While doing my daily Google news searches I came across an interesting article and video regarding CSA 2010. The video was made during a Driving for Profit Seminar directed to carriers, telling them about the importance of CSA 2010 and what they will need to focus on if they do not want to receive an unfit SFD ( Safety Fitness Determination Rating)
What surprised me, was that the speaker emphasized that the carriers main focus should be on the driver, not so they can work together in order to avoid violations, but rather to “get them under control”. He went on to tell them that it will be the driver who will ultimately determine the carriers SFD.
Not once does it mention the accountability of the carriers to be compliant. Rather than me explaining the video, watch it for yourself and see what you think he’s saying and what tactics he’s employing. Again, Drivers will not be rated
I made a comment, but as of yet I have not seen it posted. This is the comment I left on their blog
I have listened to this video and there are aspects I’d like to address. First I’d like to say that Drivers will NOT BE RATED ( stated in the video), only Carriers. SFD ( Safety Fitness Determination) clearly defines this. It is true that drivers will have scores within the BASIC areas that can be observed, but even those will be limited to who can observe them.
For example, at the weigh stations : the inspector can ONLY see the carriers BASIC safety scores, but not the drivers. The driver data is based on the last 3 and 5 years of road side inspections and crash data. And only that can be seen for them.
The only DRIVER data available to roadside inspectors and future employers ( through a PSP form submitted with permission of the applicant driver) is the 3 and 5 year look back of roadside inspections and DOT recordable accidents.
What this means is that if your company has a high score based on poor past performance, then you have ( and the driver) a greater chance for a roadside inspection.
1) A Safety Fitness Determination (SFD) Rating is only for carriers; The present rating is satisfactory, conditional, and unsatisfactory. The future safety rating will be Continue Operation, Marginal, and Unfit. Again, no such rating for drivers, which means the FMSCA does not “pull a drivers CDL” or “Shut a driver down” as with carriers. The driver can be called in for a government intervention if HIS/HER scores are too high in the BASIC areas which are mostly evident as the Drivers Responsibility. However, even these intervention are most likely going to occur because the Carrier was flagged first.
Next, I would like to say that the statement in this video proclaiming that a carrier’s safety rating is developed by the drivers roadside inspections is misleading. Yes, it is the driver who will be pulled over for an inspection, but violations will not be accounted for by HIS/HER performance only. It is the violations that the company is responsible for ALSO within the 7 BASIC categories
Example: Speeding , reckless driving, improper lane change etc…Is the drivers responsibility. However, there are portions of the scoring violation system that clearly shows aspects of CSA 2010 scoring that THE DRIVER will NOT be held accountable for. Note: The Carrier on the other hand will be responsible for ALL violations, theirs and the driver.
In conclusion I would say it that the carriers need to:
Keep their equipment in top condition and to make the appropriate repairs when needed. Also, if they do not want to have an Hours of Service violation which is categorized under “Fatigued Driving” then they should notify dispatch that forcing a driver to run illegally in order to make a pick up or delivery will no longer be acceptable. Another note to carriers: When a driver says he does not want to operate the vehicle or trailer because there are mechanical defects, this can no longer be taken lightly. In the past a driver could even be threatened about their job if he/she refused to use equipment that he/she felt would result in a violation if pulled over by DOT. Now the carrier needs to be aware that this behavior is not acceptable. Over weight loads will also be detected and noted and when the drivers advises that the load is overweight, the carrier can no longer dismiss this and force them to run with it anyway.
To say that “the driver is responsible for the development of the carriers score” is actually not creating a true picture of what CSA 2010 is all about. It is actually making carriers accountable for issues in the past that they were not. Carriers will need to LISTEN to the drivers and drivers will need to tell the carriers when things aren’t right and there is a chance for a violation during a roadside inspection. In turn drivers will also need to pay attention to the aspects of CSA 2010 that they are to be held responsible and accountable for.
© 2010, Allen Smith. All rights reserved.