Technorati Tags: CSA 2010; CSA 2010-Basics; CSA 2010-Rules; CSA 2010

Technorati Tags: CSA 2010; CSA 2010 Enforcement; CSA 2010 Initiative; CSA 2010 Regulations

Technorati Tags: CSA 2010; CSA 2010 Initiative; CSA 2010 Rulesl; CSA 2010 Basics

CSA 2010

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CSA 2010 Driver Safety Enforcement impacts both drivers and carriers. The new CSA 2010 approach will directly monitor the safety and performance of individual drivers, address problem drivers based on their records across multiple employers.

Learn Your Next Steps With CSA 2010

MedDirect as your Third Party Administrator for drug and alcohol testing will aid you in staying informed through all levels of needed service. In short, we want you to be prepared for all FMCSA mandates that will be enforced by the summer of 2010.

Here are some important facts you need to know:

CSA 2010 Driver Safety Enforcement Facts

• Under the new rules, over 47.9% of carriers would fail their audits
  (With 40,000 DOT audits per year, thatÕs over 19,000 carriers)
• Over 1 million warning letters will be sent out the first year
• All drivers and carriers will receive a safety rating
• DOT audits include 16 automatic failure violations

  Learn Your Next Steps With CSA 2010
  

How MedDirect can help you prepare

• Consultation on relevant and pertinent information
• Deliver all necessary and up-to-date notifications to you via our website
• Educate your staff and drivers on all FMCSA changes through webinars and online materials
• Help ensure compliance with CSA 2010 by providing you with appropriate contacts and referrals

Learn Your Next Steps With CSA 2010

Your Next Steps

• Visit www.gomeddirect.com for your free report on CSA 2010
• Register by e-mail to receive the latest information on CSA 2010
• Contact Theresa Neely @ 479-649-8614 or 877-866-2144 or email tneely@gomeddirect.com
  

CSA 2010

Technorati Tags: CSA 2010; CSA 2010-Basics; CSA 2010-Rules; CSA 2010

MedDirect is committed to keeping you up to date! 
CSA 2010 Are You Ready?

For questions regarding CSA 2010, e-mail me: tneely@gomeddirect.com

or give me a call 1-877-866-2161

Click here to learn more NOW

   This new CSA 2010 operational model has three major components:

• Measurement – CSA 2010 measures safety performance in new ways, using inspection and crash results to identify carriers whose behaviors could reasonably lead to crashes.
• Evaluation – CSA 2010 helps FMCSA and its State partners to correct high risk behavior by contacting more carriers and drivers, with interventions tailored to their specific safety problem, as well as a new safety fitness determination methodology.
• Intervention – CSA 2010 covers the full spectrum of safety issues – from how data is collected, evaluated, and shared to how enforcement officials can intervene most effectively and efficiently to improve safety on our roads.

  Click here to learn more NOW

CSA 2010 has been carefully planned and developed over the past few years. It began with a thorough review of the agency’s current compliance review (CR) process, and proceeded through the development of a new Safety Measurement System (SMS) that will use all roadside inspection and crash data and the development of a new interventions toolbox to deal efficiently and effectively with safety problems of various natures and different levels (as identified in SMS). In addition, the new model includes a proposed change to Safety Fitness Determination (SFD), also tied to SMS results, although implementation of CSA 2010 is not dependent on the proposed change.

Click here to learn more NOW

The expanded suite of intervention tools enable investigators to systematically evaluate why safety problems are occurring, to recommend remedies, to encourage corrective action(s), and, where corrective action is inadequate, to invoke strong penalties. The new SMS and interventions toolbox are now being tested in Colorado, Georgia, Minnesota, Missouri, Montana, and New Jersey. Testing began in February 2008 in four states, and expanded to add two more (Montana and Minnesota) in spring 2009. Two additional states may be added in Fall 2009.

Click here to learn more NOW

Feedback from enforcement staff and carriers indicate that the new model is both efficient, reaching more carriers, and effective, with some carriers undertaking proactive efforts to learn more and to correct their safety problems.

CSA 2010 re-engineers the existing enforcement and compliance business process to provide a better view into how well large commercial motor vehicle (CMV) carriers and drivers are complying with safety rules, and to intervene earlier with those who are not. When the program is fully rolled out by the end of 2010, FMCSA will have a new enforcement and compliance Operational Model that will utilize its resources, and those of its state enforcement partners, more efficiently and effectively, making the roads even safer for everyone.

Click here to learn more NOW

CSA 2010

Technorati Tags: CSA 2010; CSA 2010-Initiative; CSA 2010-basics; CSA 2010-rules

Are You Ready for CSA 2010? 

MedDirect is helping many drivers and carriers
get the information they need!

Click Here To Learn More

Call 877-866-2161 or E-Mail tneely@gomeddirect.com

1. How does an investigation work?

   The main purpose of every investigation is to ensure motor carriers and drivers are complying with the Federal Motor Carriers Safety Regulations (FMCSRs). There are three types of investigations. Offsite investigations are conducted over the phone and through e-mail, fax and the mail. Onsite focused and onsite comprehensive investigations are conducted at a carrier’s place of business.

   The investigation process is similar regardless of whether it is offsite, onsite focused, or onsite comprehensive. A Federal or State Safety Investigator (SI) reviews a carrier’s SMS data, the specific violations that compose the SMS, and the carrier’s intervention history. Next, the SI interviews representatives from the carrier over the phone and/or in person and also reviews selected documents. The SI engages in these activities to examine the carrier’s operations for compliance with FMCSRs and to determine, with the carrier’s participation, the organizational process breakdowns that are triggering the carrier’s safety violations. The SI will determine the appropriate follow-on intervention(s) (Notice of Claim/Notice of Violation and/or Cooperative Safety Plan). In addition, the SI will discuss with the carrier how they might improve their operations so that their deficient SMS scores will improve.

   Click Here To Learn More

2.    FMCSA does not address drivers the same way it addresses carriers today, nor will it under CSA 2010. While carriers are prioritized for intervention based on the Safety Measurement System (SMS), drivers are only investigated during a carrier investigation. Therefore, no Intervention Thresholds are in place for drivers.

    

   What are the intervention thresholds for drivers?

3. How does the process of investigating drivers work?

   In the Operational Model Test (Op-Model Test), Safety Investigators (SIs) look at driver history when investigating a carrier; specifically, they are looking for egregious violations of FMCSA’s safety regulations by drivers. These violations are sometimes referred to as Red Flag Violations.

   Click Here To Learn More

4. Where can I find more specific information about measurements for specific BASICs?

   For a detailed look at the safety measurement system methodology including in-depth information on how data would be categorized and scored for the BASICs, Please read the Safety Measurement System (SMS) Methodology.

   Click Here To Learn More

Technorati Tags: CSA 2010; CSA 2010 Enforcement; CSA 2010 Rules; CSA 2010 Initiative

Are You Ready For CSA 2010?

MedDirect is helping many drivers and carriers
get the information they need!

Click Here To Learn More

Call 877-866-2161 or E-Mail tneely@gomeddirect.com

1. How does an investigation work?

   The main purpose of every investigation is to ensure motor carriers and drivers are complying with the Federal Motor Carriers Safety Regulations (FMCSRs). There are three types of investigations. Offsite investigations are conducted over the phone and through e-mail, fax and the mail. Onsite focused and onsite comprehensive investigations are conducted at a carrier’s place of business.

   The investigation process is similar regardless of whether it is offsite, onsite focused, or onsite comprehensive. A Federal or State Safety Investigator (SI) reviews a carrier’s SMS data, the specific violations that compose the SMS, and the carrier’s intervention history. Next, the SI interviews representatives from the carrier over the phone and/or in person and also reviews selected documents. The SI engages in these activities to examine the carrier’s operations for compliance with FMCSRs and to determine, with the carrier’s participation, the organizational process breakdowns that are triggering the carrier’s safety violations. The SI will determine the appropriate follow-on intervention(s) (Notice of Claim/Notice of Violation and/or Cooperative Safety Plan). In addition, the SI will discuss with the carrier how they might improve their operations so that their deficient SMS scores will improve.

   Click Here To Learn More

2. FMCSA does not address drivers the same way it addresses carriers today, nor will it under CSA 2010. While carriers are prioritized for intervention based on the Safety Measurement System (SMS), drivers are only investigated during a carrier investigation. Therefore, no Intervention Thresholds are in place for drivers.

    

   What are the intervention thresholds for drivers?

3. How does the process of investigating drivers work?

   In the Operational Model Test (Op-Model Test), Safety Investigators (SIs) look at driver history when investigating a carrier; specifically, they are looking for egregious violations of FMCSA’s safety regulations by drivers. These violations are sometimes referred to as Red Flag Violations.

   Click Here To Learn More

4. Where can I find more specific information about measurements for specific BASICs?

   For a detailed look at the safety measurement system methodology including in-depth information on how data would be categorized and scored for the BASICs, Please read the Safety Measurement System (SMS) Methodology.

   Click Here To Learn More

Technorati Tags: CSA 2010; CSA 2010 Initiative; CSA 2010 Rules; CSA 2010 Enforcement

FMCSA is pleased to announce the Comprehensive Safety Analysis (CSA) 2010 Data Preview, which will allow individual motor carriers to review their safety performance data by the CSA 2010 Behavior Analysis and Safety Improvement Categories (BASICs). The Data Preview begins on April 12, 2010 and ends on November 30, 2010, the national launch date for the CSA 2010 safety enforcement program.   

Click Here to Learn More 

During the data preview period, motor carriers are encouraged to closely examine their performance data and immediately address any safety problems.  This is also an opportunity for motor carriers to update and verify their safety performance data online.

Click Here to Learn More 

This important step is designed to focus motor carriers on identifying and addressing unsafe behaviors that can lead to crash risk. It also underscores FMCSA’s commitment to data integrity and the motor carrier industry’s responsibility for ensuring commercial vehicle safety.  
 
Click Here to Learn More

Complete details on the Data Preview and the CSA 2010 implementation schedule are published in the Federal Register. The CSA 2010 implementation schedule supports the critical importance of incorporating the findings from over 30 months of operational model testing in nine CSA 2010 pilot states.

Technorati Tags: CSA 2010; CSA 2010 Regulations; Enforcement; Initiative

CSA 2010
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Read this letter released by FMCSA in the month of April regarding CSA 2010.

Thank you for your February 26 letter following our meeting to discuss the Federal Motor Carrier Safety Administration (FMCSA) Comprehensive Safety Analysis (CSA) 2010 Program. Your letter reiterates concerns that you, your members, and State affiliates have expressed with the CSA 2010 Carrier Safety Measurement System (CSMS) methodology and offers recommended approaches to address those concerns.  The FMCSA appreciates that the American Trucking Associations, Inc., (ATA) continues to fully support the safety and efficiency objectives of the CSA 2010 program and that ATA has offered recommended solutions to address its concerns.

The first concern you identified is that recordable crash data reported to FMCSA by our State partners, and linked to motor carrier records, do not identify whether the motor carrier was accountable for the crash.  More specifically, you expressed concern that the CSA 2010 CSMS methodology uses the recordable crash data to identify motor carriers for intervention without an accountability determination. As a recommended solution to this concern, you suggested that FMCSA employ a contract staff that would review State-reported crash reports to make accountability determinations before the crashes are considered in the CSA 2010 CSMS methodology.

The FMCSA recognizes this concern and is considering several short-term and longer term approaches to address it.  As FMCSA works to address the issue, the Agency will exclude the crash assessment of the CSA 2010 CSMS from any public Web sites that may be viewed by shippers or insurers.  Furthermore, FMCSA will continue to consider accountability of crashes before issuing any formal and final adverse safety fitness ratings that follow compliance reviews.  Longer term, FMCSA is evaluating the feasibility of an approach similar to your recommendation, whereby staff would assess State-reported crashes for accountability before they are considered by the CSA 2010 CSMS methodology.  In fact, FMCSA has already begun some preliminary analysis of this approach. 

The initial results of our feasibility study are promising and indicate that the use of police accident reports (PARs) is a viable option for determining large truck and bus crash accountability.  Work to date has been done in conjunction with the National Highway Traffic Safety Administration and the Volpe National Transportation Systems Center.  We are now gathering information on various options for implementing such an approach, including the costs and challenges.  For example, one challenge involves gathering the PARs from all of the different State agencies involved, although we are encouraged by the increasing use of electronic storage of such records by the States.

An alternative approach, for example, could be to require motor carriers to submit PARs to FMCSA for those accidents in which the carriers seek an accountability determination.  Accidents for which a motor carrier would not contest accountability by submitting a PAR would be deemed accountable to the carrier under this approach.

The FMCSA data analysis has historically shown that motor carriers involved in a disproportionately high number of crashes are more likely than other motor carriers to be involved in future crashes.  Simply, FMCSA analysis indicates that past crashes are a good predictor of future crashes, irrespective of accountability.  Therefore, until a viable long-term solution can be instituted to determine accountability of State-reported crashes, FMCSA will continue to use all crashes in the CSA 2010 CSMS to identify motor carriers for intervention.  The FMCSA believes this approach, coupled with not displaying CSMS crash assessments on public Web sites at this time, and considering crash accountability before issuing adverse safety fitness ratings, is the most prudent position at this time.  It balances the valid concerns of the ATA with FMCSA’s mission to protect the motoring public using the best performance data currently available.

The second concern you identified is that the CSA 2010 CSMS currently uses a motor carrier’s number of power units rather than vehicle miles travelled (VMT) as a measure of exposure.  Further, the letter pointed out your position that motor carriers that employ greater asset utilization are at a disadvantage because of their increased exposure to adverse safety events.  The letter essentially stated that FMCSA may be missing higher risk carriers by using power units as the measure of exposure in the CSA 2010 CSMS. Moreover, you offered recommended solutions such as making the mileage field of the MCS-150 form a mandatory field for updates and suggested that FMCSA consider using an “average annual miles per truck” estimate for those motor carriers in which FMCSA currently does not have up-to-date VMT data.

The areas of the CSA 2010 CSMS that currently use power units as the measure of exposure are the Crash and Unsafe Driving Behavior Analysis Safety Improvement Categories (BASICs).  FMCSA acknowledges that the use of power units as the sole measure of exposure can potentially create a disadvantage for segments of the motor carrier industry that employ greater asset utilization, for example, through cross-country team operations.  FMCSA also believes, however, that the use of VMT as the sole measure of exposure can create a similar disadvantage for segments of the motor carrier industry that operate limited mileage due to the nature of their operations.  Regardless, FMCSA agrees that VMT is another valuable and widely recognized measure of exposure that could potentially improve the effectiveness of the CSMS.  As suggested by ATA, FMCSA will make the vehicle mileage field of the MCS-150 a mandatory field for updates.

As part of the recently released CSA 2010 Data Review Web site, FMCSA is encouraging motor carriers to provide their annualized VMT data.  The FMCSA is optimistic that ATA will support

these efforts by strongly encouraging its members and others to regularly update their VMT data and through other collaborative ideas that will ensure that VMT is regularly and accurately reported by the motor carrier industry.  These efforts will support ongoing FMCSA analysis aimed at implementing the most effective and equitable measure of exposure possible prior to national deployment of the Safety Measurement System in November 2010.

The third significant concern conveyed in your letter is that the CSA 2010 CSMS uses all recorded moving violations from roadside inspections without considering whether a citation or “ticket” was issued.  Your letter characterized these recorded moving violations from roadside inspections as “warnings.”  You stated ATA’s belief that it is common practice by enforcement officials in States that must have probable cause to conduct an inspection to stop a truck for what you referred to as a “trifling” speeding offense and then record a speeding violation with no citation or “ticket” as justification for the inspection.  You also objected to the lack of a due process procedure for drivers to challenge warnings.  Your letter further stated that ATA believes there is no research linking warnings for moving violations, as they are currently recorded, and future truck crashes.  The ATA essentially recommended that moving violations without issued citations be removed from consideration in the CSA 2010 CSMS.

The FMCSA has conducted effectiveness testing on the Unsafe Driving BASIC (Behavior Analysis Safety Improvement Category) of the CSA 2010 CSMS as it is currently calculated using all recorded moving violations without regard to whether a citation was issued.  Put in simple terms, the analysis demonstrates there is a strong relationship between high scores in the Unsafe Driving BASIC, as derived by including all recorded moving violations, and future crashes.  From a legal standpoint, the Agency’s use of warnings as one factor in selection of an intervention does not constitute deprivation of a property interest for which a due process procedure is required.  The FMCSA has, however, as part of its attempt at further effectiveness analysis, reviewed the existing inspection data to determine if it is feasible to exclude recorded moving violations from consideration by the CSA 2010 CSMS when a citation is not issued.  At this time, it is not feasible.  A free-form text field exists whereby an enforcement officer can enter whether a citation was issued.  However, the completeness and accuracy of this field is not sufficient to employ in the CSMS at this time.

To address this issue, FMCSA is considering the addition of a simple Yes/No field to indicate whether a citation was issued in conjunction with the recorded speeding violation.  Furthermore, based upon concerns expressed by ATA and motor carriers participating in our CSA 2010 Operational Model Test, FMCSA is implementing modifications to the roadside inspection software used by its field staff and our State partners that will require roadside officers to designate the severity of speeding offenses recorded on roadside inspections. For example, the enforcement officer will have to designate whether the recorded speeding violation was 1-5 MPH over the speed limit, 6-10 MPH over, etc.  Moving forward, this will allow FMCSA to assign less weight to the less severe speeding violations in the CSA 2010 CSMS.

Thank you again for bringing these concerns to my attention.  The FMCSA will continue to improve the CSA 2010 CSMS as we obtain comments and learn from the ongoing Operational Model Test, and as we move toward national deployment later this year.