Cruise Moab always comes up in these discussions and we take heat over the inspections not because we are stricter than others but it appears we are the only ones that actually make it mandatory. 
Jeff, I know we have had this discussion but I also disagree with the term “Safety” as it relates to the pre-event inspections. The intent may well be to make sure the vehicles meet OUR level of safety but in my opinion it should never be used to imply or infer that a vehicle is “safe’ for all situations or conditions based on a quick visual inspection.
The CM park brake test is done in the current manner because the inspections have to be done in town at the host campground. Locating the inspection area to some place with a slope is simply not practical. I don’t mean to dismiss the idea but in the past it was not as simply as you suggest.
I believe the requirement is 1200 rpm and it is very easy to pass with a properly adjusted brake. I have never seen a rig failed in that test.
I grew up with using the "emegency brake" when I parked, now we all call it the "parking brake" but I don't think it changes the dual purpose of the system.
Think about why a secondary brake is even considered important, it isn’t just to prevent your truck from wandering off during a lunch break (an auto trans has the parking pawl for that). I would submit that the ability to stop a 5000+ lb rig coming down a steep grade after losing all or part of the hydraulic brakes requires a suitable static test. Yes I have seen rigs lose brakes at CM.
As a side note, while they work as a “parking brake”, I am not a fan of line-lock systems as fail-safe because in most cases it is not a redundant system.
Regarding the registration and insurance.
For those that don’t realize, CM is held on BLM land and requires driving on public roads to access the trails. The use of BLM land requires a permit and that permit says the vehicles need to be insured and registered so our issue goes beyond the TLCA requirements. I have offered the CM10 Safety Chairman some suggestions on how to change things because checking proof of insurance is the most time consuming and frustrating part of the inspection. Please check the CM10 website after the 1st of the year to look for any changes in the inspection requirements.
As far as passing through inspection, we completely understand when a trail rig has an expired card or when the policy just expired and you still have the old card but it is pretty easy to resolve and get you cleared to participate (as occured with Marlin, regardless of rumors to the contrary).
Personally, I get pretty sick of arguing with participants who are in their daily driver and know they are carrying expired insurance cards and try to insist the police don’t care and I shouldn’t either (you know who you are).
With that said I have an issue with the TLCA insurance and registration requirements when the driver isn’t required to show proof he is a licensed driver. I’m pretty sure the proof of insurance cards won’t do much good if the insurance company discovers the driver has no license.
Jeff, I know we have had this discussion but I also disagree with the term “Safety” as it relates to the pre-event inspections. The intent may well be to make sure the vehicles meet OUR level of safety but in my opinion it should never be used to imply or infer that a vehicle is “safe’ for all situations or conditions based on a quick visual inspection.
The CM park brake test is done in the current manner because the inspections have to be done in town at the host campground. Locating the inspection area to some place with a slope is simply not practical. I don’t mean to dismiss the idea but in the past it was not as simply as you suggest.
I believe the requirement is 1200 rpm and it is very easy to pass with a properly adjusted brake. I have never seen a rig failed in that test.
I grew up with using the "emegency brake" when I parked, now we all call it the "parking brake" but I don't think it changes the dual purpose of the system.
Think about why a secondary brake is even considered important, it isn’t just to prevent your truck from wandering off during a lunch break (an auto trans has the parking pawl for that). I would submit that the ability to stop a 5000+ lb rig coming down a steep grade after losing all or part of the hydraulic brakes requires a suitable static test. Yes I have seen rigs lose brakes at CM.
As a side note, while they work as a “parking brake”, I am not a fan of line-lock systems as fail-safe because in most cases it is not a redundant system.
Regarding the registration and insurance.
For those that don’t realize, CM is held on BLM land and requires driving on public roads to access the trails. The use of BLM land requires a permit and that permit says the vehicles need to be insured and registered so our issue goes beyond the TLCA requirements. I have offered the CM10 Safety Chairman some suggestions on how to change things because checking proof of insurance is the most time consuming and frustrating part of the inspection. Please check the CM10 website after the 1st of the year to look for any changes in the inspection requirements.
As far as passing through inspection, we completely understand when a trail rig has an expired card or when the policy just expired and you still have the old card but it is pretty easy to resolve and get you cleared to participate (as occured with Marlin, regardless of rumors to the contrary
).Personally, I get pretty sick of arguing with participants who are in their daily driver and know they are carrying expired insurance cards and try to insist the police don’t care and I shouldn’t either (you know who you are).
With that said I have an issue with the TLCA insurance and registration requirements when the driver isn’t required to show proof he is a licensed driver. I’m pretty sure the proof of insurance cards won’t do much good if the insurance company discovers the driver has no license.
