WASHINGTON — A long-standing quest for better data on how delays experienced by truck drivers waiting to load and unload affects safety and lost pay will get a fresh start by federal regulators.
The Federal Motor Carrier Safety Administration released on Wednesday the parameters of a new data collection it hopes will close an information gap preventing regulators from fully understanding the effects of truck driver detention time.
“This research study will collect data on commercial motor vehicle driver detention time representative of the major segments of the motor carrier industry, analyze that data to determine the frequency and severity of detention time, and assess the utility of existing intelligent transportation systems solutions to measure detention time,” according to an Information Collection Request (ICR) FMCSA plans to submit to the Office of Management and Budget (OMB) for approval.
The ICR points out that while a 2014 FMCSA study provided “valuable insights” on the effect of detention time on carrier and driver safety, it was limited, among other things, by a small sample size and the inability to separate legitimate time drivers spent loading and unloading from excess wait times.
“Therefore, FMCSA needs additional data from a broader sample of carriers to understand the safety and operational impact of detention time, to better understand why detention time occurs, and to identify potential mitigation strategies the industry may use to reduce detention time while improving operational efficiencies and safety,” the ICR notes.
To close the information gap, FMCSA’s study will use data collected from electronic logging devices, transportation management systems, vehicle telematic systems, safety records and from questions using carrier dispatching systems.
“The TMS, ELD, telematics, and safety data are already collected by carriers,” the ICR states. “The only additional data that will be collected will be the answers to questions submitted through the carriers’ dispatching systems. This information will allow FMCSA to identify the severity and frequency of detention time, the factors that contribute to detention time, and the administrative, operational, and safety outcomes of detention time.”
The agency wants to recruit approximately 80 carriers and 2,500 drivers to participate in the 12-month study. Most of the data is to be collected from clients of SpeedGauge, a San Francisco-based telematics company that generates data used by insurance companies to help make underwriting decisions for commercial carriers. FMCSA said it will also consider data from individual carriers that want to participate.
FMCSA outlined three primary objectives for the data collection:
- Assess the frequency and severity of driver detention time using data that represents the major segments of the motor carrier industry.
- Assess the utility of existing intelligent transportation systems solutions to measure detention time.
- Prepare a final report that summarizes the findings, answers the research questions and offers strategies to reduce detention time.
“Completing these research objectives will provide insight into any relationship between driver detention time and CMV safety,” FMCSA stated.
“Additionally, the findings from this study can contribute to a more complete understanding of these issues and facilitate private sector decisions that lead to reductions in detention time and improvements in safety and supply chain efficiency.”
FMCSA is giving the public 60 days to comment on the ICR before submitting it to OMB.
Getting a better understanding of the effects of driver detention time on safety and driver pay has been a priority of regulators and lawmakers over the last five years.
Predicted Crash Rates for Changes in Average Dwell Time
Source: DOT OIG 2018 report
A 2018 analysis by the U.S. Department of Transportation’s Office of Inspector General estimated that a 15-minute increase in average dwell time (the total time spent by a truck at a facility) increases the average expected crash rate by 6.2% – the theory being, drivers paid by the mile or by the load have an incentive to make up lost time by speeding (see chart).
The report also estimated that detention reduces annual earnings by $1.1 billion to $1.3 billion for drivers in the truckload sector.
In 2020, Democratic lawmakers attempted to include in a highway reauthorization bill not only a detention time study but a follow-on rulemaking to establish limits on the amount of time a driver could be detained by a shipper or receiver before being required to be compensated for lost time. The provision did not make it into the final reauthorization passed in 2021.
Douglas VanAusdal
After 40+ years in this business, it still is amazing to me. From what was the ICC once todays FMCSA and other things that there are studies out there that has shown what is safe and what is not safe. And still the government will listen to the big companies and not to the small company or the single owner operator, between the shipper and receiving people they will go to the government and get what they want and to heck with the rest of us. I have seen many changes over the years and none have really helped the small business people. So why do more STUDYING it’s not going to change anything, we have no say over the rates we no say how long we sit waiting to get loaded and unloaded. The only thing we can say is NO THANK YOU FOR THIS LOAD. And we know that someone will take it hopefully to just get into a better market, it should not have be this way. Every broker out there and along with the big companies have figured out how to challenge us on the fuel surcharge and keep most of it for themselves, again we have no say about it, so until there is some kind of transparency from the industry nothing will ever change,
So you want drivers to be safe, then make changes that helps out the Drivers not the companies.
Steve
I am a successful fleet owner. I have been in business over 40 years. I started hauling for Sam Walton when he built his first distribution center and worked for Sam’s Club for 18 years. I was told:” If you are not too expensive, not too cheap and can be on time we will do business for a long time. There is one other thing I was told. “Don’t make your problems my problems”. It seems the trucking industry needs to grow a pair and let the receivers know they are not too expensive or cheap and are on time. We don’t want to make our problems your problems. However, do not make your problems my problems, if you need more help hire it. We will give you a reasonable time to load and unload after that we charge.
Lontremond Weathersby
Who in the group drive trucks where are y’all coming up with all these studies and finding if a truck driver is held up at a shipper that stops his money / her money unless the shipper pay for detention time what is there to study we are on the clock truck drivers you waste my clock trying to get off loaded or loaded and you expect us to not rush or try to still make our delivery or pick up in time the ship was last receiver holds no responsibility and holding the driver up they play a big part in this but yet they are not criminalized only the truck drivers are
Donald Louis Martin
What is the big problem about detention times experienced by drivers? In the 70’s the shippers and receivers had no more than 2 hrs to load or unload you after you set in the dock. However, today they unload one pallet and break it down at a time. Then distribute in the warehouse. 8 to 10 hours later the driver gets his paper work. His day is wasted now. Back in the 70’s they where charged a $ 200.00 + fee. The next big issue is what the office people do to their drivers. For instance Mr. Terry Fabian of JS HELWIG AND SON SETS UP DRIVERS IN COLLISIONS OR SET DDT ‘S THAT ARE IMPOSSIBLE TO DO WITHIN HOURS OF SERVICE RULES. THEN TRIES TO CREATE A ZIMMERMANN ISSUE. HE PULLED A HAND GUN ON ME DURING ONE OF THESE ATTEMPS. THE DRIVERS ARE NOT REALLY THE PROBLEM. IT IS THE OFFICE IDIOTS WHO KNOW WITH IN 50 FEET WXACTLY WHERE THIER TRUCK IS. I HAVE MANY REASONS THIS IS A PROBLEM. I HAVE BEEN DRIVING SINCE 1974 AND I can tell you how this is possible.
Elizabeth Williams
Sadly we screw ourselves in these surveys. We never know if it’s going to 1/2 hour or 8 hours or more so we do what prudence demands. Go off duty or into sleeper berth. I don’t know a single driver paid by the mile who will let their 70hr clock get eaten up by dwell time at shippers or receivers. Industry standards are we have to give 4 hours to load or unload before detention is paid. For many company drivers they get $15-$25 an hour. So let’s say shipper takes 3.5 hours loading and the receiver does the same, that would be 7 hours of clock time with no compensation and if it was logged on duty 7 hours equates to about $200 to the driver averaging just 55mph at 50 cents a mile. That’s just one trip now do this 3 times a week. Oh wait there’s more, carriers and brokers love to push drivers to go into these shippers and receivers at least 2 hours early but the 4 hour clock countdown doesn’t start until the appointment time. So there’s another 12 hours uncompensated or $330 ……
Just how many drivers are going to throw away over $900 a week ($45000) a year to answer the questions the FMCSA is asking when we know damn well NOTHING is going to get done to fix the problem
Pete
LOL !!! I’ve been sitting at same receiver since Wednesday afternoon, it’s now Friday,,,, they’re going to unload me Monday . After 15 years of this crap and the detention only getting worst with no compensation I’ve decided this week that by years end I’m no longer driving truck when I can make the same money working at dollar store and sleep in my bed every night.