Three Components
CSA is the FMCSA’s new approach to evaluating and improving the safety of motor carriers and drivers with the goal of reducing crashes. The new model consists of three components: a new safety measurement system, a new approach to determining safety ratings (or “safety fitness determinations”), and a new intervention process.
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New Safety Measurement Systems (SMS)
The new safety measurement system, which replaces Safestat, allows the FMCSA to identify safety problems earlier. Here are some highlights:
- Carrier and driver safety performance is based on crash records and safety violations identified at roadside inspections, instead of infrequent compliance reviews.
- Safety violations are weighted according to severity and time. More recent violations and violations with a strong tie to crash risk are weighted more heavily.
- The safety measurement system triggers the intervention process for carriers with a poor safety performance.
- Pending federal rulemaking, carriers’ safety fitness determination will be based on the new safety measurement system instead of on compliance reviews.
- The safety measurement system calculates safety performance in six Behavioral Analysis and Safety Improvement Categories (BASICs) and the Crash Indicator (state crash reports).
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New approach to Safety Fitness Determination (SFD)
Under the current system, a carrier’s safety rating, or its safety fitness determination (SFD), has been based on the results of acute or critical violations uncovered during an onsite compliance review. Under the new system, SFDs will be determined by the new safety measurement system. This will allow the government to establish SFDs for many more carriers, since the process is no longer tied to labor-intensive compliance reviews.
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New intervention process
The FMCSA currently uses compliance reviews to penalize carriers with poor safety performance. The new process replaces compliance reviews with a series of increasingly severe interventions. Unlike compliance reviews, which have been mostly focused on punishing carriers for past safety violations, interventions are more focused on improving future performance. Specifically, interventions are intended 1) to determine the cause of safety problems, 2) to recommend solutions to the problems, 3) to encourage corrective actions, and 4) to impose penalties when necessary.
BASICs
The new safety system aims to reduce crashes by improving safety behaviors, which are organized around seven Behavior Analysis and Safety Improvement Categories (BASICs). Federal research has shown that poor performance in a BASIC is linked to a higher crash risk.
Driver BASICs
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Unsafe Driving
Unsafe Driving refers to behaviors observed on the highway that can lead to crash involvement (traffic violations, speeding, reckless driving, improper lane change, inattention). (49 CFR Parts 392 and 397)
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Fatigued Driving (Hours-of-Service)
Fatigued Driving data includes primarily HOS violations discovered during off-site or on-site investigations, roadside inspections, or post-crash inspections where driver fatigue may be a contributing factor. (49 CFR Parts 392 and 395)
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Driver Fitness
Driver Fitness refers to the operation of a CMV by drivers who are unfit due to lack of training, experience, or medical qualification. Carriers can be penalized for failing to maintain proper driver qualification files. (49 CFR Parts 383 and 391)
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Controlled substances/alcohol
This BASIC addresses drivers who operate a CMV while impaired by alcohol, illegal drugs, or misuse of medications. Carriers can be cited for lack of appropriate testing or other deficiencies in motor carrier controlled substances and alcohol testing programs. Carriers can also be cited for allowing new hires to drive before receiving initial clean drug test results. (49 CFR Part 392)
Vehicle BASICs
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Vehicle maintenance
Carriers and drivers can be penalized for failure to properly maintain their commercial motor vehicles. Proper maintenance refers not only to making appropriate repairs but also to performing pre-trip inspections and maintaining appropriate repair records. (49 CFR Parts 393 and 396)
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Cargo-related
This BASIC addresses problems with cargo that are associated with crashes; including failure to properly prevent shifting loads, spilled or dropped cargo, and unsafe handling of hazardous materials. (FMCSR Parts 392, 393, 397)
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Crash Indicator
The crash indicator refers to a history or pattern of crashes, and it measures crash frequency and severity. Crash information comes from law enforcement crash reports.
Data management
COMPASS
FMCSA currently has 20 data systems that manage safety information. COMPASS integrates this “jumble” of systems into a central portal, or point of access, for CSA. Carriers can access their safety data through a single source, using a single password and user ID.
CSI
Comprehensive Safety Information (CSI) is the CSA data management system. CSI differs from COMPASS in two ways. First, COMPASS has the most current violations data available. CSI data may be at least 30 days behind COMPASS. Second, CSI presents violations data in a more user-friendly format.
A DOT-issued personal identification number (PIN) is required to access CSI. Carriers can request a new PIN by visiting the FMCSA website.
DataQs
DataQs is the electronic system that allows users to challenge FMCSA data. The system also allows users to monitor the status of each challenge. The process of challenging data is time consuming and labor intensive. Any user, including drivers, carriers, and the general public, can register for access. Carriers must be aware that there are frequent errors made in the exchange of data between the roadside inspection and the systems that this data is entered into. It is extremely important that carriers carefully check each violation listed in either the COMPASS Portal or CSI to ensure that the violation actually pertains to their drivers or trucks. If a mistake has been made it is very important to challenge these errors as soon as they are discovered.