Latest news with #NationalGuard
Yahoo
6 hours ago
- General
- Yahoo
Troopers recover body of Mekoryuk man after boat sank; 1 remains missing
May 29—Local searchers from Mekoryuk have recovered the body of one of two men missing after their boat sank off Nunivak Island, Alaska State Troopers said in an online update Thursday. The three men were out seal hunting in an Ocean Pro boat about 22-24 feet long when it sank in rough conditions in the area of Ikathleewik Bay southeast of Mekoryuk on Monday night. Alaska State Troopers initially said the men were in a smaller boat, but revised the size estimate. One man, a 19-year-old, was able to swim to shore, troopers said, but two other men weren't found. Local searchers had been combing the area since Tuesday, with a National Guard helicopter and a U.S. Coast Guard HC-130 from Kodiak helping with the effort on Wednesday, troopers said. On Wednesday, the local searchers found the remains of Albert Williams, 65, according to troopers. Samuel Shavings, 72, has not been found. "The search for Shavings was suspended after extensive search efforts were made by boat and air," troopers said. The men had been out subsistence hunting for seals, Williams' daughter told Alaska's News Source. Mekoryuk is a village of about 300 people on Nunivak Island in Western Alaska.
Yahoo
14 hours ago
- General
- Yahoo
What you need to know before you go: May 29, 2025
SIOUX CITY, Iowa (KCAU) — Here are the top headlines from this morning. Hundreds of Siouxlanders gathered to show their support to loved ones deploying to the Middle East through the Iowa National Guard. Iowans say farewell to National Guard members deploying overseas Iowa Governor Kim Reynolds signed a bill to incentivize medical students to practice in Iowa. Gov. Kim Reynolds signs bill to help grow rural hospital workforces South Dakota Representative Dusty Johnson spoke to students in Vermillion. Rep. Dusty Johnson speaks to students in Vermillion about moves being made in Washington Check out these headlines and more in the video above. Copyright 2025 Nexstar Media, Inc. All rights reserved. This material may not be published, broadcast, rewritten, or redistributed.
Axios
17 hours ago
- Politics
- Axios
How the George Floyd protests reshaped public safety in Chicago
The murder of George Floyd five years ago set off not just protests but full-scale riots around the country, including in Chicago. Why it matters: The protests fundamentally changed the way Chicago handles public demonstrations and protects communities. The city still uses some of the police tactics used in 2020, such as expressway ramp closures and curfews, to handle large-scale protests and celebrations. Flashback: On the night of May 29, 2020, mass gatherings grew unruly across the city, with riots sparking up in neighborhoods like Chatham and the South Loop. In the days following, downtown protesters set fire to police cars and looted several businesses along the Mag Mile. Then-Mayor Lori Lightfoot and the Chicago police made the rarely-used call to bring in the National Guard and raise the bridges along the Chicago River to control protests. What they're saying: "That horrible series of days is a big milestone in my time as mayor," Lightfoot told Axios at a recent event. "We were faced with the kind of crisis that this city hadn't faced in decades, since the death of Martin Luther King. I made a lot of decisions in the moment, some of which I never would have thought I'd make, like calling in the National Guard." Lightfoot said the city knew major crowds were heading downtown but that the crowds were hijacked by people intending to fight the police and cause chaos. "I remember sitting at OEMC [911 Center] watching this mayhem play out all across the city," Lightfoot continued. "There was a CTA bus caught on Wacker Drive, going eastbound. The crowd was trying to flip the bus with passengers in it. That told me a lot about the moment we are in, which was part of why we had to raise the bridges to give our police department a chance to maintain public order." Yes, but: Lightfoot and then-police superintendent David Brown also authorized questionable tactics to control protesters, including kettling. There were reports of physical altercations with batons. The city shut down expressway ramps to deter protesters from coming downtown and instituted a rarely used curfew. Over 100 protesters were arrested and several officers were injured on the night of May 29 alone. Zoom out: Lightfoot used curfews again in 2022 to curb downtown teen gatherings, while Mayor Brandon Johnson and new police superintendent Larry Snelling used temporary curfews and kettling during the 2024 Democratic National Convention, according to protesters, but Snelling has denied using kettling. Expressway ramp closures and checkpoints have been utilized again for downtown celebrations, including the Mexican Independence Day caravans, while the City Council is debating " snap curfews" to give the police more power to deter large teen gatherings in the Loop. Since the looting on Michigan Avenue, many retailers have left the area or have hired extra security. The police just ended scarecrow policing — parking police cruisers on public roads with their flashers on to prevent crime — along the Mag Mile last year, after it had been used since the looting in 2020. Between the lines: Lightfoot says the protests left a lasting mark on her political career. "You can't be the mayor of Chicago because you want everybody to love you," Lightfoot said. "You have to make decisions that are in the best interest of the well-being of the city, not by just following which way the political winds are blowing. I feel proud of my administration's legacy, but I think that cost me a lot."
Yahoo
a day ago
- General
- Yahoo
New Mexico Dept. of Game and Fish officers help canoers to safety after boat overturns
COLFAX COUNTY, N.M. (KRQE) — Three canoers from Louisiana were helped to safety by New Mexico Department of Game and Fish officers after their boats overturned on the Canadian River in Colfax County. One canoer was injured significantly, while another broke a leg and the third was relatively uninjured, according to the New Mexico Department of Game and Fish. Story continues below Entertainment: First-of-its-kind indoor pickleball facility coming to northeast Albuquerque Community: Albuquerque church leaning on faith after 2 members killed by their son Environment: What should New Mexicans do if they come across a raccoon? Sgt. Marcelino Peralta and Officer Tanner King were among the first on the scene when the boaters used their phone's SOS function to call for help on May 16. Their canoes had capsized in rapids five miles downstream from Taylor Springs near Springer during high-water conditions. This was in a remote area of ranch land. Peralta hiked down the east side of the canyon through a 250-feet elevation change to reach the injured canoers. Peralta rendered first aid while other responders drove to the scene. The canoer with significant injuries was airlifted by a National Guard Black Hawk helicopter and taken to an Albuquerque hospital. He has been treated for six broken ribs and a punctured lung. Family members say he's recovering well. Responders helped the canoer who broke their leg crawl out of the canyon. The third, relatively uninjured canoer was able to walk out of the canyon on his own. 'Sgt. Peralta's knowledge of the area and ability to get to the scene saved several hours of additional wait time for two very injured men,' said Northeast Area Capt. Ty Jackson in a news release. 'Great work as always from these guys.' The department advises boaters and anglers to be cautious during high water levels caused by spring runoff, as they can create hazardous conditions. Copyright 2025 Nexstar Media, Inc. All rights reserved. This material may not be published, broadcast, rewritten, or redistributed.
Yahoo
a day ago
- Business
- Yahoo
The Practical Breakdown: FMCSA's Newest Rule Changes and Proposals
The Federal Motor Carrier Safety Administration pulled the pin and lobbed an 18-rule proposal grenade into the trucking world: two final and the rest open for public comment. If you've only skimmed headlines, you're missing what matters: what changed, why it matters and what drivers, fleets, brokers and compliance managers need to do about it. This is the practical breakdown of what each rule used to require, what it will (or won't) require now and what that means for operations, enforcement and real-world compliance. You'll also find commentary where pause or deeper consideration is warranted, especially regarding rail crossings, hazmat implications and regulatory creep (or relief). What it used to be: Any visit to a medical facility that resulted in an X-ray or imaging study could push an incident into DOT-recordable territory, even if no treatment was actually rendered. What's changing: FMCSA is excluding diagnostic imaging (like X-rays and CT scans) from the definition of 'medical treatment.' Only prescription medications, sutures or interventions beyond diagnostics will count as it matters: This should reduce the number of reportable accidents, easing data inflation on company records. Fleets need to retrain safety staff on the new threshold and ensure reports don't include incidents that no longer qualify. What it used to be: Reserve technicians and certain National Guard personnel were excluded from CDL exemptions granted to active-duty military, despite operating similar CMVs. What's changing: The rule expands exemptions to dual-status military technicians under 10 U.S.C. 10216, bringing them in line with 49 U.S.C. 31305(d). Why it matters: It simplifies operations for military units using civilian CDL-like roles, cuts training costs and aligns FMCSA with the military's needs. It doesn't impact civilian fleets directly, but recruiters and training vendors working with military pipelines should be it used to be: Fleets had to return signed roadside inspection reports to the issuing agency within 15 days, regardless of whether the state actually needed or used them. What's changing: Fleets only return signed reports if the issuing state requests it. You still must correct violations within 15 days and document the fixes. Why it matters: It saves time and paperwork in states that don't process returns. That said, fleets need to stay organized and some states still require returns, so don't treat this as a blanket rule. What it used to be: Under general provisions, driver vehicle inspection reports could technically be electronic, but the rule language still read like pen and paper was the expectation. What's changing: FMCSA explicitly says DVIRs can be created, stored and signed electronically. Why it matters: ELD platforms like Motive already offer electronic DVIRs. This clarity eliminates any question for auditors or enforcement. Fleets using digital systems now have FMCSA's full backing. What it used to be: 395.22(h)(1) required every driver to carry a physical ELD user manual in the cab. What's changing: That requirement is being scrapped. Drivers are still responsible for knowing how to use the ELD, but manuals can live it matters: Less clutter in the cab means less chance of citations for missing booklets. Be sure training is dialed in; inspectors may still quiz your driver on operation. What it used to be: Gravity/siphon-fed auxiliary tanks, even tiny ones used for tools or small motors, had to meet strict Federal Motor Vehicle Safety Standards (FMVSS) fueling requirements. What's changing: Tanks under 5 gallons for nonvehicle purposes (e.g., trailer-mounted equipment) now get a pass. Why it matters: It eliminates costly compliance workarounds for small tool tanks. Think hotshot trailers or construction support units. One fewer nitpick for those setups. What it used to be: Portable conveyors needed braking systems that many pre-2010 units were never designed for. What's changing: FMCSA proposes to exempt certain pre-2010 portable conveyors used in the aggregate industry if they meet other performance and speed limits. Why it matters: It's a practical fix for a narrow segment. It's a small exemption, but it will have a big impact on those affected. What it used to be: Tires had to be marked with load ratings, visible and legible. What's changing: Proposed rule drops this requirement. Why it matters: Fleets can avoid costly tire replacement or downtime over faded markings. The tire's performance still must meet load specs, just not legible proof. What it used to be: CMVs had to carry a spare fuse for every type used in the electrical system. What's changing: FMCSA wants to eliminate that mandate. Why it matters: Trucks using resettable breakers or integrated electronic systems don't need spares. This is another cleanup rule that matches today's hardware. What it used to be: Drivers with long-standing vision issues operated under a waiver program that predated newer physical standards. What's changing: FMCSA proposes ending the 'grandfathered' vision waiver program. Why it matters: Existing drivers must be reevaluated according to modern standards. Fleets should review which drivers may be affected and prepare for the transition. What it used to be: All CMVs had to stop at rail crossings, even if warning systems weren't active. What's changing: The proposed rule allows drivers to proceed without stopping at crossings with inactive signals. Why it matters: On paper, it improves efficiency. In practice? This needs a serious pause. Will it apply to hazmat haulers and buses? Because we've seen an uptick in rail strikes involving CMVs. If this applies across the board, it could increase risk. FMCSA must clarify mode-specific exemptions and driver training requirements. What it used to be: FMCSA regulations still referenced 'water carriers,' a term dating back to Interstate Commerce Commission days. What's changing: They're scrubbing the term. Why it matters: It doesn't. But it's nice to see some regulatory spring cleaning. What it used to be: CDL drivers had to self-report moving violations to their state licensing agency. What's changing: FMCSA proposes to eliminate that self-reporting requirement. Why it matters: States already get violation data electronically. It's one less thing to chase your drivers for and one less technicality for auditors to hang citations on. What it used to be: Rear guards had to carry a label showing FMVSS 223 certification. If it faded, fleets got cited. What's changing: FMCSA wants to remove the labeling requirement. Why it matters: You can't get written up for a missing label anymore, but the guard must still meet strength standards. What it used to be: Fuel tanks couldn't be filled beyond 95% of their stated capacity. What's changing: FMCSA proposes removing that cap for modern tanks with vented caps. Why it matters: Fewer exemption requests and easier fueling but fleets must still prevent spillage due to expansion. What it used to be: Every rear plate, even on truck tractors, needed to be lit. What's changing: The exemption applies where tractor plates are blocked by trailers, making them unreadable anyway. Why it matters: One fewer violation for enforcement to hit drivers with. What it used to be: Flares were on the approved list of emergency devices. What's changing: Liquid-burning flares are being removed. Why it matters: Reflective triangles and modern LEDs are the standard now. This rule is in line with the real world. What it used to be: Pre-1993 trailers had to be retrofitted with retroreflective tape. What's changing: That mandate is gone. Most of those trailers are gone too. Why it matters: Less compliance confusion. Fleets managing older trailers should still verify that visibility is adequate. This is the real work of compliance. Understanding what used to be required, what's changing and how to prepare separates the reactive fleets from the resilient ones. If you're a fleet manager, broker, safety director or driver trying to stay ahead, this is your playbook. These aren't headlines. These ripples turn into waves, and how you respond defines your risk, audits and viability in the year ahead. The post The Practical Breakdown: FMCSA's Newest Rule Changes and Proposals appeared first on FreightWaves.
