rigs on their own property.

The reasoning behind many of these local efforts is the noise these trucks are alleged to make.

This is one of my pet peeves. Why is one form of noise worse than another similar noise, at the same decibel level?

We see all the time signs that say “engine brakes prohibited.” And the problem those communities have with Jakes is the noise – at least, that’s what they claim.

Yet many, if not most, of those same towns, have no noise ordinance. A kid’s boom box, a party down the street, or a Harley with a drilled-out set of baffles – they all get a free pass.

In fact, just try to do something about Harley noise. Years ago, the town of Shawnee, KS, did, and their city council meeting was flooded with leather-clad Harley riders loaded for bear. Confronted with a crowd that some numbered in the hundreds, the city council backed down.

Years ago, I covered another meeting in a town that was considering a ban on truck parking – Lancaster, OH. And in that case, the attempt to pass the ban was allegedly based on alleged noise complaints.

Well, when the facts came out, it was one neighbor who had a problem with one trucker in her neighborhood. There had never been any other complaints against any other trucker.

Well, the truckers in Lancaster took a page from the Harley riders’ book – and even did them one better.

The truckers in Lancaster showed up at their city council meeting. But they were calm, professional, and stuck to the facts. They did not yell; they did not catcall. They didn’t even raise their voices.

In the end, they were able to get the proposal changed in a way that left most of those truckers able to continue as they had been, parking at their homes.

That’s the secret, folks. Show up for those meetings, do it in force, organize all your fellow truckers, have your facts in order.

Let them know that you are contributing, taxpaying citizens in your community, that your trucks are not a noise hazard, that they’re not eyesores.

They are as much a part of the town as anything else there, and the truckers who drive them should have the same rights as other people who live there.

This kind of involvement may take a while to work, but it does an incredible amount of good in improving the image of this industry, in showing other citizens and officials that truckers are professionals, and in protecting the rights of all truck drivers.

I have a very low tolerance for arrogance. People who are too full of themselves just turn me right off. Mary Nichols and I would not get along at all.

Nichols, the chair of the California Air Resources Board, gives new meaning to the term chutzpah. I had heard the stories about her before, of course, from Charlie Morasch, who does such a good job covering the activities of CARB for Land Line Magazine. And from Joe Rajkovacz, OOIDA’s director of regulatory affairs, who has been to CARB meetings and looked the devil in the eye, so to speak.

But I had not experienced Ms. Nichols for myself until the December board meeting, during which I witnessed her give the most arrogant, backhanded “apology” since, well, I can’t even think of another one I have seen like that. It was only an apology in the loosest sense of the term.

What she was supposedly apologizing for, in case you missed it, was the fact that one of the lead researchers on a paper that CARB has used as the basis for a number of regulations turned out to be a big, fat fraud. Oh, and Nichols, along with some other board members, knew about the fraud for over a year and kept quiet about it.

Now that it has been brought to light, however, Nichols says it’s no big deal. The researcher in question didn’t contribute that much to the paper anyway and, besides, she had the most honest of intentions (her words, not mine) in keeping it quiet for a year.

Just to recap – the man was a fraud. She knew about it. She said nothing for over a year. But she did it with honest intentions. You know, I believe her. I believe she honestly intended to deceive everybody involved so she could get her way.

And now, CARB is continuing to enact rules and regulations based on that report, written by a fraud, and acting as if that’s all peachy keen. Well, it’s not. Somebody has to hold them accountable.

Sadly, it seems the only way the Governator will sit up and take notice is if Mary Nichols changes her name to Sarah Connor.

We’ve mentioned several times before that the care packages sent out by Truckers for Troops were each sent to a unit. It enabled OOIDA to cover far more troops than we had addresses.

For the most part, the packages were shared by a full unit, sometimes less. The important thing is to get as many as possible served, to show to as many as possible how important they are to us, and how much their nation appreciates their service.

You can see through letters like this one that the message got through.

I wanted to take a minute to say thank you for the care package. The support of our citizens and hard-working Americans is greatly appreciated.

It is so nice to know that while we are far away from home and away from our families that we have not been forgotten – and that we occasionally have a piece of home sent to us in the form of a care package.

The care packages that we receive always lift the morale and spirits of the soldiers. And as all soldiers do, we share the items that we receive with each other.

In this spirit, I have shared your care package with four other soldiers that are members of my team. I want to pass along their thanks as well as mine.

Each one of us appreciates the time, effort and the expense that has gone into assembling and sending this package to us.

Thanks,

LTC Roger Krull

For many years now, truckers have observed a simple practice.

When they see a law-enforcement officer, an ambulance, a four-wheeler changing their tires, a tow truck, whatever at the side of the road, they move over to ensure the safety of that person.

Not everyone follows that practice. Films of police being clipped by cars passing by a traffic stop are unfortunately pretty easy to find on the Web.

But sometimes, truckers don’t have a chance to show that courtesy.

Sometimes, four-wheelers will trap a trucker in that right lane and, if the line of cars is long enough, prevent that truck from safety moving over.

But sometimes, it isn’t four-wheelers who cause that. Sometimes, it’s the law.

Left-lane restrictions are rapidly becoming a fixture in some parts of the country. Some only block out the far left lane, and only if there are at least three lanes in each direction. Others are far more restrictive.

If a law says you aren’t allowed to move over because trucks are forbidden in the left lane, how likely is it for truckers to risk a ticket that can run in the hundreds of dollars just to show a simple courtesy to law-enforcement officers and others at the roadside.

If public officials are really concerned about roadside safety, they’d stop passing those stupid left-lane laws.

Instead, they’d start enforcing move-over laws on four-wheelers, many of whom don’t seem to think they have to obey them.