safe driving

New Technology-Focused Transportation Grant Program in Kansas

November 27, 2020 by Levinson and Stefani Leave a Comment

A new program to fund and support technology-focused projects aiming to boost safety and mobility has been introduced by the Kansas Department of Transportation.

Announced in late August, the Innovative Technology Program will give financial assistance to those working to improve mobility, public safety, and transportation technology, and participating projects can involve any method of transportation. These include, but aren’t limited to, road networks, rail, transit and bicycle facilities, alternative fuels, and unmanned aircraft systems.

Around $3 million for each fiscal year will be made available to recipients, which can include non-governmental applicants. The application window was open between mid-August and mid-September.

“As a leader in UAS, it’s important that we implement new technologies safely,” said Julie Lorenz, Transportation Secretary. “This program will help both rural and urban areas of the state improve the transportation system.”

Throughout Kansas City, officials have been working diligently to implement drone operations, and the Mid-America Regional Council, which includes representatives for all nine counties within the Kansas City metropolitan area, released its outline for these tech explorations, named the Regional Unmanned Aircraft Systems Strategic Framework, in September of 2018. In this plan, officials detail the necessary steps to form strong partnerships with other agencies, to develop a drone usage manual, and to collect data on public concerns regarding drone operation.

Projects will not receive more than $1 million per cycle, and local government officials will administer the Innovative Technology Program projects. Each project must meet a minimum 25% non-state cash match, and applicants that can commit more than the minimum amount will receive boosted consideration.

Eligible projects can also receive further consideration if they have been supporting local business retention and economic growth. Geographic fund distribution will also be taken into consideration by KDOT, and projects receiving awards are set to be announced by the end of October.

Last fall, interested parties were able to discuss transportation priorities during Local Consult meetings, which were held in multiple regions throughout the state. These public meetings created opportunities for people to bring to light the transportation topics they felt would best shape Kansas’ 10-year transportation program plan.

“Citizens at Local Consult meetings across the state last year stressed the need for technology opportunities to better position Kansas for the future,” said Lorenz.

KDOT’s Eisenhower Transportation Legacy Program, known as ‘IKE,’ was created in March of 2020 and is a 10-year program that aims to modernize and expand highway projects on a rolling basis every other year. These efforts work to solve the biggest issues and largest fluctuating revenue difficulties regarding Kansas state transportation.

During these local meetings, more than 2,000 participants collaborated in the overall construction of the IKE program, and established vital aspects of the program that would include broadband investments, new technology investments, and an overarching commitment to multimodal transportation efforts. Preliminary engineering work on 40 different highway projects, under the IKE program, were announced in May by Lorenz and Governor Laura Kelly.

Kelly has pushed forward $216 million in sales tax revenue to the state highway fund in fiscal 2020, which has allowed KDOT to progress a variety of programs working to support infrastructure projects.

The Innovative Technology Program follows a series of technology-focused funding efforts within the state, such as the U.S. Department of Agriculture Natural Resources Conservation Service’s April 2020 announcement of $750,000 in funding for Kansas local and state governments, non-governmental organizations, and individuals to further increase innovation technologies. These Conservation Innovation Grants aimed to further develop innovative technology and tools meant to address natural resource concerns throughout private Kansas working lands. These funds aim to help farmers, ranchers, and other private forest landowners bring new conservation methods to their properties through the development and adoption of innovative conservation approaches.

Additionally, between 2019 and 2020, Kansas City partnered with City Innovate to sponsor the Startup in Residence Program, which works to connect Kansas City departments with innovative technology startups. The city established a 16-week voluntary period to develop tech-based solutions addressing city government challenges, and created the STIR Program to connect public-sector agencies directly with tech entrepreneurs in order to boost technology product development and implementation in regards to specific public sector needs.

FMCSA Holds Virtual Trucking Safety Summit

September 25, 2020 by Levinson and Stefani Leave a Comment

The 2020 Trucking Safety Summit, hosted by the Federal Motor Carrier Safety Administration August 5th, focused on finding ways to improve safer operation of commercial motor vehicles throughout the country.

Stakeholders, including drivers, safety technology developers, motor carriers, safety advocacy groups, and federal and state partners, were allowed to discuss their ideas on improving road safety during the virtual event, hosted from the U.S. Department of Transportation’s headquarters in Washington.

All presentations and public participation were provided electronically in order to follow federal guidelines around public events held during the COVID-19 pandemic. The safety summit was originally scheduled for mid-March, but had to be postponed due to the current public health emergency.

National Highway Traffic Safety Administration data have shown an increase in large truck-involved crash fatalities over the last few years, an issue that was a major focus of the online event.

“To respond to this trend, FMCSA continues to work with state entities, industry, and others to identify new approaches to safety,” said the summit announcement. “These approaches can involve technology, company management practices, enforcement, outreach and education, and other techniques–encompassing a holistic approach to truck safety.”

The virtual meeting consisted of six individual panel discussions, with FMCSA also streaming live video of the summit to allow viewers to weigh in. The event began with an association perspective moderated by Deputy Administrator Jim Mullen, along with ATA’s Chris Spear, NTTC’s Dan Furth, Road Safe America’s Steve Owings, and OOIDA’s Lewie Pugh on the panel. Next was a “What’s Working” discussion by Schneider National‘s Steve Parker and Thomas DiSalvi, followed by a second “What’s Working” discussion by Rollin’ B’s Shannon Watson and Ingrid Brown. There was also a state partner discussion, a panel discussion on industry technology, and a “Florida Safety Story” discussion which included members of the Florida Trucking Association and Florida Highway Patrol. Special guest speakers during the summit included a FHWA Administrator and NHTSA Deputy Administrator.

The summit was originally set to follow up on the Transportation Research Board’s annual meeting in January, where Jim Mullen explained that the agency would be working to reverse the increase in recent large-truck fatalities.

“When I assumed this role as acting administrator three months ago, the members of this panel asked me, what are my top priorities,” said Mullen. “That, to me, was a no-brainer. The top priority for me at this agency is to reverse that four-year trend increasing fatalities involved with large trucks and buses.”

Jack Van Steenburg, chief safety officer for FMCSA, reiterated Mullen’s worries around the trend of big-rig-involved deaths over the last four years in a briefing about the industry during TRB.

Between 2017 and 2018, the number of trucks weighing between 10,001 and 14,000 pounds involved in deadly crashes rose by 4.6%, and the number of trucks over 26,000 pounds involved in these crashes rose by 1.6%, according to Van Steenburg. In addition, the number of big-rig occupant deaths increased from 815 to 885 between 2016 and 2018. Of truck drivers who were ejected from their vehicles in fatal crashes, over 40% were not wearing a seat belt.

Earlier this year, the FMCSA released a formal request for public comment regarding the best ways to study contributing factors in large-truck crashes. The Large Truck Crash Causal Factors Study will replace a 15-year-old study that has been used to make policy decisions by the agency.

“In the more than 15 years since the original study, many changes in technology, vehicle safety, driver behavior, and roadway design have occurred that affect how a driver performs,” said the agency in its formal request. “Since the study ended in 2003, fatal crashes involving large trucks decreased until 2009, when they hit their lowest point in recent years (2,893 fatal crashes). Since 2009, fatal crashes involving large trucks have steadily increased to 4,415 fatal crashes in 2018, a 52.6% increase when compared to 2009. Over the last three years (2016-2018), fatal crashes involving large trucks increased 5.7%.”

FMCSA has also been working on “completing the picture of crashes” through a study that will use the agency’s crash datasets in addition to other information sources to create a full picture of big-rig and bus crashes in order to better determine the root causes at hand.

New Study Finds Proper Training Keeps Young Truckers Working as Safely as Experienced Drivers

September 24, 2020 by Levinson and Stefani Leave a Comment

Following a reported truck driver shortage of 60,000 drivers at the end of 2018 and a two-year delay of the Federal Motor Carrier Safety Administration’s entry-level driver training rule, the industry is hoping better training and mentoring will help younger truckers to fill the gap as older truck drivers continue to retire.

“We have challenges coming our way in the next decade, such as a greater problem with current drivers retiring,” said FMCSA Motor Carrier Safety Advisory Committee member and senior vice president of safety, security, and driver personnel at J.B. Hunt Transport, Greer Woodruff. The Safety Advisory Committee recently commissioned the Virginia Tech Transportation Institute to analyze correlations between age and safety among truckers. According to said study, there is “no safety-based reason not to use younger drivers when structured training, mentoring, and coaching systems are in place.”

The data, which was pretended to MCSAC in mid-July, included information from more than 9,000 truckers between the ages of 21 and 64, and found that a greater driver safety impact is found with driving experience as opposed to age. MCSAC is a panel of 18 people that aims to provide recommendations to FMCSA’s administrator on motor carrier safety programs and motor carrier safety regulations.

“What we found was experience seemed to be a bigger factor on driving risk,” said Susan Soccolich of VTTI, who conducted research for the study. “If there is a notion that 21-to-24-year-olds might be a high-risk group, we don’t feel that our study found that relationship.”

The research committee was asked to look into the older demographics of the professional driver workforce within trucking and bus industries, and to find whether or not this trend will “exacerbate the driver shortage problem.”

Last year, American Trucking Associations reported that 60,000 truckers were needed by the end of 2018, making for the largest driver shortage ever for the country.

“Over the past 15 years, we’ve watched the shortage rise and fall with economic trends, but it ballooned last year to the highest level we’ve seen to date,” said Chief Economist for ATA, Bob Costello, at the time.

The report said the trucking industry would work to hire at least 1.1 million new truckers by 2029, with an average of 110,000 per year.

To help with onboarding difficulties, the FMCSA delayed a long-awaited Entry Level Driver Training rule until February 2022. This rule was meant to ensure new truckers would meet minimum training requirements before being allowed their commercial driver licenses.

“This action will provide FMCSA additional time to complete development of the Training Provider Registry,” said the agency in late January. “The TPR will allow training providers to self-certify that they meet the training requirements and will provide the electronic interface that will receive and store entry-level driver training certification information from training providers and transmit that information to the state driver licensing agencies.”

FMCSA stakeholders have continually expressed their concern regarding the shortage, and have discussed options to allow younger drivers to enter the trucking workforce. With many commercial motor vehicle driver retirements coming up quickly, carriers are looking for younger, long-term truck drivers to become their replacements.

ATA’s study explored safety performance of differently-aged drivers with similar experience levels, and also compared drivers with different levels of experience within the same age groups.

Additionally, the study assessed safety performance through Motor Carrier Management Information System crash involvement and moving violation involvement, along with carrier-recorded crash involvement.

Some of the major issues explored by MCSAC were how aging workers could affect a carrier’s ability to efficiently deliver goods safely, the impact of older drivers on supply chains, what the workforce looks like for the future, how the impacts of aging workforces can be mitigated, and the role FMCSA plays in these efforts of change.

Although VTTI’s research showed younger drivers could match older drivers’ safety performances, many panel members disagreed.

Gary Catapano, committee member and employee of the National School Transportation Association, said that those believing VTTI’s research could be easily persuaded to trust it for guidance. “The research should be used with a high degree of caution,” he warned.

Committee member and vice president of Clark Freight Lines Inc., Danny Schnautz, agreed. “We see a correlation between maturity and experience being the safer driver,” he said. “Typically, maturity comes with age.”

SmartDrive Video Safety Program to be Installed in All Knight-Swift Fleets

August 22, 2020 by Levinson and Stefani Leave a Comment

SmartDrive will be installing its video-based safety technology throughout Swift Transportation’s entire fleet across the United States and Mexico. Although Swift merged with Knight Transportation in September of 2017, Swift is just now using the safety program already utilized by Knight.

Swift Transportation’s focus is to boost its overall safety capabilities, as it joins not only Knight but hundreds of other fleets that are currently using SmartDrive’s system.

“Smart Drive allows our drivers and fleets to clearly see and measure safety performance, which allows the company to foster meaningful ownership of safety performance,” said company CEO, Dave Jackson. “SmartDrive excels in aligning drivers, operations, and management around insightful and actionable metrics, allowing us to reinforce our safety culture of accountability throughout our entire organization.”

Swift Transportation believes this program will help its drivers to execute their own performance improvement through the safety score metrics they receive as well as the system’s helpful dashboard technology.

“Knight Transportation has experienced meaningful reductions in collisions rates since installing SmartDrive in its fleet,” said Knight-Swift Transportation senior vice president of safety and risk management, Brett Sant. “That experience was instructive in the decision, ultimately, to roll out the SmartDrive program within our Swift fleets.”

Once SmartDrive was implemented into the company’s fleets, Sant knew it would create a manner of individual driver responsibility for overall safety. “We wanted to create some useful and clear visibility,” he said, “so people can see how they are doing and improve.”

Currently, Knight-Swift operates a fleet of around 19,300 tractors and 68,000 trailers and containers. The Phoenix-headquartered company also has around 25,000 employees and provides full services in truckloads and logistics throughout the entire continent of North America.

“We are grateful for the work SmartDrive has done and the positive impact the SmartDrive team has had on our fleet’s safety,” Sant said.

Jackson’s goal for the company, from day one, was “to be the safest company in the truckload industry the world has ever seen. I don’t think that is mutually exclusive with being the largest and most profitable. For us, we define success as being the most profitable and safest company on the road.”

Because of this, company executives worked to “de-risk” Swift as much as possible with safety blueprints already in use by Knight. “We tried to learn everything we could [about Swift] and use the data to help guide what was working and what needed to be improved,” said Jackson.

From the beginning, the company’s top priorities were to establish driver training systems, as well as accountability systems, to foster a culture of safety among all employees.

“We started with the foundational part. Did we have the right people?” Sant said. “We had the right principles guiding what we were doing.”

This is when Knight executives focused on safety technology, and reached a decision in March of this year to replace the previous Lytx DriveCam technology used by Swift with SmartDrive.

Because Knight had been using SmartDrive’s video-based system since 2016, the company knew that experience was going to be “very positive” throughout Swift’s vehicles, Sant explained.

Jackson added that with the technology, Knight has had large declines in its DOT-recordable crashes, as well as insurance reductions and decreases in accident claims costs.

These positive changes came from both SmartDrive external recording cameras and driver-facing cameras. These are used in collaboration because “we don’t feel like an inward [camera] adds value or creates those conditions that are really critical to our culture at this time,” said Sant.

“It’s not the first step that you do to improve the safety of a fleet,” Jackson said of external cameras, “because anybody can go buy a camera, but not everybody gets the same results.”

SmartDrive’s user interface was a major factor in Swift deciding to implement the technology into its vehicles. The dashboard “allows us to not only see but effectively quantify how people are performing to create some visibility and ownership around performance,” explained Sant.

SmartDrive’s system monitors driver data, as well as the vehicle’s ECM, to spot unsafe driving behaviors (like speeding or following another vehicle too closely). A driver’s speed can also be measured in relation to driving conditions with an advanced feature of the system.

Then, SmartDrive calculates scores based on safety and gives real-time feedback to drivers. These scores are focused on safe behaviors as opposed to looking at all individual events that take place during a drive, said SmartDrive CEO, Steve Mitgang.

“The goal isn’t to have 10 less harsh braking events,” he said. “What you want is a driver to drive at the top of his game. Our score represents how the driver is doing, not just how much they did good or bad.”

Remote Compliance Reviews Expanded During Pandemic

August 6, 2020 by Levinson and Stefani Leave a Comment

The usage of remote motor carrier safety compliance reviews during the coronavirus pandemic will be expanded, announced the Federal Motor Carrier Safety Administration recently.

According to the new guidance, the FMCSA will conduct compliance reviews “by leveraging all available technology” to access information during this national health crisis, “and thus limit exposure risk for the regulated community and safety investigators.”

“Using the same standards otherwise applicable, the FMCSA will assign safety ratings following a compliance review, even if no on-site review activities have taken place,” the agency continued.

FMCSA said this new expansion is an effort to bring further clarity to motor carriers at this time, and will remain in effect until the revocation of the COVID-19 national emergency.

“Because of travel restrictions, social distancing, and other advisories associated with the COVID-19 public health emergency, and the desire to limit exposure risk to the regulated community and safety investigators, FMCSA will conduct compliance review of motor carriers and assign safety ratings,” the agency explained.

FMCSA said it has a legal obligation to determine whether or not an owner or an operator of a commercial motor vehicle can drive safely, and will assign safety ratings to fleets after extensive operation and record examinations.

“FMCSA carries out this statutory duty by assigning safety ratings to motor carriers following in-depth examination of the motor carrier’s records and operations using the Safety Fitness Rating Methodology,” said the FMCSA. “Since adoption of the SFRM in 1997, the mechanisms and tools FMCSA uses to access information from motor carriers has continued to evolve, making compliance reviews more efficient, and lessening the burden of the regulated community.”

The agency can now make these determinations remotely with the array of new technology available instead of by conducting examinations in person, as was done previously. Electronic record-keeping allows the FMCSA to perform the exact investigative functions that it would have been doing only by in-person reviews.

Carriers can transmit information directly to the FMCSA through an online portal, where they can securely upload necessary documents. Motor carriers often maintain their records via electronic services and may prefer to directly submit records from the application in which they are stored. Carriers can also fax or email documents to FMCSA. The agency may also substitute in-person interaction with email and telephone or video calls for a compliance review, to later review findings with company officials.

In an off-site review, an auditor requests documents from the carrier and assesses a carrier’s overall safety management methods and safety performance in order to conduct a remote examination.

Until recently, when a carrier scores highly in one or two Behavior Analysis categories (such as Compliance, safety, or Accountability), the carrier has been eligible for an off-site audit. In 2018, however, the FMCSA said the updated process would not allow serious carrier problems in basic maintenance violation cases, and would instead be focusing on less-serious issues.

Carriers with known safety issues, as well as new-entrant carriers transporting passengers or hazardous materials, have not been able to qualify for off-site testing.

After a review, a carrier receives a rating of either “satisfactory” or “unsatisfactory.” With an unsatisfactory safety rating, the FMCSA has determined that a carrier cannot continue operating in interstate commerce. Prohibitions will be imposed to an unfit carrier after 45 to 60 days if the needed safety improvements are not implemented.

According to Dave Osiecki, president of Scopelitis Transportation Consulting, off-site compliance audits have been mainstream for a while now. The number of off-site audits increased by over 400% from 2018 to 2019, and are set to more than double through 2020.

Off-site compliance reviews were conducted in only 10 states between 2010 and 2018; in 2019, off-site audits took place in 48 states. Now, FMCSA investigators conduct off-site reviews in all 50 states.

These off-site audits typically don’t result in carrier safety ratings, but can result in fines and penalties for some violations. If acute violations are found, though, these audits can become comprehensive investigations, which could bring a necessary safety rating assignment.

FMCSA will assign safety ratings after a compliance review during the time of COVID-19, the agency said, even if there have not been any on-site review activities.

Fleets Look to Onboard Camera Systems for Lower Insurance Rates

July 22, 2020 by Levinson and Stefani Leave a Comment

Trucking companies have been working to avoid protracted litigation, fight rising insurance costs, and coach their drivers with onboard cameras.

The reasoning behind this development is that having cameras installed on a truckers’ dashboards will potentially lower premiums, especially if a recording exonerates a driver after a dangerous event. Because of this, most insurance companies have expressed their support of these onboard cameras; however, it has long been in question whether or not these in-cab video capabilities will actually bring discounted insurance premiums.

Currently, trucking companies believe that once data and footage are analyzed and can show that fleets are effectively using this technology to train drivers and keep them accountable, the insurance breaks will come. Still, expensive settlements within trucking litigation have seen large increases, which, in turn, boost fleets’ overall insurance costs.

“These types of settlements are driving our trucking companies out of business, driving insurance rates to levels we’ve never seen in the last decade,” said Jim Angel, video intelligence solutions vice president of Trimble, a company providing Class 8 Fleets with in-cab camera systems.

Fleets can also gain liability protection with onboard video capabilities, though.

“More often than not, the truck driver is exonerated,” said SmartDrive operating officer Jason Palmer. SmartDrive offers fleets a variety of video-based safety programs. “It’s really there to protect the driver, and even if they are at fault, they’d want to know about it right away.”

Angel explained that because fatal car-truck crashes are typically caused by passenger car drivers (70-75% of the time, according to an American Trucking Associations 2013 report), companies can easily get lower insurance deductibles when they win most litigation battles. Therefore, with the help of onboard camera footage, trucking companies will no longer have to pay out as many false claims.

“If you take advantage of the odds of truck drivers only being at fault a small minority of the time, then having the right tools is absolutely key,” explained Angel.

Bob Fuller, AssuredPartners/Fleet Risk Management agency president agrees.

“Paying for claims and damages that are the fault of the truckers is not really the issue,” he said. “No one is trying to dodge legitimate liability, but we’re trying to isolate that legitimate liability as compared to frivolous litigations–claims that have no foundation–and the camera certainly helps us do that.”

Onboard camera system supplier, Lytx, has worked with insurance companies for over 10 years. Eliot Feldstein, Lytx corporate development senior vice president, said this collaboration is to the benefit of everyone involved.

“[Insurance companies] have realized early on that once they write a liability policy for a trucking company, it’s in their best economic interest to make sure the trucking companies have the lowest collisions and the best performance they can,” Feldstein said. “A safer fleet with a better track record gets better insurance pricing. They’re a better risk when they go out and look for insurance, and we are able to formalize that with a variety of insurance companies.”

Feldstein also said that insurers will often take on the load of subsidizing the cost of Lytx systems, because video evidence in a litigation can be crucial. Additionally, he asserted that fleets need to use telematics system data in effective ways in order to deliver better services and settle claims more quickly and easily.

Additionally, maintaining safe driving methods and behaviors is a priority for all sides. These camera systems give more opportunities for trucker coaching than ever, and insurance companies are focusing on this aspect.

“[The technology] makes drivers more conscientious of driving skills when they realize the potential for what they’re doing to be recorded. It can be a great training tool if it is implemented properly,” said Fuller. “The telematics will allow an intervention on an unsafe behavior much earlier, which translates into lower insurance costs and a more efficient operation.

Ensuring truckers are gaining valuable training from video data is particularly important to insurers, said Todd Reiser, vice president at Lockton Cos., a risk management firm.

“That camera footage and data being reviewed and utilized and being part of the training process on an ongoing basis is the most important thing insurance companies want to see,” he explained.

Causing fewer crashes and a decrease in unsafe driving behavior through data review and coaching is the main goal of insurers, said Brandon Krueger, senior director of IT and fleet services at KKW Trucking.

“You’re seeing these events you wouldn’t otherwise see that create coachable events–you’re coaching against risk behavior–that will theoretically result in [fewer] events per miles driven. It’s that claims experience the insurance company is looking for and what they’re basing their premiums on,” he explained.