High Risk Commercial Auto Insurance Companies - The trucking industry generally acknowledges that while the majority of truck and bus drivers are honest and safe, a small percentage of commercial vehicle (CMV) drivers are associated with accidents as a large and disproportionate percentage of the total vehicle population. These drivers are considered "high risk" business drivers and the research summarized in this technical brief focuses on these business drivers. This project examines factors associated with "high risk" commercial drivers and ways carriers can reduce the risk of collisions through various safety controls and other safety interventions.
Get a professional business opinion with our topic survey. Surveys were randomly assigned to a sample of safety managers listed in the American Trucking Association's fleet management. The second survey sample included a group of "other professionals"—those who were directly involved in CMV safety but were not flight safety managers. The group includes former drivers and traffic managers, government administrators and law enforcement officials, trade union representatives and researchers. Of course, these are mixed categories, and most "other professionals" refer to different areas of work experience related to car safety.
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The results of this study were compared with the updated research literature on the topic, focusing on risk factors and carrier management methods to reduce complications. Many of these factors can be associated with risk and may form the basis of safety interventions to reduce risk.
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Methodology and results Two parallel surveys were used—one for CMV vehicle safety managers and one for other professionals in the vehicle safety field. The “Safety Manager” and “Other Professionals” questionnaires have 50 and 48 questions respectively. The survey of "other experts" did not include questions about knowledge on CMV vessels. This survey is divided into seven sections:
The majority of respondents (59% of safety managers, 54% of other professionals) believe that the worst 10% of drivers are associated with 50% or more of the risk of vehicle collisions.
Sixteen factors were rated on a scale from "0" (no association) to "4" (strong association) according to the strength of their association with crash risk. Factors, average rating (to the nearest 10th percentile), and levels are presented in order of security directors in Table 1. When the median rating was tied, classification was determined by checking additional decimal places not shown in Table 1. the table. Respondents in both groups identified personality traits such as aggressiveness, impulsivity and recklessness as having a high association with risk.
The most common and advanced recruitment processes are checking the Motor Vehicle Records (MVR) of applicants, contacting previous employers, alcohol and drug testing (required by federal law for international transportation companies), and road driving tests.
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"Continuously tracking driver incidents, incidents and violations" was used almost universally by the safety managers who responded, and was rated highly for effectiveness by two groups of respondents in the four driver evaluation methods provided.
While reprimands (verbal and written) and management training have been the most common methods of driver management, "financial rewards" have found the most effective measures.
Many interacting factors affect driver participation in accidents. The study focused on "constitutional" risk factors, or long-lasting characteristics such as health, physical abilities and certain personality traits. However, at any given time, many other factors and influences are at play. Figure 1 (next page) shows an overview of some of the key interactions.
The researchers found that certain personal characteristics were associated with accidents - certain drivers had "different accident risks". To the extent that this differential risk of falling persists, it may reflect constitutional or other long-term personality traits. This risk of a crash may vary over time, reflecting changes in opportunities or changing characteristics such as age, maturity, or learning experience.
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Based on the research study, the research team believes that there are at least two different ways that can improve the safety performance of the CMV driver group. Figure 2 shows this. In the first example (Figure 2a), high-risk drivers are removed from the distribution because they are not employed, thus "cutting the tail of the driver's risk distribution". This intervention will improve the performance of the average driver in the group by removing the greatest risk. In the second example (Figure 2b), the safety performance level of all or most drivers in the group is improved by active intervention. The average level of vehicle safety has been improved by "one size fits all". Based on the literature and discussions with motor carriers, there are many ways to reduce the risk of an accident driver.
The findings and statistics in this report support the view that the level of accident risk among commercial drivers varies widely and that a small proportion of drivers (10-15%) contribute disproportionately to the overall risk in vehicles (30 - 50%). However, these results led to the fulfillment of the need for further research. The results presented in this report generally suggest but do not guarantee that relative driver risk, both general and specific, persists over time.
In other words, "risk" is a specific long-term human phenomenon, beyond a clear link to specific circumstances and conditions. The different personality traits and job differences discussed in this report should now be identified. One way this can be done is to systematically and quantitatively determine the role that each of these factors plays in business risk. Other studies should relate to carrier management strategies to work with "risk-accident" drivers. This can be done through research related to all operator management functions, including selection, evaluation and control interventions. With further research, motor carriers can learn how to work with or avoid "high risk" commercial drivers, thereby reducing the risk to all drivers on the road.
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Blower, D.F. Accident Experiences of Young Truck Drivers. Final report from the Investment Center and the Great Lakes Center for Transportation and Transportation Research. May 1996.
Corsi, T.M. and Barnard, R.E. Highway safety best practices: An assessment of the safest motorists in road safety regulations. Final report of FMCSA Contract No. DTFH61-98-X-00006. 2003.
Schuman, S.H., Pelz, D.C., Ehrlien, N.J., and Seltzer, M.L. "Young male drivers: speeding, accidents, and violations." Journal of the American Medical Association, 200, 1026-1030, 1967.
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Shaw, L. and Sichel, H.S. "Reducing Transportation Company Accidents by Establishing Individual Driver Liability for Accidents." Transportation Safety Research Review, 5, 2-12, 1961.
Stock, D. 95 Corridor Alliance Field Operations Test 10: Integrated Security Management; Volume I: Best Practices in Automotive Safety Management, final report. August 2001.
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