2/16/2009· Automotive - Vehicular
By: Dorman Wood
Whether you are a credit professional involved in the U.S. automotive industry or not, you have probably been following the almost daily media reports on the industry
True or False:
In the context of such misconceptions, the motorcoach industry's safety record is stunning - a testament to excellence in a range of activities we have undertaken to protect our drivers and our passengers despite their basis in scientific and medical blasphemy. The better news is that, if we can achieve this record in a framework of mythology and misunderstanding, imagine how we can perform in an environment consistent with modern science and medicine!
This irony lies at the heart of a growing feeling - validated in recent years in railroad and trucking circles - that better times are coming for our drivers, our customers, our passengers, our regulatory agencies, our scheduling, our marketing, our insurance carriers, our recruitment and retention, and our profits. Better, better, better, better, better, better, better, better, better. Knowing these benefits are within reach is cause for celebration.
Why We Sleep
Our body temperate rises and falls in one complete cycle every day, rising above and dipping below the average once each cycle. While the "pitch" of this curve is roughly 24 hours, its "amplitude" is roughly a degree and a half. More importantly, while our temperatures fall after we are asleep (until roughly the mid-point of a full sleep cycle), we fall asleep essentially because our body temperatures begin to drop. This cause-and-effect relationship is critical to an understanding of fatigue and efforts to manage it.
Figure 1 below depicts the variation in body temperature for a typical morning-person ("lark") and a typical night-person ("owl"). Note that while the curves are similar, the lark's curve rises and falls before that of the owl's. This means that their daily peaks and valleys of alertness occur at different times of the day. Larks are generally more alert during the morning hours, when many owls are fuzzy. Conversely, owls are generally more productive during the late night hours, when larks begin to fade.
Respecting or indulging these cycles in the workplace effectively involves matching work shifts to the hours when workers are most alert, and avoiding those hours when they are least alert. The green and red portions of Figure 2 below depict these hours, respectively, for larks, and in Figure 3, for owls. Because we typically need six to nine hours' sleep, pairing the right lark with the right owl -- under the right conditions -- can create a team capable of driving safely around-the-clock. Similarly, any hours-based organizational or regulatory framework can only work optimally if it takes into account the specific characteristics of each individual driver - not to mention a spectrum of other variables which influence fatigue and alertness, much less over a span of consecutive days. One curiosity of circadian rhythms is that the deviation from a rigid 24-hour cycle increases as organisms move up the evolutionary scale. In terms of motorcoach safety, the fact that our passengers are not freight is not nearly as important as the fact that our drivers are not insects.
It is also worth mentioning that one cannot generally alter his or her sleep-wakefulness cycle very much overnight. This is simply because one cannot change his or her body temperature rhythm overnight. The delayed reaction of one's body temperature to forced changes in sleep and wakefulness contributes to the symptom we commonly refer to as jet lag. Effecting these changes not only requires several days (depending on the individual and the number of hours involved), but the changes must be reinforced. While one may force wakefulness through stimulants, and induce sleep through sheer exhaustion, his or her levels of sleep and alertness cannot mirror them, since the latter are reflective of body temperature.
There are also limits to the length one's sleep-wakefulness cycle can be modified. The U.S. Navy discovered these limits the hard way: To increase levels of alertness, it once tried to entrain sailors to a six-hour day: Two hours' watch, two hours' recreation and two hours' sleep. The sailors' functioning in all three areas quickly unraveled as their ships collided with buoys, icebergs and flotsam.
Defining the Edges
Statistics may deceive, but they rarely lie. The motorcoach industry could not have achieved the safety record it obviously has if the bulk of its drivers were continuously exhausted. Of course, it would not take widespread exhaustion to yield an unacceptable number of accidents. It would only take exhaustion "around the edges." Defining these edges is a central purpose of the study currently being undertaken by the FMCSA. Acknowledging the deviations in motorcoach service should not invoke alarm: There are plenty of drivers who can operate most any reasonable duty cycle at heightened levels of alertness. Matching them up is a primary objective of performance-based scheduling and bio-sensitive driver assignment.
It is also obvious that performing below the threshold of complete exhaustion is hardly a sound criterion for operating a 20-ton vehicle often moving at high speeds, often at night, often in inclement weather, often on bad roads, and often filled with three-score of loud adolescents rebelling against authority. Alertness and fatigue may be antonyms, but they are not long-lasting states of consciousness. In contrast, they occur in degrees. While no work has been done to measure and correlate degrees of alertness and fatigue with bus accidents, a quick glance at Figures 1 through 3 above demonstrates how significantly these states vary throughout the day. One objective of performance-based scheduling is to keep drivers behind the wheel when their body temperatures lie above the average. But another is to target one's shift to his or her highest level of alertness. Because so many variables, both internal (e.g., post-lunch dip and napping capabilities) and external (lighting, traffic, speed, duration, monotony, etc.), affect alertness and fatigue, achieving this latter objective is more difficult than simply avoiding the sleep-friendly extremes. Fortunately, we have the twin tools of knowledge and technology at our disposal.
Relief, Rewards and Horizons
The more one examines the rigors of motorcoach service against its operating environment, the more one is impressed by the skill, courage and durability of its drivers. Driving a motorcoach is a difficult job no matter how well runs are designed, staffed, managed and monitored. And there is room aplenty for kudos throughout the motorcoach planning and management hierarchy. Factoring in duty cycles and operating environments, one finds evidence confirming what many of us have known for years: Driving a motorcoach is, both physically and mentally, equally or more demanding than flying a commercial airplane, piloting a ship, or motoring a locomotive. Our drivers are not merely skilled. They are tough.
Matching motorcoach work shifts to our bodies' capabilities is a challenge clearly within reach. From every perspective, these are welcome changes: Digging in hard and long when your body feels like it. More breaks and rests when it does not. Working when you want, not when you must. Being alert while awake, sleeping soundly when tired - both at work and away from it. Getting in a groove rather than a rut. These are formulas for jobs most people actually want. And they are the profiles of individuals to whom our passengers would like to "leave the driving."
To motorcoach drivers who have fended off the sirens of sleep, the difference between driving tired versus rested is not just a safety issue. It is a quality-of-work and quality-of-life issue. For tired drivers, motorcoach service is a weigh-station along the route to another job. This hardly belies dedication. In contrast, it reflects self-preservation and common sense. These are qualities of the drivers we want. If we make driving a better experience, these are the drivers we shall have.
Ned Einstein is the President of Transportation Alternatives, a passenger transportation and automotive consortium engaged in consulting and forensic accident investigation and analysis (more than 600 cases). Specializes in elderly, disabled, schoolchildren. Mr. Einstein has been qualified as an Expert Witness in accident analysis, testimony and mediation in vehicle and pedestrian accidents involving transit, paratransit, schoolbus, motorcoach, special education, non-emergency medical transportation, taxi, shuttle, child transport systems and services...
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4/10/2014· Automotive - Vehicular
By: Ned Einstein
Drummed into my head as a schoolchild was the mantra, "Cross at the Green, Not In Between." This slogan still provides the basis for Today's thinking about following the pedestrian path to and from school or a student's bus stop. When last year, a study of 7,000 pedestrian accidents in New York City over a four-year period was released, its findings turned this century-old cliché on its head. The implications for the pupil transportation industry are dramatic, and should awaken all of us to a new reality that may save hundreds if not thousands of lives a year, since most vehicle-pedestrian accidents happen to students walking or cycling to school, as well most of those traveling by schoolbus who are struck when crossing by third-party vehicles.
9/22/2009· Automotive - Vehicular
By: Ned Einstein
In my review of more than 80 public transportation-related accidents and law suits, one almost universal theme has been the absence of any log review. This failure has generally combined with another common theme: A vehicle running behind schedule. The relationship between these two themes is easy to both understand and demonstrate - as is the acknowledgement that they constitute a genuine safety problem. But in a courtroom, the fact that system management failed to notice the vehicle running late - and worse, failed to even look for it - translates into a liability problem as well.