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Improve Driver Performance
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Driver behavior and performance issues account for the majority of all traffic crashes. Topping the list of unsafe driving behaviors for all motorists are speeding or traveling too fast for conditions, driving while under the influence of drugs or alcohol, and driver inattention and distraction. Medical conditions also negatively impact driver performance. Much, however, can be done to manage and improve driver behavior and performance through driver licensing and training, legislation addressing negative behaviors, increased attention to driver health, and enforcement and penalties. While the Task Force’s primary focus was on commercial drivers, members also examined the behavior of passenger vehicle drivers since they are a critical component of the driving environment.
Commercial Drivers
Driver Behavior
1. The Task Force supports the safe use of technologies and encourages drivers and/or motor carriers to consider a range of policies and safeguards intended to reduce, minimize and or eliminate driver distractions that may be caused by the increased use of electronic technologies (e.g., global positioning systems, cellular phones, etc.) during the operation of all types of motor vehicles. ATA strongly encourages and recommends that manufacturers of these devices, vehicle manufacturers, policymakers, motor carriers and organizations representing motor carriers and the motoring public promote and adopt awareness, training, safety policies on the use of such technologies—unless required by current laws or regulations—during the operation of a motor vehicle on our nation's highways.
Driver Licensing and Training
2. The Task Force recommends creation and implementation of national performancebased commercial driver’s licensing testing standards that are more rigorous than current state standards. CDL testing standards should be uniform across states and oversight of third party testing entities should be strengthened. Compliance monitoring of state CDL programs should also require strict state compliance with the enhanced federal CDL standards. The existing federal penalty should be used to ensure state compliance with the new federal testing standards.
3. The Task Force supports a study to evaluate the cognitive functioning and behaviors of individuals between ages 18 and 25 that could be used to establish criteria for graduated commercial driver licensing.
Driver Health
4. The Task Force recommends creation of more long-term truck parking as well as smarter parking in places where there is an identified shortage of parking.
All Vehicle Drivers
Driver Behavior and Performance
5. The Task Force recommends a national, maximum 65 mph speed limit for all motor vehicles. The use of speed limiters for commercial motor vehicles is addressed in the section on choosing safer vehicles.
6. The Task Force supports strategies to enhance the use of seat belts, such as primary seat belt laws in all states; incentives and penalties to motivate states to pass primary seat belt laws; audible reminders for seat belt use in commercial vehicles; contrasting colors for seat belts so law enforcement can quickly identify non-users; state adoption of the failure to wear a seat belt defense; and denial of workers compensation for drivers who fail to use seat belts. The Task Force recommends exploring incentives and penalties that will motivate states to pass primary seat belt laws.
Enforcement and Penalties
7. The Task Force recommends implementation of an education and enforcement program, such as Ticketing Aggressive Cars and Trucks (TACT) that targets the problem behaviors of both passenger and commercial motor vehicle drivers.
8. The Task Force supports enforcement using red light cameras and automatic speed enforcement for all vehicles deployed in high risk zones, such as high crash intersections, school zones and work zones, to reduce crash rates. Motor carriers must receive timely access to data and photos of the power unit and the driver. ATA opposes deployment of enforcement technology for the purpose of revenue generation.
Passenger Vehicle Drivers
Driver Licensing and Training
9. The Task Force supports graduated drivers licensing for non-commercial teen drivers and wants to ensure states have good uniform standards for graduated driver licensing.
Enforcement and Penalties
10. The Task Force affirms that members support .08 g/dl. or less as the legal limit for blood alcohol content (BAC) for passenger vehicle drivers and .04 g/dl. or less as the legal limit for commercial drivers (CDL holders). Further, the Task Force supports ATA’s alignment with leading safety advocates on alcohol safety topics such as administrative license revocation, ignition interlock devices, and open container laws.
11. Although the Task Force does not have a position on setting speed limiters or engine control modules (ECMs) for passenger vehicles, members recommend states consider setting the speed limiters on the vehicles of drivers with certain driving convictions.
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Driver behavior and performance issues account for the majority of all traffic crashes. Topping the list of unsafe driving behaviors for all motorists are speeding or traveling too fast for conditions, driving while under the influence of drugs or alcohol, and driver inattention and distraction. Medical conditions also negatively impact driver performance. Much, however, can be done to manage and improve driver behavior and performance through driver licensing and training, legislation addressing negative behaviors, increased attention to driver health, and enforcement and penalties. While the Task Force’s primary focus was on commercial drivers, members also examined the behavior of passenger vehicle drivers since they are a critical component of the driving environment.
Technology is a powerful tool that can be used to support the motor carrier industry’s strong commitment to safe highways. However, with the slowing economy and the soaring cost of fuel eating into profit margins, carriers have little available cash to invest in fleet improvements beyond normal maintenance and replacements. The cost of the new technologies will greatly slow the industry’s adoption unless financial incentives are available to speed up the transition.
Safety Technology
Speed Governing
12. The speed of all electronically governed class 7 and 8 trucks manufactured after 1992
used in commerce should be governed at a maximum speed not to exceed 65 mph. Speed
limiters on newly manufactured class 7 and 8 trucks should be made more tamperproof.
Crashworthiness Standards
13. ATA supports crashworthiness standards for newly manufactured class 7 and 8 trucks,
and a relative scale against which to measure a truck’s crashworthiness.
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Improve Carrier Performance
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Driver behavior and performance issues account for the majority of all traffic crashes. Topping the list of unsafe driving behaviors for all motorists are speeding or traveling too fast for conditions, driving while under the influence of drugs or alcohol, and driver inattention and distraction. Medical conditions also negatively impact driver performance. Much, however, can be done to manage and improve driver behavior and performance through driver licensing and training, legislation addressing negative behaviors, increased attention to driver health, and enforcement and penalties. While the Task Force’s primary focus was on commercial drivers, members also examined the behavior of passenger vehicle drivers since they are a critical component of the driving environment.
While driver behavior and performance contribute significantly to safe operation of a motor vehicle, and smart technology can make vehicles safer, the motor carrier ultimately has the responsibility for managing driver performance and optimizing vehicle safety. Just as technology improves vehicle safety, it can also provide valuable tools to carriers, thereby improving their performance.
Carrier Resources
14. The Task Force supports a mandatory national employer notification system and recommends development of a standard protocol specifying type, format, and frequency of information required to be transmitted from the states. Violations/offenses to be reported to the states should also be standardized. States should be required to fully participate in this national system and provide information in a timely fashion. The retention period for violations/offenses on a driver’s motor vehicle record should be left to the state’s discretion.
15. The Task Force recommends creation of a national clearinghouse for positive drug and alcohol test results. Prior to hiring an employee, employers would be required to check with the clearinghouse for an applicant’s failed tests and previous refusals to test.
16. The Task Force supports creation of the National Registry of Certified Medical Examiners provided that the certification requirements are not unduly burdensome, the supply of examiners is sufficient in all areas of the country, and the system allows for information sharing among examiners.
17. The Task Force recommends following, shepherding, and stewarding the safety benefits of the Driver Information Resource (DIR). The Task Force recommends carriers access this data for drivers and that they access this data prior to hiring a driver.
Carrier Safety
18. The Task Force recommends new motor carrier owners, both interstate and intrastate, be required to satisfactorily complete a safety training class before commencing operation. Safety training curricula should meet uniform standards nationwide. The Task Force also recommends that the Federal Motor Carrier Safety Administration (FMCSA) safety inspection be conducted at six months rather than at the current 18 months. Further, the Task Force recommends requiring new carriers to attach proof of training to their application for a DOT number.
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