Transcript Module 3 Driver Education - North American Fatigue Management
Module 6: Truck Driver Safety & Compliance : The Role of Shippers & Receivers
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• • • Purposes: Review the fundamentals of commercial driver fatigue, alertness, & health Enlist shipper, receiver, & broker support for improved driver rest and Hours-of-Service compliance Foster a team approach to commercial driver compliance, safety, & health NAFMP | North American Fatigue Management Program Copyright © 2012 2
Problems
• • • • CMV drivers face multiple fatigue management and related health challenges.
HOS compliance is essential.
CMV drivers often treated as the “elastic band in the supply chain link.” This elevates crash risks and also leads to operational inefficiencies. NAFMP | North American Fatigue Management Program Copyright © 2012 3
North American Fatigue Management Program (NAFMP) Goals
• • • • • • • Develop guidelines, materials and tools for motor carriers to reduce driver fatigue Provide driver education & training Facilitate medical screening and related support Improve driver scheduling & dispatching Fully involve all levels of company management, staff, drivers, and family members
Sensitize shippers, receivers, & brokers to driver fatigue concerns Improve shipper, receiver, & broker practices relating to driver fatigue
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Overview of NAFMP Training Program
Module Audience Module 1: FMP Introduction and Overview Carrier Execs & Managers Module 2: Safety Culture and Management Practices Carrier Execs & Managers Module 3: Driver Education Module 4: Driver Family Education Module 5: Train-the-Trainer for Driver Education and Family Forum Module 6: Shippers and Receivers Drivers Driver Families Trainers Shippers & Receivers Module 7: Motor Carrier Management Sleep Disorders Screening and Treatment Module 8: Driver Sleep Disorders Screening and Treatment Carrier Execs & Managers Drivers Module 9: Driver Scheduling and Tools Dispatchers & Managers Module 10: Fatigue Monitoring and Management Technologies Carrier Execs & Managers
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Module 6 Overview
• • •
Fatigue Basics
Alertness, Sleep, Wellness, & Safety Fatigue-Related Crashes Factors Affecting Alertness & Fatigue • •
Driver Rules & Challenges
Hours-of-Service (HOS) Rules Drivers’ Fatigue Management Challenges • • •
Fatigue Management Solutions
Transport Safety Team Concept Industry Guidelines & Standards Specific Best Practices
Drivers Driver Families Fatigue Management Carriers Shippers & Receivers
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Fatigue Basics
Alertness, Fatigue, & Wellness
• • • What is alertness?
Alert = awake + attentive
What is driver fatigue?
–
Decreased alertness, attention, and capacity to perform
–
Drowsiness or sleepiness
–
Not the same as physical exhaustion
What is wellness?
Wellness = physical, mental, emotional, & behavioral health
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Importance of Sleep, Alertness, & Wellness to Safety
• • • • Asleep-at-the-wheel is a top cause of crash deaths for CMV drivers A serious at-fault crash can end a driver’s career It can put a carrier out-of business Litigation may target all parties in the supply chain NAFMP | North American Fatigue Management Program Copyright © 2012 9
Fatigue-Related Crashes
• • • • • Usually single-vehicle road departures Driver alone Peak risk: 2:00am to 7:00am Usually serious crashes Usually associated with insufficient sleep and/or long work hours NAFMP | North American Fatigue Management Program Copyright © 2012 10
Threat to Drivers
• • National Transportation Safety Board (NTSB) study of 182 fatal to-the-driver large truck crashes – In-depth investigation revealed fatigue to be a principal cause in
31%
– Speeding and other causes often contributed –
Fatigue was the biggest single cause
In 2010, more than 500 U.S. truck drivers died in crashes NAFMP | North American Fatigue Management Program Copyright © 2012 11
Fatigue Crash Costs
• • • FMCSA estimates total societal cost of an average tractor semitrailer crash to be $181,000 Compared to the average crash, truck driver fatigue crashes are: – Twice as likely to result in injuries – More than twice as severe overall Therefore, average overall cost of a truck driver fatigue crash is likely to be > $350,000 NAFMP | North American Fatigue Management Program Copyright © 2012 12
Crash Litigation
• • • Catastrophic crashes often result in litigation Shippers and brokers, especially those with “deep pockets,” may be brought into lawsuits by plaintiff attorneys Testimony may address loading practices, treatment of drivers, delays, route or delivery requirements, etc.
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Fatigue Factor: Amount of Sleep
• • • Last main sleep period (e.g., last night) Previous sleep periods (e.g., previous nights) Naps NAFMP | North American Fatigue Management Program Copyright © 2012 14
Cumulative, Progressive Effects of Different Amounts of Sleep on Performance
1 2 3 4 5 Days of Restricted Sleep 6 7 8
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9 Hrs in Bed 7 Hrs in Bed 5 Hrs in Bed 3 Hrs in Bed
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Naps
• • • Extremely beneficial – best on-road countermeasure to drowsiness!
Even a short, 20-minute nap can greatly improve alertness and performance for hours afterwards NASA study of airline pilots found that planned naps reduced subsequent dozing by 50% and errors by 34% NAFMP | North American Fatigue Management Program Copyright © 2012 16
Daily Circadian Rhythm
• • • • • • Physiological Controlled by the brain Virtually all animals Resistant to change (e.g., jet lag) Occur even if you get plenty of sleep Affected by light & dark NAFMP | North American Fatigue Management Program Copyright © 2012 17
Daily Circadian Rhythm
Hour of the Day
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Time Awake
• • “16-Hour Rule” – nature’s Hours of-Service (HOS) rule One study compared alertness effects of long times awake to that of alcohol (BAC): – 17+ hours awake ≈ 0.05% BAC – 24+ hours awake ≈ 0.10% BAC
16 HOURS AWAKE
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Time Working & Driving
• • • Studies show increased crash risks associated with longer hours driving Longer working and driving hours also associated with excessive time awake Trucks in Fatal Accidents (TIFA) study found the fatigue related crash percentage increased 7-fold when drivers drove beyond their legal driving-hour limit
Legal Driving Hours Illegal Driving Hours
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Other Factors Affecting Alertness
• • • • • • • Individual differences in susceptibility Traffic Monotony Weather conditions Environmental stress (heat, noise, vibration) Social interaction Caffeine NAFMP | North American Fatigue Management Program Copyright © 2012 21
Driver Rules & Challenges
Key U.S. HOS Rules for Truck Drivers
• • • • • 14-hour “driving window” 11-hour driving limit 10-hour minimum off-duty period – – 10 continuous hours or 8-2 split in sleeper berth Weekly limits; no driving after: – 60 hours on-duty in 7 consecutive days – 70 hours on-duty in 8 consecutive days 34-hour “restart” NAFMP | North American Fatigue Management Program Copyright © 2012 23
Key Canadian HOS Rules
• • • • • Daily 16-hour “driving window” Daily 14-hour work limit Daily 13-hour driving limit Daily 10-hour minimum off-duty period – 8 continuous hours, plus 2 additional hours taken in periods of >30 minutes – More flexible 10-hour splits for team drivers.
Weekly limits: – 70 hours in 7 consecutive days; 36-hour “restart” – 120 hours in 14 consecutive days; 72-hour “restart” NAFMP | North American Fatigue Management Program Copyright © 2012 24
HOS as a Fatigue Countermeasure
• • • • • HOS Compliance: Affords drivers the opportunity for obtaining sufficient sleep and for other healthful behaviors.
10-hours off-duty 7-8 hours sleep Tours-of-duty within nature’s “16 hours awake rule” 11-hour driving rule (13 in Canada) limits time driving Weekly limits permit rest and recovery on days off NAFMP | North American Fatigue Management Program Copyright © 2012 25
Driver Fatigue Management Challenges (1 of 2)
• • • • • Often a tight schedule for getting main sleep Extended work hours (+ commuting for many) Changing work schedules Work/sleep periods conflict with circadian rhythms Driving “windows” mean every minute counts NAFMP | North American Fatigue Management Program Copyright © 2012 26
Driver Fatigue Management Challenges (2 of 2)
• • • • • Unfamiliar or uncomfortable sleep locations Disruptions of sleep Limited opportunities for exercise Difficulty in finding healthy foods on the road Environmental stressors (e.g., noise, heat, cold, lack of ventilation) NAFMP | North American Fatigue Management Program Copyright © 2012 27
Truck Rest Parking: Availability & Quality
• • •
Percent of surveyed drivers answering “always” or “frequently”:
Find space at truck stop: 34% Find space at public rest area: 11% Facilities are adequate: 51%
+ Most truck ventilation systems require vehicle idling, which more and more locations are restricting
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Customer-Related Fatigue Management Challenges
• • • Limited access to parking & comfort facilities Schedule pressure Excessive loading/unloading delays NAFMP | North American Fatigue Management Program Copyright © 2012 29
Limited Access to Parking & Comfort Facilities
• • • Some shippers/receivers do not permit CMV drivers to take off duty periods in their lots This may force them to park on nearby shoulders and ramps Some shippers/receivers do not allow drivers full access to comfort facilities (restrooms, lounges, and lunch rooms) NAFMP | North American Fatigue Management Program Copyright © 2012 30
Schedule Pressure (1 of 2)
• • • • Delivery schedules can be set by shipper and receiver prior to broker, carrier, or driver involvement Delivery deadlines can be based on unrealistic time estimates, or “best case scenarios” Carrier must decide whether to accept tight schedule or forego the load Shipper-carrier contracts may contain strict performance requirements, such as 98% or greater on-time deliveries; principals are hesitant to request revised deadlines NAFMP | North American Fatigue Management Program Copyright © 2012 31
Schedule Pressure (2 of 2)
• • • Stringent delivery requirements may incent unsafe driver actions such as: – Continuing to drive when fatigued – Violating HOS rules – Unsafe speed Driver expected to be the “elastic band” in the supply chain Problem exacerbated if shipper specifies shorter but slower travel route NAFMP | North American Fatigue Management Program Copyright © 2012 32
Excessive Loading/Unloading Delays (1 of 2)
• • • • • Driver detention at shipper/receiver locations is a colossal problem Annual costs estimated at $3 Billion per year for industry and $6.5 Billion for the overall economy Lost driver time exacerbates the driver shortage Most driver pay is by the mile, so lost time can lead to driver frustration and haste Delays can lead to HOS violations, which puts carriers at risk financially and legally NAFMP | North American Fatigue Management Program Copyright © 2012 33
Excessive Loading/Unloading Delays (2 of 2)
• • U.S. Government Accountability Office (GAO) Study: – 68% of surveyed drivers detained more than 2 hours in past month (some more than 8 hours!) – Of drivers detained: • 80% said it affected their HOS compliance • 65% lost revenue due to delay • Only 35% were compensated financially Texas Transportation Institute:
True cost of truck delays = $80 to $121 per hour
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Sources of Loading/Unloading Delays
• • • • • Inadequate facility capacity or equipment Product not ready for shipment Slow service by facility staff Scheduling practices or priorities; e.g., truck trailer used as supplemental warehouse Other factors NAFMP | North American Fatigue Management Program Copyright © 2012 35
Even Small Delays Can Have Big Consequences!
• • • • Delayed driver who runs out of work shift hours must take 10 hours off-duty before proceeding Driver who runs out of weekly hours must take “weekend” (34 hours in the U.S., 36 or more in Canada) before re starting HOS violations count against both carriers & drivers All parties are harmed: shippers, receivers, brokers, carriers, & drivers NAFMP | North American Fatigue Management Program Copyright © 2012 36
Most Vulnerable: Small & Independent Carriers
• • Less likely to: – Have established trip transit time standards – Charge detention fees – Have systematic procedures and/or technologies (e.g., EOBRs) to address problem Less able to: – “Drop and hook” trailers – Adjust schedules (e.g., switch dispatches) – Absorb $ losses NAFMP | North American Fatigue Management Program Copyright © 2012 37
Fatigue Management Solutions
Transport Safety Team
Drivers Fatigue Management Carriers
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Transport Safety Team
Drivers Fatigue Management Carriers Driver Families
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Drivers
Transport Safety Team
Carriers Fatigue Management Driver Families Shippers, Receivers, & Brokers
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TCA/NITL Code of Ethics
• • • • • Established in early 2000s by the Truckload Carriers Association (TCA) and the National Industrial Transport League (NITL) Voluntary guidelines (not a prescriptive standard or legal requirement) 29 shipper/receiver and 25 carrier/driver guidelines Often incorporated by reference into carrier-shipper contracts Has not solved all problems but has increased mutual understanding and cooperation NAFMP | North American Fatigue Management Program Copyright © 2012 42
Selected TCA/NITL Guidelines for Shippers & Receivers
• • • • Cooperate with carrier in establishing reasonable transit time requirements so carriers can comply with driver HOS regulations and speed limits. Provide for prompt loading/unloading of trucks that arrive within the scheduled time. Do not unreasonably refuse to reschedule appointments if circumstances change. Cooperate in loading/unloading trucks that arrive early or late or without an appointment. Maintain reasonable hours for loading and unloading. Provide drivers access to safe, clean, and well-lit restrooms, water and other comfort facilities. NAFMP | North American Fatigue Management Program Copyright © 2012 43
Selected TCA/NITL Guidelines for Carriers & Drivers
• • • •
Quote transit times that can clearly be achieved
within driver HOS regulations and prevailing speed limits Keep scheduled appointments or call ahead to request a changed appointment Operate company in accordance with DOT safety, insurance, and other regulations to minimize risk to carrier, shipper, receiver, driver, and public Give clear instructions to drivers as to service and contract requirements expected by shippers and receivers NAFMP | North American Fatigue Management Program Copyright © 2012 44
Chain of Responsibility?
• • • Drivers and carriers principally responsible for HOS compliance or non-compliance Receivers, shippers, and brokers may also contribute by their policies and actions Australia has implemented a “Chain of Responsibility” principle into law: All who bear
responsibility for conduct which affects compliance should be made accountable for failure to discharge that responsibility
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Canadian Regulation Regarding Shipper/Receiver Responsibilities
• HOS Section 4d:
No motor carrier, shipper, consignee or other person shall request, require or allow a driver to drive and no driver shall drive if . . . the driver . . . would not be in compliance with these [HOS] Regulations.
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Vicarious Liability:
Potential Concern for Shippers & Brokers
• • • Plaintiff attorneys could attempt to hold shippers and brokers liable for truck crash damages.
Vicarious liability: legal doctrine that potentially “places responsibility with one person for the failure of another, with whom the person has a special relationship . . . “ Even successful legal defenses can be extremely expensive.
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Pending U.S. Legislation
• • • H.R. 756, introduced in the House of Representatives on Feb. 17, 2011, directs the Secretary of Transportation to: Study the detention of commercial drivers by shippers and receivers Prescribe maximum hours a driver can be detained without compensation Prescribe penalties for violations NAFMP | North American Fatigue Management Program Copyright © 2012 48
Realistic Trip Schedules
• • • • • Start with better communication among all parties Pre-set standard and acceptable delivery times when possible Cut some slack! Unexpected delays should be expected!
If loading is delayed, delivery will likely be delayed; perhaps by >10 hours Travel routes should maximize use of Interstates and other freeways NAFMP | North American Fatigue Management Program Copyright © 2012 49
Reduce Loading/Unloading Delays
• • • • • Carrier manager survey: reducing loading/unloading delays rated most important of 17 safety-related operational practices Both parties should respect appointment times and plan accordingly Embrace two hours as the expected loading/unloading time Detention fees for waits of more than two hours are becoming a standard practice Consider physical upgrades to facility NAFMP | North American Fatigue Management Program Copyright © 2012 50
“Driver-Friendly” Queuing Practices
• • • • • Most demoralizing: physical cues where drivers must be continuously ready, but without knowing when they are up When possible, assign waiting drivers time slots so drivers may take sleeper berth periods, naps, or just rest Don’t disturb drivers who are taking mandatory off-duty or sleeper berth periods Allow drivers access to comfort facilities Set and maintain loading/unloading standards NAFMP | North American Fatigue Management Program Copyright © 2012 51
Off-Hour Parking Access
• • • Appreciate the difficulties drivers face in finding places to park and sleep Consider allowing off-hour parking access to yard areas May require security changes – Combination-operated gate lock – Upgraded building security NAFMP | North American Fatigue Management Program Copyright © 2012 52