OPERATING SAFELY AND IN COMPLIANCE James Daulerio CDS CDT Senior Risk Consultant

THE PLATFORM OF CSA HAS THREE MAJOR COMPONENTS A new Safety Measurement System This section determines a carrier’s performance to identify poor behaviors that could lead to crashes.

This originally stood for Comprehensive Safety Analysis 2010 This is now called - Compliance, Safety Accountability The undertaking of the program was intended to improve Safety by Preventing Crashes, Injuries and Fatalities involving large trucks and busses.

A NEW SAFETY RATING PROCESS This section determines the methodology which is based on road side inspections and crash data. CSA does change how FMCSA prioritizes carriers for enforcement and how it identifies high crash behavior.

SAFETY MEASUREMENT SYSTEM (SMS) The Safety Measurement System (SMS) examines a carrier on Road Safety Performance based on the SMS Methodology and the analysis results in a percentile for each BASIC. If the percentile is over the established threshold an Exceeds Intervention Threshold Symbol will appear in the “On Road” Column of the SMS.

INTERVENTION THRESHOLD FOR EACH BASIC Intervention Threshold BASICsGeneral Hazardous Materials Carrier Passenger Carrier Unsafe Driving, HOS Compliance, Crash Indicator 65%60%50% Driver Fitness, Controlled Substances & Alcohol, Vehicle Maintenance 80%75%65% Hazmat Compliance 80% The Intervention Thresholds for carriers are organized by BASIC & are set based on a given BASIC’s relationship to crash risk. The FMCSA’s analysis has shown that the strongest relationship to crash risk is found with high percentiles in the Unsafe Driving, HOS Compliance and Crash Indicator BASICs. Therefore, these higher risk BASICs have a lower threshold for intervention than the other BASICs. Currently, the Intervention Thresholds are as following :

HOURS OF SERVICE

HOURS-OF-SERVICE REGULATIONS A gross vehicle weight rating, gross vehicle weight, gross combination weight rating, or gross combination weight of 10,001 pounds or more, whichever is greater

11-HOUR DRIVING RULE All time behind the wheel is driving time Must have 10 consecutive hours of rest after 11 hours driving time

14-HOUR RULE May not drive after the 14 th consecutive hour after coming on duty Must have 10 consecutive hours of rest Off-duty time does not extend the 14-hour day Can be extended using split-sleeper option or short-haul exceptions.

30-MINUTE BREAK No CMV driving if more than 8 consecutive hours have passed since the end of the last 30-minute break Break may be spent off duty and/or in a sleeper berth Counts against the 14-hour limit May do non-driving work after 8 hours without the break

70-HOUR/8-DAY LIMIT A driver cannot drive after having been on duty for 70 hours in any 8 consecutive days A driver may do non- driving work after reaching the limit, but the hours must be added to the total

34-HOUR RESTART Any period of 7/8 days may end with the start of a 34-hour off-duty period Can be used even if 60/70-hour limit has been exceeded

34-HOUR RESTART Next restart break must not begin until 168 hours (7 days) after the start of the last restart break. Remark can be used to indicate which break is the restart break. Must include two consecutive nighttime rest periods from 1:00 a.m. to 5:00 a.m.

SLEEPER-BERTH OPTION 10-hour break may be taken in two separate periods: One period must be at least 8 consecutive hours in a sleeper berth (this is excluded from 14-hour calculation) Remaining 2 or more hours can be off duty, sleeper berth, or any combination of the two (this is included in 14-hour calculation)

LANE CHANGES Use Mirrors and check your surroundings (make sure it is safe) Signal (Communicating with other drivers is the most important) Recheck surroundings Be aware of all Blind Spots. Never stay in the left lane, pass safely then return to the right lane

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