Role of Human Factors in Preventing Cargo Tank Truck Rollovers (2012)

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1 S u m m a r y This research project identifies good practices in safety, management, and communication that can help cargo tank truck fleet operators reduce the likelihood of rollovers. The research takes good practices from both within and outside the industry; they encompass training, hiring, dispatch (e.g., scheduling and journey planning), safety culture, technology, and other operational components. This report aims to provide tools that operators can implement right away, both to see near-term results and to begin a sustained process. The busy fleet operator reading this report for practical and implementable solutions—and who may be less interested in the technical approach—will find case studies in Chapter 6 geared toward three specific practice areas. A broader discussion of good practices based on the research team’s exten- sive interviews can be found in Chapters 4 and 5. Appendices containing forms useful in the implementation of said practices can be found online at www.TRB.org by searching for HMCRP Report 7. The identification of common factors is valuable in ensuring that good practices address appropriate behaviors. HMCRP Report 1: Hazardous Materials Transportation Incident Data for Root Cause Analysis identifies the appropriate databases for this analysis. A sampling of 407 police accident reports (PARs) from eight states has been reviewed as a further source in identifying root factors. Driver-related causes are leading factors in cargo tank truck rollovers. These causes lead to the unsafe acts that directly lead to rollovers. Cargo tank truck operators do influence how drivers behave and do influence their state at the time unsafe acts occur or at the time the driver is faced with a threatening situation. For each of the contributing factors identified, operators can exert influence through programs and practices they put in place. These include • Fitness for duty, • Health awareness, • Safety culture, • Hiring, • Training, • Scheduling and dispatch, and • Operations. Good practices employed by companies both within and outside of the cargo tank truck industry have been identified through interviews with over 40 participants representing a cross-section of small to large carriers, private and for-hire fleets, senior executives to drivers, domestic and foreign operations, other industries, industry associations, and federal agencies. Role of Human Factors in Preventing Cargo Tank Truck Rollovers

2Case Studies Research focuses on three critical practice areas that can be quickly implemented and would have long-lasting benefit to operators of various sizes across the industry. The overarching goal in the selection of areas for case studies is ensuring the applicability of the results— selecting practices that are significant enough to improve cargo tank rollover performance yet simple enough that they can be readily adopted by a broad portion of the industry. Initial surveys, followed by select detailed interviews, have identified some of the keys to successful safety programs that can reduce the likelihood of rollovers. The focus of the first case study is training and safety programs, with particular attention on the VicRoads (Transportation Department of the State Government of Victoria, Australia) program on rollover prevention. The study also reviews other curricula in the United States to determine the extent to which the VicRoads curriculum and program would need to be modified to be an effective training tool in the United States. Included are useful training elements such as location-based incident mapping, root cause analysis, and a comprehensive rollover program evaluation checklist. The VicRoads program was tested with audiences of cargo tank truck drivers and safety managers in the United States. First reactions to the material were uniformly positive. The model truck is an excellent interactive tool for demonstrating the principles of physics, especially the effects of a dynamic load. An appreciable number of the participants indicated that the program’s video and slide show would be more effective for tank truck drivers if they concentrated specifically on tank trucks rather than on a variety of heavy trucks. The focus of the second case study is on the behavior management process. The study discusses the functionality and role of on-board technology, direct observation (i.e., ride-along), training, and other tools and methods in managing driver behavior. The study includes a survey of current technology and interviews with operators with demonstrated successful behavior management processes. The use of on-board computers to monitor the vehicle and the drivers is growing. Although it is more costly, carriers that were interviewed for the case studies use ride-alongs to evaluate and correct driver behavior. Peers, supervisors, or trainers may conduct these ride-alongs using either formal checklists or other observation forms. Observation can also be through electronic measurements of the vehicle’s motions, possibly supplemented with video in and out of the cab. Analysis can range from verbal feedback during a check ride to more complicated formulas for assessing behavior. Case Study 1 noted that recurrent training is essential for all; some drivers need coaching for specific behaviors. The process cycles around for continuous improvement. The focus of the third case study is driver fitness-for-duty management. The study looks closely at four key areas: 1. Fatigue management, 2. General health and wellness, 3. Scheduling and dispatch strategies, and 4. Driver distractions. Information useful to tank truck operators to better ensure the fitness and readiness of drivers through their shifts is derived from interviews within and outside of the industry, along with reviews of relevant initiatives and programs within and outside of the United States. Drivers, companies, and families all play important roles in fitness-for-duty. “Good practices” carriers focus on health and wellness of drivers, including nutrition. They also

3 address causes of distraction and fatigue, through education and driver scheduling. Sleep apnea has been identified as a significant cause of driver fatigue. Conclusions Driver-related causes are leading factors in cargo tank truck rollovers. These causes lead to the unsafe acts that directly lead to rollovers. The unsafe acts that are most frequently identified through the PAR analysis are • Driving too fast for conditions, • Illegal maneuvering or improper turning, • Inadequate evasive action, and • Poor directional control. The most significant areas of potential driver-related contributing factors that lead to these unsafe acts include • Information gathering, • Driver state, • Physiological condition, • Obesity and health, • Alcohol or drug involvement, and • Vehicle control. Information gathering is identified as the chief contributing factor, accounting for 72% of identified contributing factors. Information gathering includes such characteristics as distraction, poor situational awareness, failure to recognize a hazard, and inadequate visual surveillance—in short, instances of not paying attention. Driver state accounts for 19% of identified contributing factors and includes such characteristics as impairment (i.e., alcohol, drugs, or medications); aggressive behavior; drowsiness; being asleep; or having limited capacity—in short, not being fit for duty or in the proper condition or state of mind at the time of the crash. A strong safety culture—where “safety is first, period,” where all levels of management walk the walk, and where safety is engrained in operational discussions and decisions—is the single best practice. Other key good practices include hiring the right people, effective training and re-training, use of Electronic on-board recorders (EOBRs), and management observations of drivers. Good practices that are not universally adopted include health and wellness programs, a focus on sleeping disorders and fatigue, and recognition of the driver family as a key partner in safety. EOBRs are becoming universal and, at the time of this report, may soon be required by the Federal Motor Carrier Safety Administration (FMCSA). They do not solve all problems, but they can be used as an effective safety aid. On-board technology and ergonomics also serve to further detach the driver, but with less of a feel for the road and perhaps even an over-reliance on safety features. Recommendations Carriers and insurance companies hold the most complete set of information for a detailed root cause analysis, but business reasons prohibit their information being released into the public domain. A process that would allow for root causes at an aggregate level to

4be obtained and that would ensure legal protection and confidentiality to those providing the data is likely the most effective solution to root cause identification. Many fleet operators have employed good practices that improve their safety and operating performance and reduce rollovers. The industry should continue to focus on sharing programs and practices that can be successfully implemented by medium and small fleets, with par- ticular attention to the lack of dedicated safety and training staffs that may encumber these types of fleets. Organizations such as National Tank Truck Carriers and American Trucking Associations provide vehicles to share best practices and educate the industry. FMCSA has also made strong contributions to improve safety through education. Programs like VicRoads can be an effective supplement to existing training programs and videos available to the industry. This would best be facilitated by a not-for-profit or industry association.