our shared responsibility for commercial motor vehicle safety and operations ron hughes, ph.d. ncsu...

OUR SHARED RESPONSIBILITY FOR COMMERCIAL MOTOR VEHICLE SAFETY AND

OPERATIONS

RON HUGHES, PH.D.NCSU INSTITUTE FOR TRANSPORTATION RESEARCH

AND EDUCATIONJuly 9, 2007July 9, 2007

We have a shared responsibilityshared responsibility toreduce truck-involved crashes

We’re talking about these kinds of vehicle configurations

Which may be further characterized by these typesof cargo body types

All having in common. . .

a GVWR of 10,001 lbs or above

And requiring a Commercial Drivers License (CDL) to operate

FMCSA 2008 Goal (1.65 fatalities/100MTMT)FMCSA 2008 Goal (1.65 fatalities/100MTMT)

CMV-Involved Crash Fatalities Per 100 Million Truck Miles Traveled

0

0.5

1

1.5

2

2.5

3

3.5

4

4.5

5

1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008

Calendar Year

Fat

alit

ies

Per

100

MT

MT

NC TMCSA Goal

North Carolina’s PerformanceNorth Carolina’s Performance

FMCSA Strategic 2008 Goal (1.65 fatalities per 100MTMT)FMCSA Strategic 2008 Goal (1.65 fatalities per 100MTMT)

# Killed# A

Injuries# B

Injuries# C

Injuries

Total Killed and/or Injured

151 241 1377 4076 5845

A B C K PDO

2005 230 1,330 2,797 196 11,954

2006 191 1,047 2,547 136 12,181

% Change -17% -21% -9% -31% 2%

CY2006

Data are from NCDOT Traffic Engineering Accident Analysis System (TEAAS)Data are from NCDOT Traffic Engineering Accident Analysis System (TEAAS)

CMV-INVOLVED CRASHES BY INJURY SEVERITY

State 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005Texas 314 316 391 384 401 367 412 422 391 419 396 427California 319 342 340 338 319 304 331 334 313 311 359 356Florida 268 260 260 265 297 294 279 303 320 314 322 347Georgia 182 171 192 208 189 204 189 216 169 201 214 211North Carolina 175 163 155 181 213 179 164 176 152 148 174 182Illinois 155 153 134 155 165 178 152 172 142 162 139 170Pennsylvania 190 170 169 181 162 187 164 159 157 188 165 170Ohio 180 187 181 185 174 183 166 156 182 134 160 158Missouri 123 89 143 133 145 144 145 118 137 140 132 142New York 190 142 140 141 128 153 147 128 123 139 121 129

NORTH CAROLINA CONSISTENTLY IN ‘TOP TEN’

North Carolina's 'Rank' Among the Top Ten States in Terms of Fatal Truck-Involved Crashes

(1995-2005)

0

1

2

3

4

5

6

7

8

1994 1996 1998 2000 2002 2004 2006

Year

Ran

k

BETTER

WORSE

72216984678969267030New York

73277239708773917393Indiana

77537503738074077454North Carolina

89138822862187248848Pennsylvania

91418859858382878442Illinois

96889192920993179556Ohio

98199551944896678202Georgia

135311243

7118361001810197Florida

200521960

9187751910819450Texas

217062137

0211722026820077California

20052004200320022001

158167154139Missouri

158194156200Illinois

163147128145Alabama

189224174185Pennsylvania

190151203168Ohio

198162169201North Carolina

248232198255Georgia

377365376365Florida

415370362378California

468487467486Texas

2004200320022001

Top Ten States in Estimated AnnualTruck Miles Traveled (Rank Based on 2005)

Top Ten States in Number ofCMV-Involved Fatalities (Rank Based on 2004)

BOTTOM LINE: CMV-involved fatalities differ between states largely in terms of exposure (truck miles traveled). ‘Risk’ x ‘Exposure’ = crash frequency. Is the ‘risk’ of fatal CMV crashes higher in these states or the degree to which they are ‘exposed’ to similar risks?

Is NC Really ‘That Bad’?Is NC Really ‘That Bad’?

Weekday Peak-Period Congestion Has Grown in Several Ways in the Past 20 Years in Our Largest

Cities

Source:Source:Traffic Congestion and Reliability: Trends and AdvancedTraffic Congestion and Reliability: Trends and Advanced

Strategies for Congestion Mitigation (FHWA Office of Operations)Strategies for Congestion Mitigation (FHWA Office of Operations)

Source: 2005 Annual Urban Mobility Report (FHWA and TTI)

In the past year, a poll cited traffic congestion as the No. 1 problem in the greater Charlotte region, and a study found that congestion in North Carolina will more than double in the next 25 years. Traffic delays in Charlotte will mirror those currently seen in Chicago . . . (eTrucker.com, June 2007)

Growth in Total DelayGrowth in Total Delay

RATE IN CHARLOTTE

RATE IN COMPARABLERATE IN COMPARABLEUS CITIESUS CITIES

RATE IN CHARLOTTE

Did you know?Did you know?• Commercial truck travel doubled

over the past two decades. Freight tonnage estimated to double by 2020, with major portion carried by truck at some point in chain.

Source:2006 Status of the Nation's Highways, Bridges, and

Transit:Conditions and Performance (FHWA)

Did you know?Did you know?• Commercial truck travel doubled Commercial truck travel doubled

over the past two decades. over the past two decades. Freight tonnage estimated to Freight tonnage estimated to double by 2020double by 2020, with major , with major portion carried by truck at some portion carried by truck at some point in chain.point in chain.

• On 20 percent of the Interstate Highway System, trucks account for more than 30 percent of all vehicles.



Did you know?Did you know?• Commercial truck travel doubled Commercial truck travel doubled

over the past two decades. over the past two decades. Freight Freight tonnage estimated to double by tonnage estimated to double by 20202020, with major portion carried by , with major portion carried by truck at some point in chain.truck at some point in chain.

• On 20 percent of the Interstate On 20 percent of the Interstate Highway System, trucks account for Highway System, trucks account for more than 30 percent of all vehicles.more than 30 percent of all vehicles.

• The growth in truck travel has been exceeding the growth in passenger travel over time, suggesting that the percentage of trucks in the traffic stream is likely to grow substantially if current trends continue.



• Because of their size and operating characteristics, trucks have a greater effect than personal vehicles on traffic flow and highway level of service. Trucks take up more physical space on the roadway and do not accelerate, brake, or maneuver as well as passenger vehicles.

• Trucks contribute significantly to congestion in urban centers.

Did you know?Did you know?

Source:2006 Status of the Nation's Highways, Bridges, and Transit:

Conditions and Performance (FHWA)

• Trucks account for at least one-fifth of the delay for all vehicles in the 50 worst urban bottlenecks in the Nation (2004 FHWA report, Traffic Congestion and Reliability: Linking Solutions to Problems)

Did you know?Did you know?



MAJOR BOTTLENECKSMAJOR BOTTLENECKS

CharlotteCharlotte

Did you know?Did you know?• On city streets in crowded

business districts . . .

pickup and delivery vehicles cause nearly a million hours of vehicle delay each year to other traffic

as they stop to serve office buildings and retail establishments (Oak Ridge National Laboratory, in its 2004 study, Temporary Losses of Highway Capacity and Impacts on Performance: Phase 2)



Two On-Line Tools to Two On-Line Tools to Track CMV Crashes in NCTrack CMV Crashes in NC

With respect to truck safety . . .With respect to truck safety . . .

http://www.hsrc.unc.edu/cmv/index.cfmhttp://www.hsrc.unc.edu/cmv/index.cfm

CY2006 CMV-Involved Crashes in Troop H

CMV-Involved Crashes, Troop HCMV-Involved Crashes, Troop H

SOME DETAILS FROM 2006SOME DETAILS FROM 2006

Truck Crash Website

ClickHere

The Map

Tool Bar

Data ‘Layers’

Zoom to

Zoom to

Zoom

By clicking on these boxes, access detailed info on driver, vehicle,safety, and accident ‘histories’ for carrier

The Map

QueryQuery FunctionFunction

Ability to ‘Query’ the Data

(in this case for speed-involved crashes)

NC obviously has good crash data ‘tools’NC obviously has good crash data ‘tools’at least in-houseat least in-house

So, what’s the problem?So, what’s the problem?

• Data ‘accuracy’ and ‘timeliness’ (as defined by FMCSA)

• Our ‘collective’ responsibility for DATA QUALITY

• Understanding the role of crash data accuracy and timeliness in future CMV operations

FMCSA State Safety Data Quality (SSDQ) Quarterly Map

How are we doing in North Carolina?How are we doing in North Carolina?

WHAT ‘WE’ CAN FOCUS ONWHAT ‘WE’ CAN FOCUS ON

CRASH ACCURACYCRASH ACCURACY

‘ACCURACY’ on crash reports involving a CMV

Who’s responsible?

Who submits these reports?

0

200

400

600

800

1000

1200

1400

1600

1800

Nu

mb

er o

f C

rash

es

Freq of NCSHP or "Other" by Troop

CMV-Involved Crashes (CY2006) Reported by NCSHP or 'Other' Agency

Series1 442 287 880 627 1011 1626 652 796 796 664 657 331 658 295 906 1675

SHP OTHERSHP OTHERSHP OTHERSHP OTHERSHP OTHERSHP OTHERSHP OTHERSHP OTHER

A B C D E F G H

Note: In large metropolitan areas,such as Charlotte-Mecklenburg, Guilford, and Wake counties, CMV-involved crashes are more often reported by local law enforcement agencies.

7 out of 10 CMV-involved crashes in Troop H

are, on average, reported by agencies other than NCSHP

(based upon NCDOT 2006 crash reports)(based upon NCDOT 2006 crash reports)

= generally non-SHP agencies (more likely operating off-interstate)

= generally about equal

= generally SHP

General trends based upon Troop C statsGeneral trends based upon Troop C stats

WHY THIS IS IMPORTANT

• Motor Carrier Enforcement (MCE) interventions (inspections, fines, penalties, out-of-service actions, etc.) are less likely to be applied in the larger metropolitan (urban) areas of the state.

• Law enforcement agencies in these (larger, metropolitan) areas may not be as familiar with the details of CMV operations (licensing, registration, GVWR, CDL, size and weight restrictions, driver and vehicle inspection procedures, Hours of Service, etc.) as MCE trained personnel.

So where can inaccurate crash data

be a problem?

Why are timely and accurate data important?

CRASH DATAFROM STATES

CARRIER SAFETY STATUS (SafeStat) Reports

IMPORTANT MEANS FOR IDENTIFYING UNSAFE CARRIERS

Crash involvement = 2 Crash involvement = 2 xx

Driver violations = 1.5 Driver violations = 1.5 xx

In the near future, all commercial vehicles will carry a ‘transponder’ that will be ‘read’ as

the vehicle approaches a scale facility

How the system would workHow the system would work

It is physically impossible to:It is physically impossible to:

– weigh every truckweigh every truck

– stop and manually inspect every truckstop and manually inspect every truck

– check the credentials of every drivercheck the credentials of every driver

We can’t do everythingWe can’t do everything

The ‘Solution’The ‘Solution’

• We need to rely on modern information We need to rely on modern information technology methods and procedurestechnology methods and procedures

• These methods and procedures will only These methods and procedures will only be as good as the data upon which they be as good as the data upon which they are basedare based

• You and I contribute to the SAFETY You and I contribute to the SAFETY component of that data every time we component of that data every time we complete a crash reportcomplete a crash report

• Getting the crash report data CORRECT

•Absolutely essential for all interstate carriers and all carriers of hazardous materials

• Submitting the report in a TIMELY fashion

We have SHARED RESPONSIBILITIES

for

While it may be just another While it may be just another crash report crash report

to youto you

It’s critical to the trucking industry It’s critical to the trucking industry and to thoseand to those

responsible for its safe and efficient responsible for its safe and efficient operationoperation

Another Thing to Watch Another Thing to Watch ForFor

‘‘Over-size’ vehiclesOver-size’ vehicles operating off the ‘truck networktruck network’’ without a permit

• What is an over-size vehicle?

• What is the ‘truck network’?

What is an over-size vehicle?What is an over-size vehicle?

A combination vehicle (truck/tractorand trailer) where the trailer is 53 ftor longer.

A combination vehicle where thetruck/tractor is pulling twin trailers(also called a ‘double’)

REMEMBER:REMEMBER:

These vehicles are not illegal so long as they stay These vehicles are not illegal so long as they stay on or within 3-miles of an STAA approved routeon or within 3-miles of an STAA approved route

What is the ‘truck What is the ‘truck network’?network’?

What are the dangers of over-sizedWhat are the dangers of over-sizedcommercial vehicles ‘off the commercial vehicles ‘off the

network’?network’?

Lane encroachments cause Lane encroachments cause travel delaytravel delay and andcongestioncongestion and can present serious and can present serious safety problemssafety problems

Off-Tracking

In Engineering Terms

In Practical Everyday Terms

Lane and edge line encroachmentsLane and edge line encroachments

Infrastructure Infrastructure damagedamage

TRACK OF REAR WHEELSTRACK OF REAR WHEELS

TRAILER BLOCKS TRAFFICTRAILER BLOCKS TRAFFICIN OPPOSITE DIRECTION FORIN OPPOSITE DIRECTION FOREXTENDED TIMEEXTENDED TIME

(Based on CMV crashes 2001-2005)(Based on CMV crashes 2001-2005)

CharlotteCharlotte

CAUTIONCAUTION

It must be understood that not all points It must be understood that not all points shown here are for vehicles in violation of shown here are for vehicles in violation of

the STAA route restrictionsthe STAA route restrictions

Due to the absence and/or unreliability of Due to the absence and/or unreliability of trailer length data on crash reports, the trailer length data on crash reports, the

points shown here represent all CMVs with points shown here represent all CMVs with trailers of 48’ or longer (a subset of which trailers of 48’ or longer (a subset of which

are are increasingly likely to beincreasingly likely to be trailers in trailers in excess of the 53’ limit).excess of the 53’ limit).

The important point is that The important point is that

‘‘where there are crashes, there are CMV where there are crashes, there are CMV operations’operations’

(Based on CMV crashes 2001-2005)(Based on CMV crashes 2001-2005)

CharlotteCharlotte

Crashes that ‘cluster’Crashes that ‘cluster’more in an ‘area’more in an ‘area’

Look at attributes of area (congested)Look at attributes of area (congested)and type of CMV operation (e.g, delivery)and type of CMV operation (e.g, delivery)

Crashes on Linear Features (Roads)Crashes on Linear Features (Roads)look for geometric design and traffic factorslook for geometric design and traffic factors

Where are Where are likelylikely ‘off- ‘off-network’ network’

operations operations taking place, in taking place, in the Charlotte-the Charlotte-Mecklenburg Mecklenburg

area, based on area, based on crash data?crash data?(2001-2005)(2001-2005)

DOWNTOWNDOWNTOWNCHARLOTTECHARLOTTE

7777

485485

7474

ANGLE 3 9.7 BACKING UP 3 9.7 CR_TYP_TXT 1 3.2 FIXED OBJECT 3 9.7 LEFT TURN, DIFFERENT ROADWAYS 1 3.2 LEFT TURN, SAME ROADWAY 2 6.5 MOVABLE OBJECT 1 3.2 OTHER COLLISION WITH VEHICLE 1 3.2 PARKED MOTOR VEHICLE 1 3.2 REAR END, SLOW OR STOP 6 19.4 REAR END, TURN 1 3.2 RIGHT TURN, DIFFERENT ROADWAYS 1 3.2 RIGHT TURN, SAME ROADWAY 1 3.2

SIDESWIPE, SAME DIRECTION 6 19.4

TRACTOR-TRAILER 14 46.7 UNKNOWN HEAVY TRUCK 16 53.3

FULL ACCESS CONTROL 6 20.0 NO ACCESS CONTROL 18 60.0

PARTIAL ACCESS CONTROL 5 16.7

FLASHING SIGNAL WITHOUT STOP SIGN 1 3.4NO CONTROL PRESENT 12 41.4STOP AND GO SIGNAL 8 27.6STOP SIGN 7 24.1

TWO-WAY, DIVIDED, POSITIVE MEDIAN BARRIE 6 19.4 TWO-WAY, DIVIDED, UNPROTECTED MEDIAN 9 29.0 TWO-WAY, NOT DIVIDED 14 45.2

FULL ACCESS CONTROL 4 21.1NO ACCESS CONTROL 12 63.2 PARTIAL ACCESS CONTROL 3 15.8

ANGLE 6 31.6 MOVABLE OBJECT 1 5.3OVERTURN/ROLLOVER 1 5.3PARKED MOTOR VEHICLE 1 5.3RAN OFF ROAD - RIGHT 1 5.3REAR END, SLOW OR STOP 5 26.3RIGHT TURN, SAME ROADWAY 2 10.5 SIDESWIPE, SAME DIRECTION 2 10.5

TWO-WAY, DIVIDED, POSITIVE MEDIAN BARRIE 2 10.5TWO-WAY, DIVIDED, UNPROTECTED MEDIAN 9 47.4 TWO-WAY, NOT DIVIDED 8 42.0

HUMAN CONTROL 1 5.6 NO CONTROL PRESENT 8 44.4STOP AND GO SIGNAL 4 22.2STOP SIGN 5 27.8

TRACTOR/SEMI-TRAILER 15 78.9 UNKNOWN HEAVY TRUCK 4 21.1

Value Freq Percent Value Freq Percent B 1 5.3B 1 5.3C 4 21.1C 4 21.1O 14 73.7O 14 73.7Total 19 100.0Total 19 100.0

Value Freq PercentValue Freq PercentB 3 10.0B 3 10.0C 6 20.0C 6 20.0O 21 70.0O 21 70.0Total 30 100.0Total 30 100.0

Trucks and Trucks and Physical Physical

ConditionConditionof the of the

RoadwayRoadway Truck traffic is a major source of physical wear for Truck traffic is a major source of physical wear for the Nation's highways the Nation's highways

The FHWA's The FHWA's 1997 Federal Highway Cost 1997 Federal Highway Cost Allocation StudyAllocation Study found that trucks were found that trucks were responsible for 40 percent of FHWA program responsible for 40 percent of FHWA program costs, while accounting for less than 10 percent costs, while accounting for less than 10 percent of total vehicle miles traveled (VMT). of total vehicle miles traveled (VMT).

We also know We also know there are there are

overweight trucks overweight trucks operating in the operating in the

Troop H areaTroop H area

CONSTRUCTION RAW MATERIALSCONSTRUCTION RAW MATERIALS WOOD WOOD PRODUCTSPRODUCTS

Bottom LineBottom Line• Local agencies have a shared responsibility for the timely and accurate

completion of crash reports

• CMV operations in urban areas may be more of a congestion problem than a ‘safety’ (personal injury) problem

• CMVs with ‘twin trailers’ (doubles) and trailers 53ft or greater in length are restricted to STAA routes

• The operational problems of over-length vehicles are independent of whether or not they are overweight

• Overweight trucks damage the infrastructure

• Pay attention to GVWR and trailer length data elements on crash report

• Know your counterparts in the Patrol or in local agencies . . . . cooperation is essential

REMEMBER!!!REMEMBER!!!

• Commercial motor vehicles are essential to the economy . . . and to supporting the personal needs of each of us.

• Law enforcement plays a key role in ensuring the safe and efficient operation of commercial motor vehicles.

• More can be accomplished by working ‘with the Industry’ than by taking a purely punitive approach.

WORK TOGETHERWORK TOGETHERTOTO

MAKE IT WORKMAKE IT WORK

our shared responsibility for commercial motor vehicle safety and operations ron hughes, ph.d. ncsu...

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