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首页> 外文会议>International Truck amp; Bus Safety Research amp; Policy Symposium, Apr 3-5, 2002, Knoxville, Tennessee, USA >ASSESSMENT OF NON-CARRIER ENCOURAGED VIOLATIONS OF MOTOR CARRIER REGULATIONS: POSSIBLE SOLUTIONS
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ASSESSMENT OF NON-CARRIER ENCOURAGED VIOLATIONS OF MOTOR CARRIER REGULATIONS: POSSIBLE SOLUTIONS

机译：评估非载人鼓励违反机动车载人规定的方法：可能的解决方案

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The deregulation of the trucking industry in the early 1980s has led to significant changes in the way goods and products are moved throughout the United States. Prior to deregulation, approximately 20,000 motor carrier companies operated in an environment where operating authority was issued by the Interstate Commerce Commission, and entry into the industry was difficult. Since deregulation, there has been a significant growth in the number of motor carriers operating in the country, with the number now exceeding approximately 450,000 carriers. A consequence of this growth has been a significant increase in competition. Motor carriers often complain that their customers can dictate terms by stating "If you don't want to run with this load, I'll just find someone who will" creating a business situation that potentially has negative consequences for safety. Previous studies have compiled substantial anecdotal information on current workplace practices that potentially conflict with Federal safety regulations, in particular the Hours-of-Service (HOS) regulations contained in Chapter 5 of 49 United States Code (USC). These workplace practices in many instances reflect the way shippers, receivers, and motor carriers are doing business in an unregulated environment, and include such practices as setting pick-up and delivery schedules that do not take into account HOS regulations and the need for rest and "Justin-Time" delivery, requiring drivers to arrive on site at a specified time to load/unload or face penalties for late arrival. Additional practices include requiring drivers to arrive at a specific time to load/unload, but then not loading/unloading the trailer at that time and requiring the driver to remain on duty and not be able to rest, and requiring drivers to spend duty-hours to load/unload their vehicles and then driving in excess of HOS limits to meet schedules. These types of non-carrier practices encourage HOS violations (drivers often must choose between meeting customer demands or adhering to HOS requirements) and potentially represent a significant safety problem. Numerous studies have shown that drivers who violate HOS regulations and do not obtain adequate rest are at great risk for accidents. In fact, driver fatigue is identified as one of the major causes of truck accidents Congress, in Section 4026 of the "Transportation Equity Act for the 21st Century" (TEA-21)(P.L. 105-178), required the Department of Transportation (DOT) to assess the scope of a certain transportation safety-related problem and report back by December 1999 with recommended solutions and policy
机译：1980年代初期，卡车行业的放松管制导致货物和产品在全美国的运输方式发生了重大变化。在放松管制之前，大约有20,000家汽车运输公司在州际商务委员会发布运营许可的环境中运营，进入该行业非常困难。自放松管制以来，该国运营的机动车辆的数量已大大增加，目前已超过约45万辆。这种增长的结果是竞争的显着增加。机动车运输公司常常抱怨说，他们的客户会说“如果您不想在这种负载下运行，我只会找一个愿意的人”来支配条款，从而造成可能对安全产生负面影响的业务状况。先前的研究已经汇编了有关当前工作场所实践的大量轶事信息，这些实践信息可能与联邦安全法规（特别是49美国法典（USC）第5章中包含的服务时间（HOS）法规）相抵触。这些工作场所实践在许多情况下反映了托运人，接收者和机动运输者在不受监管的环境中开展业务的方式，包括诸如制定不考虑居者有其屋规定以及休息和休息需求的提货和交货时间表等做法。 “ Justin-Time”交付，要求驾驶员在指定的时间到达现场进行装载/卸载，否则将受到迟到的罚款。其他做法包括：要求驾驶员在特定时间到达，以进行装卸，但那时又不装卸拖车，并要求驾驶员保持值班且不能休息，并要求驾驶员花费工作时间。装载/卸载他们的车辆，然后驾驶超过HOS限制以符合时间表。这些类型的非承运人做法会鼓励违反HOS（驾驶员通常必须在满足客户要求或遵守HOS要求之间进行选择），并可能带来严重的安全问题。大量研究表明，违反居者有其屋条例而得不到充分休息的驾驶员极有可能发生事故。实际上，在《 21世纪运输公平法》（TEA-21）（PL 105-178）第4026条中，要求驾驶员疲劳是国会卡车事故的主要原因之一。评估某项运输安全相关问题的范围，并在1999年12月之前提出建议的解决方案和政策

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