USA v. Victor Orozco
Filing
FILED OPINION (A. WALLACE TASHIMA, MILAN D. SMITH, JR. and EDWARD R. KORMAN) REVERSED AND REMANDED. Judge: ERK Authoring. FILED AND ENTERED JUDGMENT. [10455261]
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STATE OF NEVADA
COMMERCIAL VEHICLE SAFETY PLAN
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15No.
FFY 2011
NEVADA DEPARTMENT OF PUBLIC SAFETY
HIGHWAY PATROL DIVISION
555 Wright Way
Carson City, Nevada 89711
July 27, 2010
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ACKNOWLEDGEMENTS
Jim Gibbons, Governor
Jearld L. Hafen, Director of Public Safety
Colonel Tony Almaraz, Chief, Highway Patrol
Lt. Bill Bainter, NHP Commercial Commander
Lt. Scott Swain, Northern Command Commercial Commander
Lt. Lisa Lewis, Southern Command Commercial Commander
Lt. Thomas Merschel, Central Command Commercial Commander
Johnean Morrison, NHP Administrative Services Officer
Tammy Trio, NHP Fiscal Unit Manager
Terry Shaw, SafetyNet Coordinator
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Leslie Smith, Computer Technician
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Tom Redican, Training Coordinator
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Suzana Ayala, Central Command Administrative Assistant
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5-10 Southern Command Administrative Assistant
Lisa 1
No.Angelone,
Auriel Kjeldse, Northern Command Adminstrative Assistant
Richard Wiggins, Grants and Projects Analyst
Nevada 2011 CVSP
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TABLE OF CONTENTS
Page Number
4
5
Mission & Goal Statements
FFY 2011 Fatality Reduction Goal
Executive Summary
Background
Highlights
FMCSR Subpart 350.201(q) 1-3
FMCSR Subpart 350.201(t) 1-3
6
7
7
7
8
Program Description
Program Structure
State Legislative and Regulatory Issues
Partnerships
2010 MCSAP Review
National Program Elements and Emphasis Areas
9
10
11
11
13
14
Nevada CMV Safety Programs
CMV Crash Reduction
CMV Safety Improvement
Hazardous Material Transportation Safety
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Passenger Carrier Transportation Safety
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CMV Data Collection and Quality Control. O
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Commercial Vehicle Safety Partnership Program a
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15
16
20
24
29
33
37
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National CMV Safety Programs 5
38
Driver and Vehicle Inspection
5-10
1
No.
Traffic Enforcement With Inspection
Traffic Enforcement Without Inspection
Compliance Reviews
Education and Outreach
39
40
43
46
48
51
Financial Management
Summary
2011 MCSAP and Total MCSAP Eligible Budgets
Equipment and Personnel Budget Details
Travel and Training Budget Details
2011 MOE Verification
54
55
56
57
59
60
CMV Safety and Enforcement Issues, Initiatives and Research
63
Grant Certifications and Supporting Data
Governor’s Authority Designation
State Certification
Annual Certification of Compatibility
Program Contacts
Data Analysis & Trends
FY 2011 State Training Plan
85
86
87
89
90
91
96
Nevada 2011 CVSP
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MISSION & GOAL STATEMENTS
RGJ
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15No.
“We are dramatically under-investing in our nation’s surface transportation system. We aren’t
even keeping pace and maintaining the infrastructure built by the Eisenhower generation, and
because the federal fuel tax has not been raised since 1993, the Trust Fund has lost 33 percent of
its purchasing power.” Highways and Transit Subcommittee of the House Transportation and
Infrastructure Committee, Subcommittee Chairman Peter DeFazio, April 14, 2010.
Nevada 2011 CVSP
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Mission
It is the Mission of the Nevada Highway Patrol to promote safety on Nevada highways by
providing law enforcement traffic services to the motoring public.
Vision
It is the Vision of the Department of Public Safety - Highway Patrol Division to provide a
united and diverse workforce, providing state-wide, 24 hour services to an educated
motoring public and other highway users, which voluntary complies with traffic laws,
resulting in a safer highway environment.
Philosophy
As public servants, the Department of Public Safety - Highway Patrol Division will treat all
persons with respect, and provide impartial, non-biased, professional and fiscally
responsible services to the public. We will provide these services and keep the public trust
by upholding the Constitution and laws of the United States and of the State of Nevada
with the utmost integrity, honesty and fairness.
Goal
The Nevada Highway Patrol (NHP) changed its overall state goal in the 2008 Commercial
Vehicle Safety Plan (CVSP). The previous goal targeted a reduction in the rate of large
truck related fatalities to 1.65 per 100 million Truck Vehicle Miles Traveled (TVMT) by
2008, which in 2005 was 2.90 per 100 million TVMT. The 2008 change was made to align
Nevada’s goal with the Federal Motor Carrier Safety Administration’s (FMCSA) goal by
having consistent performance measures (Truck Vehicleco
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The Nevada Fatality Reduction ed and hivtimeframe associated with meeting it is:
cit Goal arc the
The Goal of the NHP is385
0 to reduce the Nevada large truck and bus related
fatalities rate . 15-1fatalities per 100 million Vehicle Miles Traveled (VMT) by
to 0.16
No
2011, as averaged over the three preceding years.
The following are the most recent three year average fatality rates for Nevada:
3 Year Period
2006 - 2008
2005 - 2007
2004 – 2006
2003 – 2005
2002 – 2004
2001 – 2003
2000 – 2002
Fatality Rate
0.17
0.22
0.22
0.21
0.19
0.23
0.24
Source: FMCSA Crash Statistics – A&I Online
The following are the Nevada fatality rates per 100 million VMT between 2001 and 2006:
Nevada
Fatality Rate
2001
0.28
2002
0.21
2003
0.20
2004
0.15
2005
0.27
2006
0.25
2007
0.15
2008
0.12
The NHP goal equates to a 24 percent reduction from the base period of 2003-2005
average fatality rate of 0.21. This represents an estimated average of 7 lives saved each
year in the State of Nevada.
Nevada 2011 CVSP
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EXECUTIVE SUMMARY
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“Transportation is our country’s lifeblood. It facilitates every aspect of our economy, creates jobs
and drives new growth here at home, while connecting even our smallest communities to a global
marketplace. Yet unfortunately, our world-class transportation system is aging and has failed to
keep pace with the needs of our national economy and growing population. And while everyone
understands we have to put more money into our transportation system, we need to have national
goals and clear objectives to guide and justify this vital increase in funding.” Senate Committee on
Commerce, Science & Transportation, Chairman John D. (Jay) Rockefeller IV, March 4, 2010.
Nevada 2011 CVSP
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EXECUTIVE SUMMARY
BACKGROUND
Recent Nevada crash data shows a marked decrease in both fatal and non-fatal
Commercial Motor Vehicle (CMV) crashes, declining from 649 in 2005 to 445 in 2009
(FMCSA, MCMIS, March 26, 2010 data snapshot). NHP credits aggressive CMV
enforcement, inspections, outreach and innovative operational activities as a contributing
factor in the reduction of CMV crashes.
CMV involvement in crashes through the 3rd quarter of FFY 2010 show significant
decrease, from 417 in FFY 07 to 219 in FFY 10. NHP is confident that proactive programs
such as Badge On Board, overtime and non-overtime Strike teams, and targeting
construction related vehicle types are a major factor in these decreases.
Through in-depth examination of history reports generated by Fatal Accident Reporting
System (FARS) and the Motor Carrier Management Information System (MCMIS), NHP
identified specific trends and problems specifically with construction-related vehicle types.
We have also identified the majority of our CMV/ non-CMV crashes result from violations
caused by the non-CMV drivers. We have implemented many targeted enforcement
operations at both these vehicle groups and intend to continue and enhance these efforts.
Nevada has no fixed facilities, and relies completely upon mobile roving enforcement.
2011 PLAN HIGHLIGHTS
The Nevada 2011 CVSP defines a number of program activities that are proven methods
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designed to address high crash corridors and high crash vehicle types. NHP continues an
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aggressive training o. 1
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well as what essentially amounts to a training program for local judiciaries. The 2011
CVSP increases emphasis on CMV driver outreach by programming for 3 distinct media
campaigns – trucker seat belt safety, Badge On Board, and work zone safety. NHP is
continuing to purse strategies that will improve Nevada’s overall safety data rating.
FMCFR Subpart 350.201(q) 1 through 3
To qualify for Basic Program funds, each state must promote activities in support of the
following three activities:
Activities aimed at removing impaired CMV drivers;
Activities aimed at providing training to recognize alcohol or drug impaired drivers;
Interdiction activities affecting transportation of controlled substances by CMV
drivers and training.
Nevada has enacted a 0.08 percent blood alcohol concentration (BAC) law for non-CMV
drivers, a 0.04 percent BAC law for commercial vehicle drivers (NRS 484.379778), and
through adoption of the federal regulations for motor carrier safety (NRS 706.247),
enforces on-duty commercial driver BAC not to exceed 0.01, or any detectable amount, as
a basis for placing a CMV driver out-of-service for 24 hours (CVSA NAS OOS Criteria,
Intoxicating Beverages). In addition, NRS 484.3667 doubles the penalties for speeding,
driving with a BAC of greater than 0.04, and other violations, by CMV drivers in designated
work zones.
Nevada 2011 CVSP
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Nevada was the first state to enact a law that requires all drivers to submit to chemical
testing if intoxication is suspected in any vehicle driver. If a chemical test is requested by a
law enforcement officer, a driver in Nevada can no longer refuse to submit to this testing.
Nevada has also ascribed the CDL revocation process to the Department of Motor
Vehicles (DMV) to overcome the issue of some in the Judiciary who were inconsistent in
revoking the driving privilege of CDL drivers who showed BAC levels between .04 and .08.
NHP encourages Troopers to take an aggressive role in removing alcohol-impaired CMV
drivers from the road. All NHP Troopers are trained in the recognition of a person under
the influence of alcohol, both at the Nevada Department of Public Safety (DPS) training
academy and in subsequent training sessions. In addition, NHP has equipped its
commercial Troopers with Preliminary Alcohol Screening (PAS) or Portable Breath
Detector (PBD) devices. PAS devices are state-of-the-art hand-held breath testing
instruments which provide an on-the-spot accurate measurement of blood alcohol
concentrations of suspected drunk drivers. 5 PBD units were authorized for purchase in
the 2008 CVSP. Commercial Vehicle Safety Inspectors (CVSI) conducting Compliance
Reviews and New Entrant Safety Audits include reviews of company alcohol and drug
testing programs to ensure the meet federal regulations, and provide additional guidance
in terms of the importance of these programs to both management and drivers.
Many NHP officers have received training as certified Drug Recognition Experts for
detecting drug influence through a twelve-step evaluation process. Evaluations of
suspected impaired individuals are performed when appropriate. NHP's drug interdiction
program includes Operation Pipe Line, and a new K-9 program training Troopers for
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FMCFR Subpart 350.201(t)
No.
To qualify for Basic Program funds, each state must promote activities in support of the
following two activities:
Activities aimed at enforcing registration requirements (operating authority);
Activities aimed at enforcing financial responsibility requirements.
The NHP Commercial Enforcement section has developed an interagency working group
with Nevada Department of Transportation (NDOT) and DMV focused on the proper
credentialing of CMV’s in respect to basic registration, interstate registration, International
Fuel Tax Agreement, and over-dimensional loads. This working group meets on a monthly
basis and ensures the continuum of information exchange and monitors enforcement
efforts. Information on revoked and suspended carriers is forwarded via email to
enforcement personnel.
All vehicles operated in Nevada are required to maintain financial responsibility, and
CMV’s are no exception. Nevada state law requires a citation to be issued to any vehicle
with no or inadequate financial responsibility. NHP personnel, both commercial and traffic,
are trained in the proper review of insurance credentials, effectively creating a situation
where all traffic stops become an activity targeting and enforcing financial responsibility.
Nevada 2011 CVSP
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PROGRAM DESCRIPTION
FMCSA
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15No.
"There is speculation that there won't be reauthorization in the entire first term of the Obama
administration," American Trucking Associations President and CEO Bill Graves told the Los
Angeles Transportation Club. With the Highway Trust Fund "insolvent," and both Democrats
and Republicans fearful of the political consequences of approving an increase in the fuel tax,
the nation could be heading toward an infrastructure crisis now that freight volumes are once
again growing, Graves said. Journal of Commerce, June 30, 2010
Nevada 2011 CVSP
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PROGRAM DESCRIPTION
PROGRAM STRUCTURE
The State of Nevada’s commercial enforcement and safety efforts date back to the early
1960’s when it was a Department of Motor Vehicles, Motor Carrier Enforcement Division
function. In 1983 the State of Nevada adopted federal motor carrier safety regulations,
training state personnel to enforce federal safety regulations. Nevada received its first
Motor Carrier Safety Assistance Program (MCSAP) grant in 1984 for $225,000. In 1985
the Motor Carrier Enforcement Division personnel were transferred to the Highway Patrol
Division (HPD) within the Department of Motor Vehicles & Public Safety.
In 2001 the Highway Patrol Division was separated from the Department of Motor Vehicles
and placed in the Department of Public Safety (DPS), and is currently responsible for
implementing the MCSAP program. There are approximately 34,624 miles of highway in
Nevada (560 miles of Interstate routes) with no permanent fixed inspection facilities, so
mobile roving enforcement and temporary inspection sites are used to meet state and
federal goals.
As of June 2010, the NHP Commercial Operations section has 48 authorized commercial
Trooper positions, 7 Sergeant and 13 CVSI positions statewide. Due to a variety of
reasons, only 60 of the authorized are expected to be filled during the fiscal year.
COMMERCIAL
STAFFING
Authorized
Positions
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Southern Command Trp.
18
15
3
Northern Command Trp.
17
14
3
Central Command Trp.
Trooper
Southern Command
CVSI
Northern Command
CVSI
13
11
2
48
40
8
5
5
0
4
4
0
Central Command CVSI
2
2
0
HQ CVSI
2
2
0
13
13
0
68
60
8
CVSI
TOTAL
Nevada 2011 CVSP
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NHP estimates that by October 1, 2010, 60 Troopers, Sergeants and CVSIs in the three
Commands and Headquarters will be trained in North American Standards (NAS) Level 1,
2, 3, 4 and 5, Parts A & B inspection regulations. In addition, 55 Troopers will be trained
on general Hazmat regulations, 39 on cargo tank packaging, 39 on other bulk packaging,
20 on motor coach inspection, 9 on compliance reviews, and 5 on safety audits. 15
Troopers are trained for Level 6 inspections, and there are approximately 100 Traffic
Troopers trained to perform Level 3 inspections. NHP continues to include commercial
enforcement training at its Cadet academies. Nevada has 70 Allied Agency personnel
trained in Level 2/3 inspections.
All NHP Officers conducting inspections are trained in the use of the ASPEN reporting
software. ASPEN provides information on carrier safety ratings and federal out-of-service
orders (OOSO). NHP Officers are trained to recognize OOSO and to subsequently place
the respective commercial motor vehicles out of service at safe locations along the
roadside.
STATE LEGISLATIVE AND REGULATORY ISSUES
The Nevada Legislature adjourned their most recent biennial session June, 2009, with new
laws passed documented in the 2010 CVSP. NHP Commercial personnel conducted a
review of existing laws and regulations, and certify for the FFY 2011 CVSP that they
remain compatible with FMCSA regulations.
While the FMCSA requires each interstate motor carrier to have a U.S. DOT issued
number, there is no requirement in Nevada for intrastate motor carriers to have a U.S.
DOT number. Consequently, there is no convenientrmechanism,for017
ozco 5 2 tracking on a national
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basis the relative safety fitness of an intrastatev.
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DOT number. A bill draft request (BDR)chiv
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NHP. However, the BDR did not
1 2009 State Legislature by Motor Transport Association, allied
15go forward. NHP will .continue to work with the Nevada
No
agencies and legislative staff up through the 2011 legislative session to attempt to
implement intra-state authority.
PARTNERSHIPS
The Nevada Office of Traffic Safety (OTS), in coordination with NDOT, NHP and numerous
local jurisdictions, prepares and administers a comprehensive highway safety plan to
reduce the number and severity of traffic crashes on Nevada public roadways.
The September 2006 Nevada Strategic Highway Safety Plan identifies five strategy
categories: engineering, education, emergency services, enforcement, and data systems
improvements. These categorical areas include twenty specific strategies that contain
specific actions such as DUI checkpoints, seatbelt enforcement campaigns, and integrated
crash analysis. NHP, including the Commercial Section, will play an integral role in
implementing these strategies. The plan can found at:
www.nevadadot.com/reports_pubs/safety_plan.
The DMV, Motor Carrier Division is responsible for commercial vehicle registrations and
fuel licenses for interstate trucking firms and other businesses that operate heavy
equipment. The Division collects all Nevada fuel taxes and licenses fuel suppliers,
dealers, transporters and exporters.
Nevada 2011 CVSP
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The Motor Carrier Division addresses non-compliance issues related to overweight
vehicles, dyed fuel violations, the Interstate Registration Program, and the International
Fuel Tax Agreement by assessing administrative penalties to non-compliant motor
carriers. The Motor Carrier Division webpage is located at www.dmvnv.com.
NDOT works in cooperation with NHP on improving highway engineering and design to
reduce the likelihood of crashes caused by highway geometrics. In addition, NDOT
provides and maintains pull-offs in certain areas for truck inspections and supports NHP
radio communications. NHP and DOT cooperate for the annual Size and Weight Plan for
Nevada as required by the Federal Highway Administration. In FFY 08, NDOT provided a
truck and driver for the initial Nevada TACT enforcement event.
Given the unique nature of the Nevada CMV enforcement environment as the only state in
the nation without entry inspection stations, and the vast amount of rural roadway involved,
Nevada has to be very careful regarding the types of ITS projects it undertakes. While
some ITS projects may be beneficial (data uploads for Troopers in remote locations), other
projects such as the CVISN project should be thoroughly assessed before implementation
to ensure they are cost effective and have the necessary resources to succeed.
The NHP Commercial section disposed of the 1997 Beaver Motor Home Mobile Command
Center (MCC) in January 2010. The MCC provided Troopers the ability to set up mobile
roving enforcement (MRE) sites anywhere in the state, however, the MCC was not used
on an on-going basis. The MCSAP program paid for the cost of insurance coverage, gas
and propane. The disposition was conducted by the state Purchasing Division and
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The NHP continues to work closely in U FMCSA Nevada Division Office on grant,
with the
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operational and technical issues. The NHPiv
William Bensmiller and his staff385
-10 for their support of the Nevada MCSAP program. NHP will
continue to monitor o. 1coordinate with the FMCSA on such issues as the Comprehensive
and 5
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Safety Analysis 2010 Initiative, improvements to the identification of high risk carriers,
innovative program approaches, and safety improvements through technology.
NHP is aware of and tracking Transportation Security Administration (TSA) Security Action
Items (SAI) proposed by that agency, as well as the Hazardous Security Sensitive
Materials list. NHP will continue to monitor and as necessary incorporate TSA security
actions into training and inspection activities.
NHP is actively involved in programs and activities of the CVSA. Each year NHP
participates in the Unannounced Brake Check operation, Road Check operation, and
Brake Safety Week. In addition, NHP personnel participate on CVSA committees, and
attend the annual conference, and participate in the North America Inspectors Challenge
and COHMED.
NHP partners with the Nevada Motor Transport Association (NMTA) to promote the NoZone, assist with TACT coordination, develop legislative strategies, and encourage their
members with involvement of NHP programs. NHP also supports other NMTA sponsored
events as well, such as the Nevada Truck Drivers Challenge, the Truck Show in Las
Vegas and the Hot August Nights Truck Show in Reno.
Nevada 2011 CVSP
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2010 MCSAP REVIEW
The FMCSA, through their contractors from the North American Driver Safety Foundation,
conducted a review of Nevada’s MCSAP program January 12-13, 2010. The initial report,
dated January 2010, included a number of findings, recommendations and noteworthy
practices, which are summarized below.
Regulatory - Findings
The review concluded that Nevada has 3 areas deserving a finding for not appropriately
adopting and enforcing state laws and regulations compatible with FMCSRs and HMRs.
The three included Driver Age, Definition of a Hazardous Material, and Right of Entry.
NHP appealed these findings, and they are currently in the FMCSA Office of Chief
Counsel for further review.
Regulatory - Recommendations
The review recommends that Nevada take legislative and regulatory action to consolidate
existing multiple statutory authorizations and regulatory adoptions to reduce and eliminate
confusion as to which regulations apply. In addition, the review recommends that Nevada
remove Appendix B from the adoption of the FMCSRs.
Financial - Findings
The review concluded that Nevada has three areas deserving a finding for 1) not
submitting a MOE calculation that accurately captures all MCSAP eligible expenses, 2)
based on not including all MCSAP eligible expenses, a finding that the Average Aggregate
Expenditure certification should be recalculated to include all MCSAP eligible expenses,
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and 3) include all MCSAP eligible expenses in theOrozc
CVSP budget. 2017
NHP agreed to go back
25,
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and revise prior year budgets and MOE verifications.
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Financial - Recommendationsi
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The review identified several 0385
recommendations for the financial component of the CVSP,
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including revising the .budget to indicate the number of employees that are MCSAP
o 15
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eligible, eliminating non-essential budget information, secure an indirect cost rate, and a
thorough editorial review of the document prior to submittal.
Financial - Noteworthy Practices
The review identified noteworthy financial management practices, including updating
CVSP budgets as changes are made, using job numbers to distinguish various federal
grants, monthly billings, and preparation of the CVSP budget and MOE calculations.
Program - Findings
The review concluded that Nevada has four areas deserving a finding for 1) not submitting
quarterly reports that include quantifiable effectiveness measures, 2) not capturing all the
data on a standard reporting form, 3) not uploading all FMCSA reportable crash records in
MCMIS within 90 days, and 4) for multi-year CVSP Objectives, not discussing progress
from year to year. NHP is pursuing changes in these areas.
Nevada 2011 CVSP
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Program - Recommendations
The review identified recommendations for NHP to consider, including reporting on
progress made towards resolving the Non-fatal crash completeness measure, changes to
Nevada’s Citation and Accident Tracking System, enhancing intrastate CR opportunities,
improve motor carrier inspection opportunities, obtain funding to improve reporting
capabilities, work with allied agencies to ensure they follow federal reporting requirements,
verify CDLIS use, establish a consistent fine schedule for size and weight fines, and
having NHP staff check off the box regarding hazmat placards.
Program - Noteworthy Practices
The review identified NHP’s training practices, use of traffic troops for CMV inspections,
NHPs drug and alcohol recognition program, the Justice Outreach Program to establish
relationships with local courts and law enforcement, development and execution of the
CVSP, extensive data driven approach to the program, use of IT personnel to maintain
federal software needs, CVSA participation, and wireless information systems useful for
remote Nevada inspections as noteworthy practices.
NATIONAL PROGRAM ELEMENTS AND EMPHASIS AREAS
National Program Elements/FY 2011 National Emphasis Areas And State CMV Safety
Program Objectives Placement Summary.
ational Program
Elements
&
FY 2011 National
Emphasis Areas
Driver/Vehicle
Inspections
- Driver-focused*
STATE CMV SAFETY PROGRAM OBJECTIVES
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15No. 18, Strat.
Pg
Pg 26, Strat. #1
Crash
Reduction
Safety
Improvement
Safety Data
Quality
#1 & #2
Pg 18, Strat.
#1 & #2
Pg 26, Strat. #1
Traffic Enforcement
Pg 18, Strat.
#1 & #2
Pg 26, Strat. #1
Compliance Reviews
See CR
Objective
Public Education and
Awareness
See Public Ed
& Awareness
Objective
- Enforcement of Federal
Out-of-Service Orders
(OOSO)*
Data Collection
- DataQs Challenges*
- SSDQ Performance
Measures*
CSA Implementation*
Nevada 2011 CVSP
Pg 31, Strat. #1
Pg 35, Strat. #2
Pg 35, Strat. #3
See CR
Objective
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STATE CMV SAFETY PROGRAM OBJECTIVES
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15No.
A competitive program targeting a difficult but shared goal can ignite fresh new coalitions
and incentivize innovative, new approaches, including politically tough measures, to put
forth effective strategies to successfully compete for scarce federal dollars. From the
analyses we can draw out several common essential features for the design of an effective
performance-based program:
n Actually linking funding to performance. Simply defining program goals with eligibility
standards does little to assure any desired performance outcome.
n Getting the measures right. This means clearly defining the desired outcomes in terms
that can be reliably and consistently measured.
n Shared decision-making. An effective partnership between the legislative and the
executive is necessary for assuring an outcome-oriented, fact-based, objective and
evidentiary decision-making process. (Performance Driven: A New Vision for U.S.
Transportation Policy, National Transportation Policy Project, 2009)
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CMV CRASH REDUCTION
PROBLEM STATEMENT
Statistical data drawn from FARS and MCMIS indicate that the highest crash corridors in
the state are the Las Vegas valley (Clark County), the greater Reno-Sparks urban area,
and I-80 from Wendover to Battle Mountain during inclement weather. Over the past
several years, the majority of fatal and non-fatal commercial vehicles crashes in Nevada
occurred in the Las Vegas valley. The table below shows the number of large trucks
involved with both fatal and non-fatal crashes compared with the total statewide.
Large Truck Fatal and Non-Fatal Crashes
CY
2002
2003
2004
2005
354
379
297
402
Clark Co.
588
605
579
649
Statewide
2006
316
596
2007
302
570
2008
316
617
2009
201
445
Source: FMCSA, MCMIS, March 26, 2010 Snapshot
For the first two quarters of FFY 10, the NHP Quarterly MCSAP report shows that 2 out of
the 6 fatal crashes involving commercial vehicles in Nevada occurred in the Las Vegas
valley. During this same period, the Valley had 217 out of 395 (55%) of the total
commercial vehicle crashes.
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Fatal (FARS) Crash Locations for Clark County, 2005 - 2007
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A second issue is that 50 percent (10 out of 21) large trucks involved in fatal crashes in
Nevada in FFY08 were in rural locations. According to FMCSA, Nevada is ranked 5th
nationally in the fatality rate per 100 million rural VMT 5 year average (2008 data).
Rank/State
Rural VMT
(Millions)
5-Year Average
Fatalities in Rural
Crashes 5-Year
Average
Fatality Rate per
100 Million Rural
VMT 5-Year Average
1
Florida
41,372
1,466
3.54
2
Arizona
17,869
597
3.34
3
South Carolina
28,515
912
3.20
4
Mississippi
24,442
747
3.06
5
Nevada
5,542
158
2.85
FARS & MCMIS, September 2008 Data Snapshot
History Report: Large Trucks Involved in Crashes by Urban vs. Rural Location
Nevada
Download Table Data
Fatal
2005
2006
2007
2008
Urban vs. Rural Location
StateStateStateStateState Total
USA State Total USA State Total USA State Total USA
Percent
Percent
Percent
Percent
Rural
28 58.3%
-6.7% 21 48.8%
-21.8% 13 52.0%
Urban
20 41.7%
13.3% 22 51.2%
38.8% 12 48.0%
-17.7% 10 47.6% -25.9%
30.8%
52.4%
ozco 511 201748.9%
r
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Unknown
A
Missing
in US ed on M
Total
48
21
cited43 archiv 25
85
FARS (2009 FARS Data is not 03
5-1Available)
1
No.
YEAR INITIATED: 2002
2009
State
Total
StateUSA
Percent
2009 FARS
Data
is not
Available
YEAR OF PLANNED COMPLETION: 2011
PERFORMANCE OBJECTIVES
To maintain at least a 5 percent total reduction of Clark County large truck fatal and
non-fatal crashes from 2006 levels each year from 2008 to 2011 (decrease from
313 in 2006 to a maximum of 297 each year from 2008 to 2011).
To maintain at least a 5 percent total reduction of Statewide large truck fatal and
non-fatal crashes from 2006 levels from 2008 to 2011 (decrease from 594 in 2006
to a maximum of 564 each year from 2008 to 2011).
PERFORMANCE MEASURES
Using MCMIS data, identify the number of Clark County and Statewide large truck
fatal and non-fatal crashes between 2006 and 2011.
Nevada 2011 CVSP
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PROGRAM STRATEGIES
STRATEGY 1
ENFORCEMENT – HIGH CRASH CORRIDORS
STRATEGY 2
ENFORCEMENT – RURAL AREAS
Commands will identify CMV high crash corridors
and target moving violations in the identified problem
areas during normal, Non-Overtime assignments
using High Crash Corridor Strike Force operations.
Enforcement personnel will ensure motor carrier
authority with each inspection.
Commands will identify high accident corridors in
rural areas and target moving violations in the
identified areas using Rural Strike Force operations.
Enforcement personnel will ensure motor carrier
authority with each inspection.
Activity 1-1
Commands will monitor crash data and assign
enforcement personnel to high-crash corridors, with
a minimum of 360 hours (5 percent of all shift time)
obligated to Non-Overtime, High Crash Corridor
Strike Forces.
Activity Measure
Monthly hours of Non-Overtime Strike Force in high
crash corridors.
Activity 2-1
Southern Command to assign 1 Sergeant, 5
Troopers and 1 CVSI to 6, 1-day OT Rural Strike
Force operations.
Activity Measure
Annual number of Southern Command Rural Strike
Force operations.
Activity 2-2
Central Command to assign 1 Sergeant, 4 Troopers
and 1 CVSI to 3, 3-day Rural Strike Force operations
with 1 day of OT per operation.
.
Activity Measure
Annual number of Central Command Rural Strike
Force operations.
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Activity 2-3
Northern Command to assign 1 Sergeant, 4
Troopers and 1 CVSI to 5, 1-day OT Rural Strike
Force operations.
Activity Measure
Annual number of Northern Command Rural Strike
Force operations.
MONITORING
NHP will routinely review crash data and adapt enforcement operations as crash corridor
conditions change. NHP will monitor progress on the program objective by quantifying
crash data on the monthly Statewide Goal and Activity Reports prepared by each of the
three Commands. The Quarterly Report includes a breakdown of crashes in Southern
Command that reflect activity within the Las Vegas valley.
Direct enforcement inspection activities are monitored on the monthly reports as well. The
Quarterly Report includes a breakdown of direct enforcement inspections and
citations/arrests statewide.
EVALUATION
Crash data will be evaluated monthly to confirm that enforcement activity is targeting the
greatest threats to safety in high crash corridors and rural areas. Changes to operations
may be made based on evaluation of this data.
Nevada 2011 CVSP
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STATUS UPDATE
This objective has always been a major emphasis for NHP given that a near majority of
fatal and non-fatal crashes are in Clark County. The significant decrease in fatal and nonfatal crashes in CY 2009 from prior years may be due to a number of factors, including
enforcement, decreased visitation to this resort destination, and reduced freight volumes in
general traveling on the Interstate through Las Vegas. While this decrease is fortunate,
NHP will continue to emphasis crash reduction both in Clark County and statewide and
monitor crash data to see if the trend reverses itself with any improvements to the
economy.
Non-Overtime Strike force enforcement events are working well, and are projected to be
above the goal established for the year. Rural Strike events have been modified based on
experience. Southern and Northern Commands will now conduct 1 day rural strike events,
while Central Command will continue to conduct 3 day rural events.
CMV CRASH REDUCTION
Performance Objectives
Maintain at least 5% reduction of Clark Co. large truck fatal and non-fatal crashes from 2006
levels (313 to 297)
Maintain at least 5% reduction Statewide large truck fatal and non-fatal crashes from 2006 levels
(594 to 564)
Performance Objective Measures
Number of Clark Co. Large Truck Fatal and Non-Fatal Crashes
CY
2006
2007
2008
2009
2010
2011
316
302
316
201
MCMIS
Number of Statewide Large Truck Fatal and Non-Fatal Crashes
CY
2006
2007
2008
2009
2010
2011
594
568
617
445
MCMIS
Activity
Monthly Hours of Non-Overtime Strike Forces in High Crash Corridors
1-1
FFY
2006
2007
2008
2009
2010*
2011
NA
NA
NA
1542
3323
NHP Goal Achive Report
Activity
Number of Southern Command Rural Strike Ops
2-1
FFY
2006
2007
2008
2009
2010
2011
NA
NA
NA
NA
4
NHP Goal Achive Report
Activity
2-2
Number of Central Command Rural Strike Ops
FFY
2006
2007
2008
2009
2010
2011
NA
NA
NA
NA
3
NHP Goal Achive Report
Activity
2-3
Number of Northern Command Rural Strike Ops
FFY
2006
2007
2008
2009
2010
2011
NA
NA
NA
NA
2
NHP Goal Achive Report
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Nevada 2011 CVSP
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CMV Safety Improvement
PROBLEM STATEMENT
In 2008, 14 percent of fatal CMV crashes (3 out of 21) and 26 percent of non-fatal CMV
crashes (152 out of 596) were associated with construction related cargo (flatbed, dump
and concrete mixer), above the national average. Between 2005 and 2008, construction
related units have been involved in 41 percent of fatal (56 out of 137) and 33 percent of
non-fatal (759 out of 2,291) crashes in Nevada.
Often directly related to construction vehicles are their use for highway improvement
projects. With the emphasis on highway improvement projects to help stimulate the
economy through the American Recovery and Reinvestment Act (ARRA), Nevada has and
will continue to have work zones on roadways used by construction and general
commercial vehicles. Work zones create a significant safety risk for motorists and
construction workers. According to the Federal Highway Administration, Nevada had 13
fatalities in work zones in 2006. Large trucks were involved in 4 fatal crashes in work
zones in 2006.
Another important safety consideration for Nevada is that Intra-state carriers are not
afforded the same level of Compliance Review as Interstate carriers. NHP recognizes that
by conducting reviews on Intrastate carriers, enforcement of vehicle safety and traffic laws,
industry education, and industry compliance with federal commercial motor vehicle laws,
the severity and number of crashes can be reduced. Many of these crash factors can be
mitigated by educating the commercial vehicle operatorsco identifying accident causing
by
roz 2009 5, 2017
factors and through proper safety instruction. During the
v. O ay Nevada Legislative session,
S authority to issue2
NHP submitted Bill Draft Requests seeking A
Intra-state DOT numbers.
U
nM
d continue to pursue this objective in the
ed in NHP willo
This attempt was unsuccessful, however hive
cit
rc
upcoming 2011 Nevada Legislative session.
85 a
03
15-1
No.
History Report: Large Trucks Involved in Crashes by Cargo Body Type
Nevada
2005
Cargo Body
Van/Enclosed Box
Cargo Tank
Download Table Data
Fatal
2006
StateState Total USA
Percent
State
Total
2007
StateUSA
Percent
19 39.6% -19.5% 17 39.5% -17.7%
4
8.3%
13.7%
Flatbed
10 20.8%
73.3%
Dump
14 29.2% 183.5%
Concrete Mixer
3
State
Total
2008
StateUSA
Percent
State
Total
8 32.0% -31.9% 16 76.2%
-4.1%
9 20.9%
67.2%
6 24.0%
95.1%
1
4.8% -57.9%
9 20.9% 101.0%
4 16.0%
86.0%
1
4.8% -47.3%
1
4.8% 336.4%
1
4.8% -44.2%
2.3%
48.1%
91.7%
Auto Transporter
1
1
60.4%
7.0%
1
3 12.0%
2009
StateStateState
USA
USA
Total
Percent
Percent
4.8% -42.9%
4.0% 566.7%
Garbage/Refuse
Grain, Chips, Gravel
1
2.3%
21.1%
2
8.0% 185.7%
3
7.0% -14.6%
1
4.0% -48.7%
Pole
Not Applicable
Intermodal
Logging
Vehicle Towing Another
Vehicle
Other
Unknown
1
2.1% -65.6%
Missing
Total
Nevada 2011 CVSP
48
43
25
20
21
2009
FARS
Data
is not
Available
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History Report: Large Trucks Involved in Crashes by Cargo Body Type
Nevada
Non-Fatal*
2005
2006
2007
2008
2009
StateStateStateStateStateState Total
USA State Total
USA State Total USA State Total
USA State Total
USA
Percent
Percent
Percent
Percent
Percent
Cargo Body
Van/Enclosed
Box
Download Table Data
248 41.3%
Cargo Tank
4.7% -13.0%
37
9.7% 263 48.4%
25.7% 310 52.0%
25.0% 231 53.5%
27.4%
6.7%
26.4%
36
6.6%
22.2%
38
6.4%
10.3%
22
105 17.5%
45.8%
93 16.9%
40.8%
97 17.9%
55.7%
87 14.6%
24.8%
75 17.4%
52.6%
Dump
91 15.1%
67.8%
92 16.7%
96.5%
76 14.0%
64.7%
56
9.4%
10.6%
33
7.6%
-6.2%
Concrete Mixer
22
Flatbed
28
10.1% 219 39.7%
3.7% 236.4%
23
5.1% -16.4%
4.2% 281.8%
8
1.5%
50.0%
9
1.5%
87.5%
3
0.7%
0.0%
1.3%
30.0%
7
1.3%
18.2%
7
1.2%
20.0%
6
1.4%
27.3%
6
1.4% -48.1%
Auto
Transporter
7
1.2%
9.1%
7
Garbage/Refuse
8
1.3% -50.0%
10
1.8% -25.0%
7
1.3% -48.0%
14
2.3% -11.5%
1.7%
13.3%
14
2.5%
56.3%
9
1.7%
11
1.8%
5.9%
10
0.2% -60.0%
4
0.7%
16.7%
5
0.8%
33.3%
1
0.2% -66.7%
1
0.2% 100.0%
38
8.8% -59.3%
Grain, Chips,
Gravel
10
Pole
1
6.2%
2.3%
9.5%
Not Applicable
Intermodal
Logging
Vehicle Towing
Another Vehicle
Other
54
9.0% -52.9%
37
6.7% -69.8%
35
6.4% -70.5%
52
8.7% -60.3%
Unknown
7 1.2% -61.3%
6 1.4% -50.0%
ozco596 5, 2017 432
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*The MCMIS Crash File is intended to be a census of trucks and buses.involved in fatal, injury and towaway crashes; however, some
A to work with MStates 2improve data quality and reporting of all
States do not report all FMCSA-eligible crashes. FMCSAUS
continues
n the to
eligible truck and bus crashes to the MCMIS crash file.
ed in hived o
cit
arc
Data Source: FARS & MCMIS (March 2010 data snapshot) (2009 FARS Data is not Available)
385
-10
o. 15
N
Missing
27
Total
4.5% -53.1%
601
15
2.7% -67.1%
5
551
0.9% -87.5%
543
History Report: Large Trucks Involved in Work Zone Crashes
Download Table Data
Nevada
Work Zone
2005
Work Zone Type
Construction
State
Total
3 100.0%
2006
StateUSA
Percent
State
Total
26.3% 4 100.0%
2007
StateUSA
Percent
State
Total
2008
StateUSA
Percent
30.5%
State
Total
1 100.0%
Maintenance
Utility
Work Zone, Type Unknown
Total
Nevada 2011 CVSP
1 100.0% 651.9%
3
4
1
21
1
2009
StateStateState
USA
USA
Total
Percent
Percent
31.6%
2009
FARS
Data
is not
Available
Case: 15-10385, 06/01/2017, ID: 10455261, DktEntry: 45-2, Page 22 of 101
YEAR INITIATED: 2008
YEAR OF PLANNED COMPLETION: 2011
PERFORMANCE OBJECTIVE
To maintain at least a 10 percent total reduction of non-fatal construction cargo
(flatbed, dump, concrete) crashes from 2006 levels each year from 2008 to 2011
(decrease from 208 in 2006 to a maximum of 187 from 2008 to 2011).
PERFORMANCE MEASURES
Using MCMIS data, identify the number of non-fatal construction type cargo crashes
between 2006 and 2011.
PROGRAM STRATEGIES
STRATEGY 1
ENFORCEMENT – WORK ZONES
STRATEGY 2
LEGISLATION – INTRASTATE
Commands will identify high crash work zones and
target moving violations in the identified problem
areas during normal, Non-Overtime assignments
using Work Zone Strike Force operations.
Prior to and through the 2011 Legislative session,
consult/coordinate with key entities regarding
passage in 2011 of an Intra-state compliance review
program.
Activity 1-1
Each Command will deploy 2 Work Zone Strike Force
operations per year in identified work zones.
Activity Measure
Annual number of Work Zone Strike Force
operations.
Activity 2-1
Work with FMCSA, NMTA, allied agencies, and
others to develop an intra-state numbering system
and subsequent compliance review program.
Activity Measure
Submittal in 2011 of a Bill Draft Request and
subsequent passage of legislation to implement an
Intra-state commercial motor vehicle number
identification system.
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Activity 1-2
v. O ay
Each Command will conduct Work Zone Strike USA
Force
nM
inspections related to CMV moving violations in work ed o
ed in hiv
cit
zones.
arc
Activity Measure
385
-10
Annual number of CMV inspections from Work Zone
o. 15
N
Strike Force operations.
MONITORING
NHP will monitor progress on the program objective by quantifying construction type cargo
inspection data on the monthly Statewide Goal and Activity Reports prepared by each of
the three Commands. The Quarterly Report will include a breakdown of Construction
Strike activity, including the number of inspections and citations/arrests.
EVALUATION
Strike activity will be evaluated quarterly to ensure the enforcement activity is done for both
construction vehicle types and in rural areas. This evaluation will take into activity reports,
crash data and other factors that influence the location and timing of these strike activities.
STATUS UPDATE
Construction vehicle crashes have decreased significantly since 2006, due in part to the
recession and increased enforcement. Work zone Strike events are difficult to conduct, as
work zones are inherently dangerous for enforcement activities due to congestion and lack
of space for enforcement activity. Regardless, NHP was able to initiate this strategy for
the first time this past fiscal year, and will again continue this in FFY 2011. No legislation
was attempted given that the time period was between Nevada’s biennial legislative
sessions.
Nevada 2011 CVSP
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CMV SAFETY IMPROVEMENT
Performance Objectives
Maintain at least 10% reduction of non-fatal construct cargo crashes (flatbed, dump
and concrete) from 2006 levels (from 208 to 187)
Performance Measures
Number of Non-Fatal Construction Related Cargo Vehicle Crashes
2006
2007
2008
2009
2010
2011 CY
208
181
152
111
A&I
Revised
Activity 1-1
Number of Work Zone Strike Force Ops
in 2010
2006
2007
2008
2009
2010*
2011 FFY
NHP Goal Achieve
NA
NA
NA
NA
NA
Report
Revised
in 2010
Activity 1-3
Number of Work Zone Strike Force Inspections
2006
2007
2008
2009
2010
2011 FFY
NHP Goal Achieve
NA
NA
NA
NA
42
Report
Activity 2-2
Enactment of Intrastate Authority Legislation
Legislative
2007
2009
2011 Session Years
NA
None
NHP
* - Year to date
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HAZARDOUS MATERIALS TRANSPORTATION SAFETY
PROBLEM STATEMENT
According to the May 2004 report titled Crashes Involving Trucks Carrying Hazardous
Materials, by Ralph Craft, Ph.D, of the FMCSA Analysis Division, each day in the United
States there are over 800,000 shipments of hazardous materials (hazmat) carried by trucks
over 10,000 pounds, and about 200 are involved in fatal crashes and 5,000 in non-fatal
crashes, compared with 5,000 fatal and 400,000 non-fatal crashes of all trucks nationally.
The possibility of a major catastrophe during hazmat transport results in a heightened
concern among the traveling public, as well as the federal and state agencies charged with
enforcing commercial motor vehicle safety regulations.
The report goes on to describe the 1997 Vehicle Inventory and Use Survey (VIUS) which
identified 4.7 million large trucks registered or licensed in the country, and of those,
386,000 (8.2%) carried hazmat during the year. The VIUS estimated that one-half of
hazmat trucks were transporting flammable liquids, and one-quarter were transporting
flammable gases. A Battelle report in 2001 concluded that flammable liquids accounted for
64 percent of hazmat crashes where cargo was released. Gasoline accounted for most of
the flammable liquid cargoes.
Of the large trucks carrying hazmat in fatal crashes, 67 percent had cargo tank
bodies. Only 21 percent had van cargo bodies.
In non-fatal crashes, 69 percent of hazmat trucks had cargo tank bodies.
Rollover was the first harmful event in 12 percent of hazmat trucks in fatal crashes.
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History Report: Large Trucks Involved in Crashes by Cargo Body Type Download Table Data
ited rchived
c
Nevada
Fatal
5 a 2006
2005 3
2007
2008
2009
10 8
15Cargo Body
o. State Total State- State State- State State- State State- State StateN
USA
USA
USA
USA
USA
Total
Total
Total
Total
Percent
Van/Enclosed Box
Cargo Tank
Percent
19 39.6% -19.5% 17 39.5% -17.7%
4
8.3%
13.7%
Flatbed
10 20.8%
73.3%
Dump
14 29.2% 183.5%
Concrete Mixer
3
Percent
Percent
8 32.0% -31.9% 16 76.2%
60.4%
7.0%
-4.1%
9 20.9%
67.2%
6 24.0%
95.1%
1
4.8% -57.9%
9 20.9% 101.0%
4 16.0%
86.0%
1
4.8% -47.3%
1
4.8% 336.4%
1
4.8% -44.2%
1
2.3%
3 12.0%
48.1%
91.7%
Auto Transporter
1
1
4.8% -42.9%
4.0% 566.7%
Garbage/Refuse
Grain, Chips, Gravel
1
2.3%
21.1%
2
8.0% 185.7%
3
7.0% -14.6%
1
4.0% -48.7%
Pole
Not Applicable
Intermodal
Logging
Vehicle Towing Another
Vehicle
Other
Unknown
1
2.1% -65.6%
Missing
Total
Nevada 2011 CVSP
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24
21
Percent
2009
FARS
Data
is not
Available
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History Report: Large Trucks Involved in Crashes by Cargo Body Type
Nevada
Non-Fatal*
2005
Cargo Body
Van/Enclosed
Box
Cargo Tank
Download Table Data
2006
2007
2008
2009
StateStateStateStateStateState Total
USA State Total
USA State Total USA State Total
USA State Total
USA
Percent
Percent
Percent
Percent
Percent
248 41.3%
4.7% -13.0%
25.7% 310 52.0%
25.0% 231 53.5%
27.4%
6.7%
26.4%
36
6.6%
22.2%
38
6.4%
10.3%
22
45.8%
93 16.9%
40.8%
97 17.9%
55.7%
87 14.6%
24.8%
75 17.4%
52.6%
Dump
91 15.1%
67.8%
92 16.7%
96.5%
76 14.0%
64.7%
56
9.4%
10.6%
33
7.6%
-6.2%
Concrete Mixer
22
3.7% 236.4%
37
9.7% 263 48.4%
105 17.5%
Flatbed
28
10.1% 219 39.7%
23
5.1% -16.4%
4.2% 281.8%
8
1.5%
50.0%
9
1.5%
87.5%
3
0.7%
0.0%
1.3%
30.0%
7
1.3%
18.2%
7
1.2%
20.0%
6
1.4%
27.3%
6
1.4% -48.1%
Auto
Transporter
7
1.2%
9.1%
7
Garbage/Refuse
8
1.3% -50.0%
10
1.8% -25.0%
7
1.3% -48.0%
14
2.3% -11.5%
1.7%
13.3%
14
2.5%
56.3%
9
1.7%
11
1.8%
5.9%
10
0.2% -60.0%
4
0.7%
16.7%
5
0.8%
33.3%
1
0.2% -66.7%
1
0.2% 100.0%
38
8.8% -59.3%
6
1.4% -50.0%
Grain, Chips,
Gravel
Pole
10
1
6.2%
2.3%
9.5%
Not Applicable
Intermodal
Logging
Vehicle Towing
Another Vehicle
Other
54
9.0% -52.9%
27
4.5% -53.1%
37
6.7% -69.8%
15
2.7% -67.1%
35
6.4% -70.5%
5
0.9% -87.5%
52
8.7% -60.3%
7
1.2% -61.3%
Unknown
Missing
Total
601
551
543
596
432
o
rozc 25, 2017
.O
SA v n May
nU
o
ted i cdata snapshot) (2009 FARS Data is not Available)
Data Source: FARS & MCMIS i(March 2010 hived
c
ar
385
-10
o. 15
N
The number of hazmat crashes in Nevada is difficult to quantify, as A&I Online does not
*The MCMIS Crash File is intended to be a census of trucks and buses involved in fatal, injury and towaway crashes; however, some
States do not report all FMCSA-eligible crashes. FMCSA continues to work with the States to improve data quality and reporting of all
eligible truck and bus crashes to the MCMIS crash file.
provide sufficient data. Based on information provided by the National Tank Truck Carriers,
Inc., a trade association for the cargo tank industry, they indicate that it is reasonable to
estimate that over 70 percent of cargo tank trucks are laden with hazardous material as
defined by the US DOT (NTTC website). According to the FMCSA, Nevada had 38 nonfatal cargo tank truck crashes in 2008. Therefore, if 70 percent of these crashes involved
hazmat, then Nevada had approximately 27 hazmat crashes statewide in 2008. While not
a direct correlation, 27 hazmat crashes in 2008 compares favorably with Pipeline and
Hazardous Materials Safety Administration (PHMSA) data which shows that Nevada had
32 highway hazmat incidents in 2009.
According to a report prepared for the Clark County Department of Comprehensive
Planning Nuclear Waste Division entitled Hazardous Commodity Flows by Truck on Clark
County Highways – 2005, by Urban Environment Research in May, 2007, 72.9% of the
total hazardous materials flow in Clark County in 2005 passed through Nevada, while
22.5% was inbound to Clark County.
Furthermore, volumes of hazardous substances moving by truck on Clark County
highways were dominated by four major categories. Class 3 Liquids (flammable and
combustible) accounted for 25.9% of total tons shipped, followed by Class 2 gasses (22%),
Class 8 corrosive materials (19.2%) and Class 9 miscellaneous dangerous goods (18.4%).
Nevada 2011 CVSP
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YEAR INITIATED: 2002
YEAR OF PLANNED COMPLETION: 2011
PERFORMANCE OBJECTIVE
To maintain at least a 10 percent total reduction of non-fatal Hazmat crashes
(based on a percentage of the number of cargo tank crashes) from 2006 levels
each year from 2008 to 2011 (decrease from 26 in 2006 to a maximum of 23 each
year from 2008 to 2011).
PERFORMANCE MEASURE
Using MCMIS data, identify the number of non-fatal Hazmat crashes using cargo
tank crash data between 2006 and 2011.
PROGRAM STRATEGIES
STRATEGY 1
INSPECTIONS – HM
Inspection activity targeting
hazmat related cargo carriers.
Enforcement personnel will
ensure motor carrier authority
with each inspection.
(See Also Driver and Vehicle
Inspection Objective, Strategy
#2)
Activity 1-1
Conduct 101 Level 1 inspections
on HM vehicles.
Activity Measure
Annual number of Level 1
inspections on HM vehicles.
STRATEGY 2
LEADERSHIP – HM
ALLIANCE
STRATEGY 3
LEADERSHIP – HM
RESPONSE
NHP will continue to assist
other states in their efforts to
become member states, and
will promote improved safety
(placard) practices among HM
carriers.
Participate with first
responder organizations and
allied agencies responding to
Hazmat incidents.
Activity 2-1
NHP will assist other states in
their efforts to become member
states, and will continue to
participate in the activities of
the Alliance for Uniform Hazmat
Transportation Procedures
Program and the Alliance
Governing Board.
Activity Measure
Involvement in Alliance
programs and functions,
including the Governing Board,
and contacts with other states
for Alliance membership.
Activity 3-1
personnel
ozco NHP2017 will be
r
5,
v. O ay 2involved with and assigned to
A
Community Emergency
in US ed on M
Response Teams (CERT)
ed
cit
rchiv
and First Responder
a
385
Operations/Law Enforcement
0
(FRO/LAW) exercises and
Activity 1-2
15-1
No.
Conduct 1,213 Level 2/3
training.
inspections on HM vehicles.
Activity Measure
Annual number of Level 2/3
inspections on HM vehicles.
Activity 1-3
Training enforcement personnel
in Level 3 inspections for both
cargo and Hazmat carriers
Activity Measure
Annual number of enforcement
personnel trained for Level 2
inspections for both cargo and
HM carriers.
Activity Measure
Annual number of CERT or
FRO/LAW activities attended
by NHP personnel.
MONITORING
NHP will routinely review crash and inspection data and adapt of enforcement operations
as Hazmat crash conditions change. NHP will monitor progress on the program objective
by quantifying Hazmat inspection data on the monthly Statewide Goal and Activity Reports
prepared by each of the three Commands. The Quarterly Report will include a breakdown
of the number of Level 1 as well as Level 2/3 Hazmat inspections.
Nevada 2011 CVSP
26
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History Report: NV: HM Roadside Inspection Activity and HM Out-of-Service Rates
HM Inspections
COUNTY
CARSON CITY
CHURCHILL
CLARK
DOUGLAS
ELKO
ESMERALDA
EUREKA
HUMBOLDT
LANDER
LINCOLN
LYON
MINERAL
NYE
PERSHING
STOREY
WASHOE
WHITE PINE
Not Assigned to a County
Total
2006
2007
2008
2009
14
20
521
27
491
4
29
76
25
8
28
11
8
1
0
462
50
0
1,775
34
3
673
32
236
7
12
18
24
1
31
6
34
5
1
360
36
0
1,513
54
4
714
28
314
7
5
48
18
5
19
8
14
2
0
348
44
0
1,632
61
4
911
46
297
2
5
37
18
1
16
1
24
0
0
484
59
0
1,966
HM OOS Rates
2010
Jan-March**
23
0
117
25
100
0
1
7
3
0
0
0
3
0
0
126
22
0
427
2006
2007
2008
2009
0%
5%
4.61%
3.70%
2.85%
0%
0%
0%
4%
0%
3.57%
0%
12.50%
0%
0%
6.93%
2%
0%
8.82%
33.33%
7.43%
3.13%
0.85%
0%
0%
5.56%
4.17%
0%
6.45%
0%
2.94%
20%
0%
12.22%
2.78%
0%
7.41%
0%
4.20%
3.57%
1.27%
0%
0%
0%
0%
0%
0%
0%
14.29%
0%
0%
8.91%
4.55%
0%
8.20%
0%
4.06%
6.52%
0.67%
0%
0%
5.41%
0%
0%
0%
0%
8.33%
0%
0%
11.16%
3.39%
0%
2010
Jan-March**
4.35%
0%
0.85%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
10.32%
9.09%
0%
Inspection Data Source: MCMIS (March 26, 2010 data snapshot)
**(Most Recent Inspection Year included through March 26, 2010 data snapshot)
NHP will maintain active participation in the Alliance and co Alliance Governing Board by
the
2 17
Oroz program 0
attending scheduled meetings, conference calls .and other y 25, activities. NHP will
Av
UReport. on Ma
report on these activities in the Quarterly S
in
cited archived
EVALUATION
385
NHP will evaluate the inspection activity reports to ensure goals are being met.
5-10
1
No.
STATUS UPDATE
This is an on-going objective since 2002. The crash numbers show a decline in hazmat crashes
in Nevada, from 27 in 2008 to 15 in 2009. This may be due in part to the recession and targeted
enforcement by NHP. NHP will continue to target this segment of the motor carrier fleet, given
the possibility of a major catastrophe from a crash of these types of vehicles.
Nevada 2011 CVSP
27
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HAZARDOUS MATERIALS TRANSPORTATION SAFETY
Performance Objective
Maintain at least a 10% reduction of non-fatal Hazmat crashes (based on number of cargo tank
crashes) from 2006 levels (from 26 to 23)
Performance Measure
Number of Non-Fatal Hazmat Crashes (based on 70% of the number of
cargo tank crashes)
2006
2007
2008
2009
2010*
2011
26
25
27
15
Activity 1-1 Number of Hazmat Level 1 Inspections to be 101
2006
2007
2008
2009
2010
2011
52
179
165
220
170
Activity 1-2 Number of Hazmat Level 2/3 Inspections to be 1,213
2006
2007
2008
2009
2010
2011
343
1100
1267
1421
1115
Activity 1-3 Number of Personnel Trained for Hazmat and Cargo Level 2 Inspections
2006
2007
2008
2009
2010
2011
NA
NA
55
55
55
Activity 3-1 Number of CERT or FRO/LAW meetings attended
2006
2007
2008
2009
2010
2011
NA
NA
NA
NA
1
* - Year to date.
zco
17
0
ro
Trucks haul 94 percent of the 1 million daily shipments of hazardous materials in the
25, 2
v. O fertilizers, military supplies and fuel;
United States, including pharmaceuticals,SA
U chemicals, May
inthe transportation of these materials by motor
on
the rate of serious incidents cited
involving
ived
rch
carriers is .0001 percent, and the percentage of incidents involving injuries is .00002
85 a of a percent. ATA, May 14, 2009
3
percent, or two one-hundred thousandths
5-10
1
No.
Nevada 2011 CVSP
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PASSENGER CARRIER TRANSPORTATION SAFETY
PROBLEM STATEMENT
The State of Nevada has few in-transit check-sites necessary to comply with the federal
guidelines that require states to provide passenger facilities for passenger buses stopped
for inspection. Nevada has a large number of destinations that often use CMV’s for
passenger transportation, but direct experience has shown that inspections at destination
check-sites are not cost-effective due to the man-hours, expense and unknown tour bus
schedules. NHP instead has implemented a voluntary terminal inspection program for all
Nevada domiciled passenger carriers. Nevada law does not require a company to comply
with this program, hence the program is voluntary.
The number of passenger carrier crashes in Nevada, including both fatal and non-fatal,
has fluctuated between a high of 32 in 2005 and a low of 20 in 2008. Domiciled carriers
have accounted for 100 out of 106 crashes from 2005 to 2008. Intrastate carriers have
accounted for 33 out of 106 crashes from 2005 to 2008.
Nevada’s tourist economy is supported by a large number of passenger carriers bound for
and returning from Nevada’s gaming resorts. Large employers in the Las Vegas and
throughout remote Nevada area also use passenger carriers to provide commuter options
for their employees. NHP’s challenge is reducing the number of passenger vehicle
crashes with limited inspection facilities.
o
rozc 25, 2017
.O
Download Table Data
SA v n May
U
in
o Fatal*
Nevada
cited archived
2005
2006
2007
2008
2009
Domicile vs. NonState- 5
8 State Total State- State Total State- State State- State State3
State
0USA
Domicile
USA
USA
USA
USA
Total
Total
Total
15-1Percent
Percent
Percent
Percent
Percent
o.
N 1 50.0% 203.0%
Non-Domiciled Carrier
History Report: Buses Involved in Crashes by Domicile vs. Non-Domicile
Carriers
Domiciled Carrier
1 50.0% -40.1%
2 100.0%
2
14.7%
2 100.0%
2
23.2%
Other/Unknown
Total
2
*The MCMIS Crash File is intended to be a census of trucks and buses involved in fatal, injury and towaway crashes; however,
some States do not report all FMCSA-eligible crashes. FMCSA continues to work with the States to improve data quality and
reporting of all eligible truck and bus crashes to the MCMIS crash file.
History Report: Buses Involved in Crashes by Domicile vs. Non-Domicile
Carriers
Nevada
Non-Fatal*
2005
Domicile vs. NonDomicile
Non-Domiciled
Carrier
Domiciled Carrier
Download Table Data
State
Total
4 13.3%
26 86.7%
2006
StateUSA
Percent
7.3%
2007
State
Total
StateUSA
Percent
5 20.0%
-8.3%
-1.0% 20 80.0%
2008
2009
State
Total
StateUSA
Percent
StateUSA
Percent
State
Total
5 26.3%
52.9%
5 25.0%
46.2% 1 16.7%
-2.9%
2.3% 14 73.7% -11.0% 15 75.0%
-9.5% 5 83.3%
0.6%
State
Total
StateUSA
Percent
Other/Unknown
Total
30
25
19
20
6
*The MCMIS Crash File is intended to be a census of trucks and buses involved in fatal, injury and towaway crashes; however,
some States do not report all FMCSA-eligible crashes. FMCSA continues to work with the States to improve data quality and
reporting of all eligible truck and bus crashes to the MCMIS crash file.
Data Source: MCMIS (March 2010 data snapshot)
Nevada 2011 CVSP
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History Report: Buses Involved in Crashes by Intrastate vs. Interstate
Carriers
Nevada
Download Table Data
Fatal*
2005
Intrastate vs. Interstate
2006
2007
2008
StateStateStateState
USA State Total USA State Total USA
Total
Percent
Percent
Percent
State
Total
Intrastate
2 100.0% 157.7%
1 50.0%
Missing
2
StateUSA
Percent
2
1 50.0% 111.0%
Total
State
Total
2 100.0% 228.9%
2
Interstate
2009
StateUSA
Percent
28.2%
*The MCMIS Crash File is intended to be a census of trucks and buses involved in fatal, injury and towaway crashes; however,
some States do not report all FMCSA-eligible crashes. FMCSA continues to work with the States to improve data quality and
reporting of all eligible truck and bus crashes to the MCMIS crash file.
History Report: Buses Involved in Crashes by Intrastate vs. Interstate
Carriers
Nevada
2005
Intrastate vs.
Interstate
Intrastate
Download Table Data
Non-Fatal*
State
Total
2006
StateUSA
Percent
State
Total
9 30.0% -41.4% 11 44.0%
Interstate
10 33.3%
7.1% 12 48.0%
Missing
11 36.7% 107.3%
Total
30
2
2007
StateUSA
Percent
7.1%
64.4%
8.0% -73.0%
State
Total
2008
StateUSA
Percent
3 15.8% -58.9%
State
Total
StateUSA
Percent
2009
State
Total
StateUSA
Percent
6 30.0% -16.4% 2 33.3%
1.5%
9 47.4%
55.9% 12 60.0% 151.0% 2 33.3%
36.5%
7 36.8%
17.9%
2 10.0% -75.1% 2 33.3% -22.2%
o 20
6
rozc injury and2017crashes; however,
. O ay
*The MCMIS Crash File is intended to be a census of trucks and buses involved in fatal, 25, towaway
v
some States do not report all FMCSA-eligible crashes. FMCSA continues to work with the States to improve data quality and
USA file. on M
reporting of all eligible truck and bus crashes to then
i MCMIS crashe
ite
c2010d asnapshot) d
hiv
Data Source: MCMIS (March
data rc
385
5-10
1
No.
YEAR INITIATED: 2008
25
19
YEAR OF PLANNED COMPLETION: 2011
PERFORMANCE OBJECTIVE
To maintain at least a 5 percent total reduction of fatal and non-fatal buses crashes
from 2006 levels each year from 2008 to 2011 (decrease from 28 in 2006 to a
maximum of 26 each year from 2008 to 2011).
PERFORMANCE MEASURE
Using MCMIS, identify the number of fatal and non-fatal bus crashes between 2006
and 2011.
Nevada 2011 CVSP
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PROGRAM STRATEGIES
STRATEGY 1
ENFORCEMENT – TERMINAL INSPECTIONS
STRATEGY 2
TRAINING – MOTORCOACH SAFETY
Inspect Interstate motorcoaches in a Level V
Terminal Inspection Program. Enforcement
personnel will ensure motor carrier authority with
each inspection.
Activity 1-1
Offer Nevada based, Interstate motorcoach
operators a Level V inspection.
Activity Measure
Annual number of motorcoach operators contacted
for voluntary Level V Terminal Inspection.
Provide safety training to motorcoach operators.
Activity 1-2
Conduct Level 5 Terminal Inspections for
volunteering motorcoach operators.
Activity Measure
Annual number of Level V Terminal Inspections
conducted.
Activity 2-2
Coordinate training programs with the Dept. of Motor
Vehicles (DMV) and the Nevada Transportation
Authority (NTA).
Activity Measure
Annual number of motorcoach training events
provided by DMV and/or NTA.
Activity 2-1
Develop a management and driver training program
specifically geared toward motorcoach operators.
Activity Measure
Annual number of training events provided to
motorcoach operators.
MONITORING
NHP will monitor progress on the program objective by quantifying Level 1, 2, or 3 Motor
Coach and Level 5 Tour Bus inspection data on the monthly Statewide Goal and Activity
Reports prepared by each of the three Commands. The Quarterly Report will include a
breakdown of the number of Level 5 inspections.
017
ozco
Or
5, 2
A v.
ay 2
EVALUATION
in US ed on M
ed effectiveness of targeted activities. Review of OOS and
Review of crash data to determine
iv
cit
arch national average to determine project
non-OOS violations of carriers 385
in relation to
effectiveness and possible-expansion. Review non-compliant carriers and development of
5 10
.1
N process.
a secondary reviewo
STATUS UPDATE
This is an on-going objective that reflects the overall decline in vehicle crashes in Nevada,
as bus fatal and non-fatal crashes fell from 20 in 2008 to 6 in 2009, although the 2009
figure represents only non-fatal crashes at this point in time. NHP Commercial
Commanders agreed at their June 2010 planning meeting to continue the voluntary
terminal inspection program for FFY 2011 as it is the preferred option given Nevada’s
unique situation of not having any port of entry inspection stations.
Nevada 2011 CVSP
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PASSENGER CARRIER TRANSPORTATION
SAFETY
Performance
Objective
Maintain at least a 5% reduction of fatal and non-fatal bus crashes from 2006 levels
(from 28 to 26)
Performance
Measures
Number of Fatal and Non-Fatal Bus
Crashes
2006
2007
2008 2009*
2010
2011 CY
27
21
20
6
A&I
Annual Number of Motor Coach Operators Contacted for Level V
Activity 1-1 Inspection
2006
2007
2008
2009
2010
2011 FFY
Southern Command
NA
NA
NA
24
NA
records
Annual Number of Level V Inspections
Activity 1-2 Conducted
2006
2007
2008
2009
2010**
2011 FFY
Southern Command
NA
NA
NA
3
60
records
Activity 2-1 Annual Number of Motor Coach Operators Training Events
2006
2007
2008
2009
2010
2011 FFY
NHP Training
NA
NA
NA
NA
NA
Coordinator
Annual Number of Motor Coach Training Events Initiated by DMV or
Activity 2-2 TSA
2006
2007
2008
2009
2010
2011 FFY
NHP Training
NA
NA
NA
NA
0
Coordinator
* - Non-fatal only.
** - Year to date.
Changed in
2010
Changed in
2010
o
rozc 25, 2017
.O
SA v n May
in U
o
ited rchived
c
5a
1038
15No.
“The National Transportation Safety Board (NSTB) investigated 16 fatal motorcoach
crashes between June 1998 and January 2008. NTSB identified driver-related problems
such as fatigue, medical conditions and inattention as the major root causes responsible
for 56 percent of motorcoach crashes it investigated, and the condition of the vehicle as
root cause for 13 percent of the crashes investigated. Driver-related problems were
responsible for 60 percent of the fatalities occurring in the crashes investigated, and the
condition of the vehicle for 20 percent of the fatalities. FARS data indicates that rollovers
and roadside events, including running off-road and striking roadside objects occurred in
about 75 percent of all motorcoach fatalities. Ejection of motorcoach passengers due to a
rollover event represents the highest percentage of passenger fatalities. (US DOT
Motorcoach Safety Action Plan, May 2010)
Nevada 2011 CVSP
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CMV DATA COLLECTION AND QUALITY CONTROL
PROBLEM STATEMENT
The Nevada Overall SSDQ Rating as of May 2010 is “Fair/Yellow”, according to FMCSA.
Nevada is not a “Good/Green” state due to the Non-Fatal Crash Completeness measure.
The Non-Fatal Crash Completeness Measure indicates that only 45 percent of non-fatal
crash records are uploaded to MCMIS. FMCSA’s standard for completeness is 75 percent
or better.
Nevada: Overall State Rating
State Data Quality Measures
Monthly
Results
Overall
State
Rating Crash Record
Completeness
Crash
Inspection
Non-Fatal
Fatal Crash
Crash
Crash Inspection Inspection
Crash
Completeness Timeliness Accuracy Timeliness Accuracy
Completeness
May '10
Apr '10
Mar '10
Feb '10
Jan '10
Dec '09
Nov '09
Oct '09
o
rozc 25, 2017
.O
SA v n May
in U
o
ited rchived
c
5a
1038
15No.
Sep '09
Aug '09
Jul '09
Jun '09
May '09
Nevada: Overall State Rating Report
Quarterly Results as of: May 21, 2010
Considers all seven SSDQ measures and the Overriding Indicator, except measures with a rating of
"Insufficient Data." States receive an overall score based on ratings in each of the measures and the Overriding
Indicator. (View Methodology)
Nevada 2011 CVSP
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Nevada: Non-Fatal Crash Completeness Measure Report
Quarterly Results as of: May 21, 2010
Determines a rating based on a ratio of reported to predicted non-fatal crash records reported to MCMIS. The
number of reported non-fatal crash records was calculated using a 12-month time period that ends six months
prior to the MCMIS snapshot date. (View Methodology)
o
rozc 25, 2017
.O
SA v n May
in U
o
ited rchived
c
5a
1038
15No.
All graphs courtesy of FMCSA.
YEAR INITIATED: 2002
YEAR OF PLANNED COMPLETION: 2011
PERFORMANCE OBJECTIVE
Each year, attain and maintain the FMCSA Overall State Rating of Green. Develop
strategies to improve any measure that is not Green.
Attain and maintain as Green the Non-Fatal Crash Completeness measure (Red as
of the May 2010 FMCSA status report).
Monitor data challenges as a result of CSA 2010 implementation, and respond as
necessary to any additional workload as a result.
Monitor the implementation of new SSDQ performance measures and then assess
any necessary changes to be made to ensure quality data.
Nevada 2011 CVSP
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OBJECTIVE PERFORMANCE MEASURES
Using FMCSA reports, annually report on all measures as of the May/June status.
Using data challenge reports, identify delays or problems with data challenges.
PROGRAM STRATEGIES
STRATEGY 1
DATA COLLECTION
STRATEGY 2
DATA CHALLENGES
Improve non-fatal crash
completeness through database
integration.
Respond in timely manner to all
data challenges received.
Activity 1-1
Traffic Records Coordinating
Committee will upgrade the
interface between NCATS and
Crossroads so that Other Allied
Agency federally reportable crash
data can be transferred to
SafetyNet .
Activity Measure
FMCSA color rating.
Activity 2-1
Monitor data challenges to ensure
timely response. Note any delays
or issues that arise during the fiscal
year.
Activity Measure
Any data challenges that are not
addressed in responsible time
frame.
STRATEGY 3
SSDQ PERFORMANCE
MEASURES
Respond as necessary to
new data quality
performance measures.
Activity 2-1
Monitor SSDQ performance
measures to ensure
accurate data. Note any
issues that arise during the
fiscal year.
Activity Measure
Any data quality issues that
are identified by FMCSA.
MONITORING
Review FMCSA Data Quality Monthly Progress Report on the A&I Online Website to
assess progress.
zco
17
0
ro
EVALUATION
25 2
v. O rating has ,improved.
Activities will be evaluated based on whether FMCSA May
USA
n
in
o
cited archived
STATUS UPDATE
85
Nevada has achieved a Green 3
5-10 rating for crash accuracy, so for FFY 2011 the strategy to
1
improve records matching has been removed. NHP continues to struggle with the Traffic
No.
Records Coordinating Committee to be able to implement changes needed for NHP to
improve the non-fatal crash completeness records. Many of the members from allied
agencies do not share the same perspective on making changes to the software and
databases necessary for NHP to improve reporting on this measure, and are hesitant to do
so. Negotiations on these improves will continue, however.
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CMV DATA COLLECTION AND QUALITY CONTROL
Performance Objective
Improve the Overall State Data Quality Measure to Green
Improve Non-Fatal Crash Completeness Measure to Green
Improve the Crash Accuracy Measure to Green
Performance Measures
Status of Overall State Data Quality Measure as of May/June of each year
2006
2007
2008
2009
2010
2011
Green
Green
Yellow
Yellow
Yellow
Status of Non-Fatal Crash Completeness Measure as of May/June of each year
2006
2007
2008
2009
2010
2011
NA
NA
Red
Red
Red
Status of Crash Accuracy Measure as of May/June of each year
2006
2007
2008
2009
2010
2011
Yellow
Yellow
Yellow
Yellow
Green
FMCSA color rating for Non-Fatal Crash Completeness (as of May/June status
Activity 1-1
report)
FFY
2006
2007
2008
2009
2010
2011
NA
NA
Red
Red
Red
A&I
Activity 2-1
FMCSA color rating for Un-Matched Records (as of May/June status report)
CY
2006
2007
2008
2009
2010
2011
Yellow
Yellow
Yellow
Yellow
Green
A&I
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COMMERCIAL VEHICLE SAFETY PARTNERSHIP
PROGRAM
PROBLEM STATEMENT
Many judges and prosecutors across Nevada do not fully understand the magnitude of
commercial motor carrier safety problems. CMV driver and vehicle violations are
dismissed or reduced due to the lack of understanding and heavy case loads.
Construction motor vehicles are responsible for a large percentage of fatal CMV crashes
(40 percent in 2007). Outreach, education and training are essential to improve
commercial motor vehicle safety.
The goal of this program is to enable the judicial system, legislature and the trucking and
construction industries to more accurately understand the magnitude or risk of commercial
vehicle moving and safety violations.
YEAR INITIATED: 2000
YEAR OF PLANNED COMPLETION: Ongoing
PERFORMANCE OBJECTIVE
Each year, NHP shall disseminate rules, regulations, laws or other informational
material to local Justices of the Peace, local enforcement agencies, and to provide
resources to industry to assist in voluntary compliance with safety regulations.
PERFORMANCE MEASURE
7
co
Annual number of judicial contacts by NHPOroz the fiscal201
during
5, year.
.
2
v
USA on May
PROGRAM STRATEGIES ited in
ed
c
rchiv
5a
STRATEGY 1
STRATEGY 2
1038
15LEGISLATION
INDUSTRY TRAINING
No.
The MCSAP Coordinator will keep abreast of any
rule, regulation or law change that affects
commercial operations.
Activity 1-1
The statewide CVSPP coordinator will research
any impending changes, and disseminate the
information to the other CVSPP’s as well as the
other enforcement officers. Meet annually to
exchange information.
Activity Measure
Annual meeting to review legislative changes to
Command Lieutenants or CVSPP designee.
Working with the NMTA, AGC and allied agencies,
develop and promote a construction industry training
program for carrier safety.
Activity 2-1
Outreach to the trucking and construction industry
through established trade groups for their participation
in training and educational events.
Activity Measure
Number of training requests completed.
MONITORING
Each CVSPP will report their judicial or court contacts to statewide CVSPP coordinator for
inclusion in the FMCSA Quarterly Report. Feedback from various judicial and industrial
organizations strongly supports this program as an effective means to educate those
involved with CMVs. NHP will monitor progress on the program objective by quantifying
the number of local contacts on the monthly Statewide Goal and Activity Reports prepared
by each of the three Commands. The Quarterly Report will include a breakdown of the
number of local jurisdiction contacts.
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EVALUATION
NHP will continue to assess the needs of the local judiciary and district attorneys based on
contacts with those jurisdictions.
STATUS UPDATE
NHP has and will continue to emphasize to the Commands the need to meet with and
respond to local judges, prosecutors and District Attorneys to ensure understanding of the
regulations and laws applicable to commercial motor vehicles. The response from local
jurisdictions has always been positive, as they rely on the NHP to provide them with
updates of regulations and laws.
CMV SAFETY PARTNERSHIP PROGRAM (CVSPP)
Performance Objective
Disseminate rules and regulations to local JOPs and law enforcement
Performance Measures
Number of Judicial contacts by NHP
FFY
2006
2007
2008
2009
2010*
2011
78
72
95
44
25
NHP Goal Achieve Report
Activity 1-1
Annual meeting to review legislative/regulatory changes
FFY
2006
2007
2008
2009
2010
2011
NA
NA
NA
July
Aug**
CVSPP Coordinator
Activity 2-1
Number of industry training events completed
FFY
2006
2007
2008
2009
2010
2011
NA
NA
29
27
47
CVSPP Coordinator
* - Year to date.
** - Tentative
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NATIONAL CMV SAFETY PROGRAM OBJECTIVES
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FMCSA
Research shows that motorists talking on a phone are four times as likely to crash as
other drivers, and are as likely to cause an accident as someone with a .08 blood
alcohol content. NHTSA and others.
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DRIVER AND VEHICLE INSPECTION
YEAR INITIATED: 2002
YEAR OF PLANNED COMPLETION: 2011
PERFORMANCE OBJECTIVE
To maintain NHP’s annual level of effort in driver and vehicle inspections by:
Conducting a minimum of 22,050 Level 1-3 inspections statewide; with the number
of Level III inspections to meet or exceed the national average of 30 percent of all
inspections performed.
Conducting a minimum of 1,314 Level 1, 2 and 3 inspections on vehicles
transporting hazardous materials.
Conducting a minimum of 217 Level 1, 2 and 3 inspections on motor coaches.
Placing special emphasis on inspections of MC330/MC331 cargo tanks.
PERFORMANCE MEASURE
Annual number of inspections conducted, percent of HM vehicle inspections,
percent of motor coach inspections during the federal fiscal year, per NHP
inspection reports.
PROGRAM STRATEGIES
STRATEGY 1
ENFORCEMENT
STRATEGY 3
TRAINING
NHP personnel to offer
o
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. O ay
v
perform Level 3 inspections.
USA on M
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cited archived
385
5-10
1
Activity 3-1
No.
The Division will provide
Enforcement personnel to conduct
roadside commercial vehicle
inspections at check sites or
roadside.
Activity 1-1
Inspection Goals
Level 1: 1,575
Level 2/3: 20,475
STRATEGY 2
HAZMAT AND MOTOR COACH
ENFORCEMENT
Activity Measure
Number of stipulated inspections.
Activity 1-2
Conduct CVSA 72 hour check
operation (multiple sites), special
MCSAP operations, and other
inspection activities on primary &
secondary highways.
Activity Measure
Number of inspections conducted
during events.
Enforcement personnel to conduct at
least 6 percent of their inspections on
hazardous materials carriers and 1
percent on motor coaches. Special
emphasis will be placed on inspections
of MC330/MC331 cargo tanks.
Activity 2-1
Inspection Goals
Hazmat Level 1: 101
Hazmat Level 2/3: 1,213
Motorcoach Level 1/2/3: 217
Activity Measure
Number of inspections of Hazmat and
motor carrier vehicles reported through
SAFETYNET.
Activity 1-3
NHP will conduct 3 - 72 hour
roadblocks in Clark County during
the New Years Holiday.
Activity Measure
Number of NYE inspections
conducted in and around Las
Vegas.
Nevada 2011 CVSP
40
local agencies & NHP traffic
an opportunity to receive
Level 3 inspection training
upon request, sufficient to
ensure a minimum of 4,000
Level 2/3 inspections
performed annually to be
completed by non-NHP
commercial personnel.
Activity Measure
Number of inspections
conducted by non-NHP
personnel.
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Nevada Roadside Inspections by Inspection Level
FY 2006
FY 2007
FY 2008
FY 2009
FY 2010
Fed State Total Fed State Total Fed State Total Fed State Total Fed State Total
35 3,268 3,303 55 3,032 3,087 59 3,387 3,446 137 4,162 4,299 40 2,696 2,736
Inspection
Level
I. Full
With OOS Viol
7 1,113 1,120 19 1,006 1,025 24 1,004 1,028 37 1,090 1,127 5 618 623
(Level 1)
II. Walk0 15,725 15,725 22 16,253 16,275 27 15,751 15,778 11 19,508 19,519 5 14,975 14,980
Around
With OOS Viol
0 3,572 3,572 8 3,745 3,753 7 3,248 3,255 2 3,994 3,996 1 2,453 2,454
(Level 2)
III. Driver
0 9,786 9,786 11 11,348 11,359 6 10,571 10,577 0 8,248 8,248 6 5,272 5,278
Only
With OOS Viol
0 810 810 0 752 752 0 602 602 0 380 380 1 255 256
(Level 3)
IV. Special
0 172 172 0 272 272 0 131 131 0
11
11 0
2
2
Study
With OOS Viol
0
27
27 0
33
33 0
14
14 0
2
2 0
0
0
(Level 4)
V. Terminal
93 101 194 74
58 132 60 148 208 55 146 201 3
42
45
With OOS Viol
10
20
30 8
10
18 9
19
28 4
10
14 0
5
5
(Level 5)
VI.
co 0 02017 20 0
Radioactive
0
7
7 0
0
0 0 Oroz
0
20
0
0
5,
A v.
Materials
ay 2
US
nM
With OOS Viol
ed in hived o 0
0
0
0 cit
0
0 rc 0 0
0 0
2
2 0
0
0
(Level 6)
85 a
03
Total
128 29,059 29,187 162 30,963 31,125 152 29,988 30,140 203 32,095 32,298 54 22,987 23,041
15-1
No.
Data Source: FMCSA Motor Carrier Management Information System (MCMIS) data snapshot as
of 6/25/2010, including current year-to-date information for 2010.
Driver/Vehicle Inspection Output Performance Target
Inspection Truck
HM
Motor
Passenger
Level
Truck
Coach
Carrier
Level 1
1,575
101
109
Level 2
13,800
813
33
Level 3
6,675
400
75
Level 4
TBD
TBD
TBD
Level 5
Total
1,785
14,646
7,150
Percent
7.57%
62.11%
30.32%
< 5 percent of
Total Goal
As Required
Level 6
N/A
N/A
Total
22,050
1,314
217
23,581
100%
The number of Level III inspections is projected to meet or exceed the national average of
30 percent of all inspections.
MONITORING
NHP will monitor progress on the program objective by quantifying the number of Total
Inspections (Levels 1, 2 &3) for Statewide, SC, NC and CC on the monthly Statewide Goal
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and Activity Reports prepared by each of the three Commands. The Quarterly Report will
include a breakdown of the number of inspections Statewide and by each of the 3
Commands. Level 3 inspections conducted by Traffic to be reported separately.
EVALUATION
Inspection activity will be evaluated at a minimum of bi-annually to confirm that inspection
activity is targeting the greatest threats to safety by ensuring the majority of inspection
activity is done in crash corridors focusing on known driver and safety violations.
STATUS UPDATE
NHP continues to meet or exceed driver and vehicle inspection goals, supported by
quarterly review of performance status and coordination with Commanders in the regions.
Commanders are given broad latitude and discretion for when inspections are conducted
based on regional needs and available manpower.
DRIVER AND VEHICLE INSPECTIONS
Performance
Objectives
Conduct min. of 22,050 Level 1-5 Inspects
Conduct 217 Motor Coaches
Inspects
Special Emphasis on MC330/MC331
Cargo Tanks
Conduct 1,314 HM inspects
Performance
Measures
Number of Level 1-5 Inspections to be 22,050
FFY
2006
2007
2008
2009
2010*
2011
21,699
23,563 26,104 26,683
20,301
NHP Goal Achieve Report
Number of Level 1/2/3 Hazmat Inspections to be 1,314
FFY
2006
2007
2008
2009
2010*
2011
2300
1279
1432
1641
1098
NHP Goal Achieve Report
Number of Level 1/2/3 Motor Coach Inspections to be
217
FFY
2006
2007
2008
2009
2010*
2011
236
199
436
455
113
NHP Goal Achieve Report
Number of Level I inspections to be 1,575, Level 2/3 inspections to be 20,475
FFY
2006
2007
2008
2009
2010*
2011
21,399
23,563 26,104
26,683
20,301
NHP Goal Achieve Report
Number of Inspections during Special Operations
(CVSA)
FFY
2006
2007
2008
2009
2010
2011
NA
NA
395
484
414
NHP - Op Roadcheck
NA
205
142
207
187
NHP - Op Airbrake - Unannc'd
NA
284
186
162
NHP - Op Airbrake - Annc'd
NA
NA
156
187
NHP - Op Safe Driver
Number of NYE Inspections
FFY
2006
2007
2008
2009
2010
2011
1008
1304
1279
1223
1412
NHP
HM Level 1 - 101; MC Level 1, 2 & 3 – 1,314; HM Level 2/3 - 1,213 Total=1,521
FFY
2006
2007
2008
2009
2010*
2011
2536
1478
1868
2096
1,398
NHP Goal Achieve Report
Number of Inspections by Non-NHP personnel to be at least 4,000
FFY (* - YTD as of July)
2006
2007
2008
2009*
2010
2011
NA
NA
832
956
900
NHP SafetyNet Coordinator
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Activity 1-1
Activity 1-2
Activity 1-3
Activity 2-1
Activity 3-1
* - Partial year to date.
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TRAFFIC ENFORCEMENT WITH INSPECTION
YEAR INITIATED: 2002
YEAR OF PLANNED COMPLETION: 2011
PERFORMANCE OBJECTIVE
On an ongoing, annual basis, in both urban and rural areas, NHP will perform traffic
enforcement on commercial motor vehicles observed committing moving violations, and
conducting subsequent Level 2 or 3 inspections.
2,190 (approximately 10 percent of all Level 2/3) inspections will include a moving
violation as the reason for the traffic stop and subsequent inspection.
PERFORMANCE MEASURES
Using NHP and MCMIS data, identify the number of Level 2/3 inspections
conducted as a result of traffic enforcement during FFY 2011.
PROGRAM STRATEGIES
STRATEGY 1
HIGH CRASH CORRIDOR ENFORCEMENT
Overtime Strike team deployment specifically to high crash corridors within each region.
Activity 1-1
Subject to the maximum budgeted amount in the overtime category, each region will identify their crash
corridors where the highest rate of CMV fatal accidents occur and identify the causation of crashes. Strike
force activity will be conducted in these areas targeting accident causing violations with special emphasis on
seat belt usage.
Activity Measure
Number of Overtime Strike Force hours in high crash corridors.
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FY 2009
Activity by Type (Nevada)
Total
Reviews
Total Reviews
Total Security Contact Reviews
Safety Audits
Number of Safety Audits
Roadside Inspections
Driver Inspections*
Vehicle Inspections**
Hazmat Inspections***
Traffic Enforcement Inspections
Driver Inspections*
Vehicle Inspections**
Hazmat Inspections***
Nevada 2011 CVSP
OOS Rate
162
10
189
32,086
24,039
1,823
8,573
6,017
245
43
7.88%
14.55%
4.33%
11.70%
15.74%
10.61%
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Violation Section 49 C.F.R. 392 – Trend Analysis
Nevada Traffic Enforcement, Violation Summary
Traffic Enforcement Violation
Moving Violations
392.2C -- Failure to obey traffic
control device
392.2FC -- Following too close
3922LC -- Improper lane change
392.2P -- Improper passing
392.2R -- Reckless driving
392.2S -- Speeding
392.2T -- Improper turns
392.2Y -- Failure to yield right
of way
392.3 -- Operating a CMV while
ill or fatigued
Drug & Alcohol Violations
392.4 & 392.4A -- Driver uses
or is in possession of drugs
392.5 & 392.5A -- Driver uses
or is in possession of alcohol
Railroad Crossing Violations
392.10A1 -- Failing to stop at
railroad grade (RR) crossing-bus
392.10A2 -- Failing to stop at
(RR) crossing-chlorine
392.10A3 -- Failing to stop at
(RR) crossing-placard
392.10A4 -- Failing to stop at
(RR) crossing-HM cargo
Miscellaneous Violations
392.14 -- Failing to use caution
for hazardous conditions
392.16 -- Failing to use seat belt
while operating CMV
392.71A -- Using/equipping
CMV with a radar detector
392.2 -- Local laws (general)
Total
Fed
0
CY 2006
State
Total
Fed
6,134
6,134
0
CY 2007
CY 2008
State
Total
Fed State Total Fed
4,981
4,981
0 4,807 4,807
0
CY 2009
CY 2010
State
Total
Fed State Total
4,571
4,571
0 2,045 2,045
0
2,260
2,260
0
1,955
1,955
0
2,330
2,330
0
2,295
2,295
0
1,065
1,065
0
0
0
0
0
0
189
263
72
12
3,009
101
189
263
72
12
3,009
101
0
0
0
0
0
0
188
204
60
33
2,251
92
188
204
60
33
2,251
92
0
0
0
0
0
0
119
189
26
5
1,952
71
119
189
26
5
1,952
71
0
0
0
0
0
0
138
153
20
0
1,779
47
138
153
20
0
1,779
47
0
0
0
0
0
0
58
69
6
4
775
7
58
69
6
4
775
7
0
203
203
0
186
186
0
106
106
0
127
127
0
58
58
0
25
25
0
12
12
0
9
9
0
12
12
0
3
3
0
31
31
0
23
23
0
29
29
0
27
27
0
8
8
0
13
13
0
4
4
0
7
7
0
9
9
0
5
5
0
18
18
0
19
19
0
22
22
0
18
18
0
3
3
0
4
4
0
2
2
1
2
3
0
6
6
0
0
0
0
1
1
0
1
1
0
0
0
0
1
1
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
0
3
3
0
1
1
1
0
1
0
3
3
0
0
0
2
0
0
0
6,709
3
4,510
4,513
0
0
0
0
316
0
146
146
168
0
80
80
6,225
11,313
3
3
4,284
6,563
4,287
6,566
o 2 0 72
0
2
rozc 4,780 , 2016,697
5 12
.
2
5,478
5,480
7
5,514
5,521 O 9 4,771
SA v 4 n May 2 0 0
0
1
1
0in U 4
0
o0 0
ited rchived
c567 0 a 370 370 0 300 300 0 316
0
567
385
5-10 0 229 229 0 178 178 0 168
0
125
125
1
No.4,785 4,787 7 4,911 4,918 9 4,293 4,302 12 6,213
2
0
2
0
11,647
0
11,649
0
7
0
10,520
0
10,527
10
9,609
9,619
12
11,301
Data Source: FMCSA Motor Carrier Management Information System (MCMIS) data snapshot as of
6/25/2010, including current year-to-date information for 2010.
MONITORING
Inspections by both commercial and traffic Troopers will be reported to FMCSA on a
quarterly basis. Inspection data will be compiled by each Command and included in
monthly and quarterly reports. NHP is continuing the program in current format, identifying
and reacting to crash and inspection data as necessary.
EVALUATION
Traffic enforcement program enforcement strategies in FY 2009 will need to be closely
tracked and evaluated to determine possible changes and short-term trends. On a
quarterly basis, statewide meetings will be conducted to review each quarter report.
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STATUS UPDATE
Overtime Strike activities were down somewhat from the prior year due in part to the large
amount of overtime needed to conduct Badge On Board operations. Strike activities vary
by Command, so they have been authorized to conduct overtime Strike activities as they
see necessary given their Command situation.
TRAFFIC ENFORCEMENT WITH INSPECTION
Performance Objective
Conduct 2,025 (10% of all Level 2/3) Inspections as result of Traffic
Enforcement
Performance Measures
Percent of Inspections to Traffic Enforcement to be Minimum of 10
Percent
2006
2007
2008
2009
2010*
2011 FFY
NHP Goal Achive
6,370 20,813 21,410 22,232 16,886
Report
NHP Goal Achive
2,219
4,661
3,748
3,706
3,003
Report
35%
22%
18%
17%
18%
Percent
Activity 1-1
Number of Overtime Strike Force Hours in High Crash Corridors
2006
2007
2008
2009
2010*
2011 FFY
NHP Goal Achieve
NA
NA
NA
479
152
Report
* - Partial year to date
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Total
Enforcement
Total
Inspections
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TRAFFIC ENFORCEMENT WITHOUT INSPECTION
YEAR INITIATED: 2008
YEAR OF PLANNED COMPLETION: 2011
PERFORMANCE OBJECTIVE
NHP will continue Nevada’s Ticketing Aggressive Cars and Trucks (TACT) program Badge
On Board targeting enforcement for non-CMV drivers who commit hazardous, crash
causing violations in the direct vicinity of CMV operations. Badge on Board includes
positioning a sworn officer in a CMV cab or overhead in an airplane, observing moving
violations near CMVs, and radioing information to chase cars that will stop the violators
and take enforcement action. To continue the driver behavior evaluation begun under the
High Priority grant program for FFY 09, NHP will conduct an annual driver behavior survey
in or around June 2011.
Conduct TACT operations in the Reno and Las Vegas areas.
Conduct annual driver behavior survey in Reno and Las Vegas.
A Badge On Board media and public education campaign (See Education and
Outreach Objective).
PERFORMANCE MEASURE
Using NHP data, annual numbers of non-CMV and CMV citations issued during
Badge on Board operations, and any CMV inspections as a result.
PROGRAM STRATEGIES
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STRATEGY
SA v n May
ENFORCEMENT
EVALUATION
in U
do
ited rchiveConduct annual driver behavior study to
c TACTa
NHP will conduct Badge On Board
5
operations to target non-commercial8
assess changes in driver behavior around
-103 vehicles
5vicinity of CMVs.
committing violations in the
CMVs.
1
No.
Activity 1-1
Activity 3-1
Conduct Badge On Board enforcement operations
in Northern and Southern Command, each
operation being 2-3 days in length.
Activity Measure
Number of Badge On Board enforcement
operations in Northern and Southern commands.
Conduct annual driver behavior study in Reno
and Las Vegas.
Activity Measure
Completion of annual driver behavior study.
Non-Inspection Traffic Enforcement Staff Hours and Activity Projections (estimates)
Type of Traffic Enforcement
Staff Hours
Number of Penalty
Citations
200
Number of Written
Warnings
0
CMV TE
200
Non CMV TE
550
2,000
200
Total
750
2,200
200
Nevada 2011 CVSP
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MONITORING
NHP will monitor progress on the program objective by quantifying the number of citations
on the monthly Statewide Goal Reports. The Quarterly Report will include a breakdown of
the number of operations and total citations.
EVALUATION
Over the course of the Badge On Board program, NHP conducted 16 3-day enforcement
operations in the Elko, Reno and Las Vegas areas. The enforcement resulted in
approximately 2,679 citations, and at least 13 arrests for various reasons. 1,728 of the
citations issued were for speeding around a CMV. A total of 2,023 non-CMV and 123
CMV drivers were stopped. A more detailed description of the number of citations by
violation type, by Command, is included in the Data Analysis and Trends section of the
Grant Certifications and Supporting Documentation chapter.
The University of Nevada, Reno, Department of Civil and Environmental Engineering
conducted a baseline driver behavior survey, and have completed a follow-up assessment
of driver behavior after the media and enforcement period. UNR has until the end of
September 2010 to prepare the final report.
STATUS UPDATE
Including this Objective in the FFY 10 CVSP while at the same time implementing a
separate High Priority grant for TACT operations was confusing, as this objective was
primarily funded with the High Priority grant. For FFY 11, this Objective relies on the use
of MCSAP funds for the Badge On Board project. Any High Priority grants that may be
o
17
received during the course of the 2011 CVSP will Ortracked and evaluated separately, but
be ozc
5, 20
.
coordinated with the these efforts.
ay 2
SA v
U
on M
ed in was ilessdeffective in the number of non-CMV
e
cit
Badge On Board in Central Command rch v
a
citations per hour than those 0385
in Northern and Southern Commands due to lower traffic
15-1
volumes and less congestion than that found in Reno or Las Vegas. Therefore Central
No.
Command will not be involved in future Badge On Board events at this time.
The strategies for this Objective were modified for this year, deleting Activity 1-1,
Conducting Operational Evaluations (program is effective, driver behavior and media
awareness conducted separately), Activity 1-2, Number of grants applied for, and Activity
4-1, Involvement (NHP uses rental trucks for the operations). The Badge On Board public
education campaign is described in the Education and Outreach Objective.
TRAFFIC ENFORCEMENT WITHOUT INSPECTIONS
Performance Objective
Conduct Badge On Board Operations
Performance Measure
Activity 1-1
Activity 2-1
Nevada 2011 CVSP
Number of Non-CMV and CMV citations issued during NTACT Operations
2006
2007
2008
2009
2010
2011 FFY
NHP Goal
NA
NA
81
0
2,679
Achieve Report
Number of TACT enforcement operations in Reno, Las Vegas & Elko
2006
2007
2008
2009
2010
2011 FFY
NA
NA
2
0
16
NHP
Conduct annual driver behavior study in Las Vegas and Reno
2006
2007
2008
2009
2010
2011
NA
NA
NA
Yes
Yes
47
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COMPLIANCE REVIEWS
YEAR INITIATED: 2002
YEAR OF PLANNED COMPLETION: 2011
PERFORMANCE OBJECTIVE
To maintain NHP’s annual level of effort in conducting Compliance Reviews by:
Conducting a minimum of 50 Compliance Reviews statewide during FFY 2011.
Monitor the implementation of CSA 2010.
PERFORMANCE MEASURE
Number of Compliance Reviews conducted during FFY 2011 (NHP data).
Quarterly assessments of CSA 2010 implementation impacts on NHP operations.
PROGRAM STRATEGIES
STRATEGY 1
ENFORCEMENT
STRATEGY 2
TRAINING
Southern, Northern and Central
Command personnel to conduct
compliance reviews of high risk
carriers identified.
Activity 1-1
Southern Command will conduct
twenty-six (26) compliance reviews.
Activity Measure
Number of compliance reviews
conducted.
Provide industry training to prepare
for compliance reviews and
subsequent operations.
Monitor implementation of
CSA 2010.
Activity 2-1
Provide training on the elements of
a compliance review when
requested by industry.
Activity Measure
Number of industry training
requests supported.
Activity 3-1
Quarterly assessments of CSA
2010 implementation for its
impact on the NHP program.
Activity Measure
Changes to NHP processes
and procedures.
STRATEGY 3
CSA 2010
IMPLEMENTATION
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o
Activity 1-2
ited rchived
c
Northern Command will conduct
5a
eighteen (18) CRs.
1038
Activity Measure
o. 15
Nreviews
Number of compliance
conducted.
Activity 1-3
Central Command will conduct six
(6) compliance reviews.
Activity Measure
Number of compliance reviews
conducted.
Compliance
Reviews (FY)
Goal
Accomplished
Exceeded By
2004
2005
2006
2007
2008
2009
2010*
18
22
4
18
42
24
50
65
15
50
72
22
50
62
12
50
66
16
50
35
<15>
* - Partial year to date
Nevada 2011 CVSP
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Reviews Activity Projections FFY 2011
Type of Review
Interstate
Motor Carrier Safety Compliance Review Total
Passenger CRs
HM CRs
Non-Rated Reviews (excluding CSA Investigations &
Security Contact Reviews)
CSA Offsite Investigation Total
HM CSA Offsite
CSA Onsite Focused Investigations Total
HM CSA Onsite Focused
CSA Onsite Comprehensive Investigation Total
Passenger CSA Onsite Comprehensive
HM CSA Onsite Comprehensive
CSA Investigations Total
Security Contact Reveiws (SCRs)
Cargo Tank Facility Reviews
Shipper Reviews
Reviews Subtotal
Reviews Total
50
Type of Operation
Intrastate
Cargo tank
facility, shipper
5
5
0
5
0
0
0
0
0
0
0
50
5
MONITORING
NHP will monitor progress on the program objective byzco
quantifying the number of
017
Compliance Reviews on the monthly Statewide Goal and Activity Reports prepared by
. Oro ay 25, 2
v
each of the three Commands. The Quarterly Report will include a breakdown of the
USA on M
in
number of Compliance Reviews conductediStatewide, as well as by each of the three
cited arch ved
Commands. Completed compliance reviews will be uploaded into FMCSA Safety
385
Inspector Workload Report 10
5-system.
1
No.
EVALUATION
NHP will continue assessment of delegated workload, training needs and audit distribution
between Federal and State auditors to address carrier safety concerns. Recent
experience has shown that Compliance Review activity has been controlled by the amount
of Compliance Reviews issued by FMCSA, and the NHP’s availability of personnel. In the
last 4 years, Nevada Compliance Review goals have been exceeded.
STATUS UPDATE
NHP Officers are receiving training on CSA 2010, but Nevada is not implementing the
program until later in FFY 11.
Strategy 2 from the 2009 CVSP incorporated into Strategy 1 for the 2010 CVSP. Central
Command identified for conducting Compliance Reviews. Strategy 3, CSA 2010
Implementation, added for FFY 11.
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COMPLIANCE REVIEWS
Performance Objective
Conduct Minimum of 50 Compliance Reviews
Performance Measures
Number of CR's completed to be
50
2006
2007
2008
2009
2010*
Activity 1-1
Activity 1-2
Activity 1-3
Activity 2-1
65
72
62
66
Number of SC CRs conducted to be 26
2006
2007
2008
2009
37
49
44
48
Number of NC CRs conducted to be 18
2006
2007
2008
2009
NA
5
2
FFY
NHP Goal Achieve
Report
2011
FFY
NHP Goal Achieve
Report
2011
FFY
NHP Goal Achieve
Report
2011
FFY
2011
FFY
NHP Training
Coordinator
35
2010*
29
2010*
28
23
18
12
1
Number of CC CRs conducted to be 6
2006
2007
2008
2009
2010*
NA
NA
NA
6
5
Number of Industry Training Requests Supported
2006
2007
2008
2009
2010
NA
* - Partial year to date
2011
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EDUCATION & OUTREACH
YEAR INITIATED: 2002
YEAR OF PLANNED COMPLETION: 2011
PERFORMANCE OBJECTIVE
Increase NHP’s annual level of effort in conducting CMV driver education and outreach by:
Creating media campaigns designed to educate both CMV and non-CMV drivers
about safe driving around large trucks. Media campaigns will be developed for
trucker seat belt use, Badge on Board, and safe driving in work zones or rural
areas.
PERFORMANCE MEASURE
Development of 3 specific media campaign strategies designed for CMV drivers
related to seat belt use, Badge On Board, and work zone or rural driving safety.
PROGRAM STRATEGIES
STRATEGY 1
TRUCKER SEAT BELT
STRATEGY 2
BADGE ON BOARD
Use various media to educate
commercial drivers about wearing
seat belts for safety.
Use various media to educate
non-CMV drivers regarding safe
driving around large trucks.
STRATEGY 3
WORK ZONE/RURAL
HIGHWAYS
Use various media to
educate commercial drivers
about safe driving in
Nevada’s work zones or rural
highways.
Activity 3-1
A work zone or rural
highways safety campaign
will be developed to educate
truckers about safe driving on
rural highways.
Activity Measure
Approval of work zone or
rural highways media
campaign.
o
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Activity 1-1
Activity 2-1
in U Board campaign
o
A trucker seat belt safety
ited A Badge iOned educate non-will
c
hv
campaign will be developed to
be developed to
arc
educate truckers about the need 85
3 CMV drivers about safe driving
-10 around large trucks.
to buckle-up.
o. 15
Activity Measure
Activity Measure
N
Approval of trucker seat belt
media campaign.
Approval of Badge On Board
media campaign.
MONITORING
The NHP Public Information Officer and advertising consultant shall provide monthly
campaign progress reports to Headquarters for inclusion in the Quarterly Report to
FMCSA.
NMTA shall provide quarterly reports to Headquarters regarding the status of truck activity
and No-Zone presentations for inclusion in the Quarterly Report to FMCSA.
Presentations are to be coordinated by Statewide MCSAP Coordinator and NMTA.
EVALUATION
The FFY 2010 trucker seat belt safety media efforts resulted in having 18 different gas
stations throughout the state provide space for pump topper messages with trucker seat
belt messages. These messages offer “tips” such as:
Tip #5 – If You Think Seat Belts Suck, Try Life Support. Buckle Up.
Tip #48 – Dead Guys Don’t Honk Air Horns. Buckle Up.
Tip #33 – Pulling Reefers Beats Pushing Daisies. Buckle Up.
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Tip #19 – Want Your New Handle To Be “Roadkill”? Buckle Up.
Tip #73 – Dead Ain’t A Good Look For You. Buckle Up.
Tip #50 – Would You Rather Take Exit Ramps or Wheelchair Ramps? Buckle Up.
Tip #21 – The “Big Sleep” Ain’t Something You Do At A Rest Stop. Buckle Up.
In addition to the pump toppers, these messages were used with hand-outs such as
pencils, re-useable grocery bags, seat belt covers and picture frames. NHP staff and
media support representatives attended truck shows and other events to hand these items
out. NHP has not yet conducted an evaluation of how well these messages are increasing
awareness of seat belt safety by truck drivers, however, NHP will consider doing so in the
future.
Due to the various media options that exist (newspaper, radio, billboards, internet, etc),
basing an evaluation on the number of “spots” is difficult at best. Instead of targeting a
certain number of spots, or billboards or signs, NHP will instead develop an overall media
plan that involves any number or type of methods to educate the public regarding safe
driving around CMVs. The activity measure will be the implementation of a media plan for
that specific issue (i.e. rural road, work zones, etc). Each plan will have a twelve month
period of performance.
A significant public education campaign for Badge On Board was also conducted during
the previous FFY. Specific messages such as “No Zones Around Big Rigs Are Now Ticket
Zones”, and “Give Big Rigs Rooms or You’ll Get A Ticket” were developed and placed on
billboards, changeable message signs operated by NDOT, US Postal Service trucks,
o
7
bumper stickers and gas pump toppers. Radio spotsozc also developed.
r were
, 201
O
5
.
SA v n May 2
o
While the results from a follow-upd in U
telephone survey to asses the change in awareness of
c te a chived
the Badge On Board program iand saferdriving around CMVs are not yet available,
preliminary indications are that 385 percent of respondents have definitely or possibly
-10 the 32
1 from 9 percent prior to the public education and enforcement
heard of the program, up5
No.
campaigns. Results of the telephone survey should be available in August 2010.
STATUS UPDATE
NHP’s public education media approach has changed over the past several years, to an
approach targeting more specific issues, such as trucker seat belt use, Badge On Board,
work zones, rural driving and distracted driving. As such, the Activity regarding Share the
Road has been removed, and instead NHP will focus on these safety areas.
In addition, NHP has and will continue to coordinate with the Nevada Motor Transport
Association (NMTA) on issues regarding CMV safety. Use of the NMTA truck by NHP,
however, has not been occurring as there are few public schools that have driver
education programs for which NHP could make a presentation. Subsequently, this Activity
has been removed from the 2011 CVSP.
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EDUCATION AND OUTREACH
Performance Objective
Create Media Campaigns
Performance Measure
Number of Media Campaign Activities
2006
2007
2008
2009 2010 2011 FFY
NA
5
5
1
NHP Annual Media Work Program
Activity 1-1
Implementation of Trucker Seat Belt media campaign
2006
2007
2008
2009 2010 2011 FFY
NA
Yes
Yes
No
Yes
NHP Annual Media Work Plan
Activity 2-1
Implementation of Badge On Board media campaign
2006
2007
2008
2009 2010 2011 FFY
NA
NA
NA
NA
No
NHP Annual Media Work Plan
Activity 3-1
Implementation of Work Zone or Rural Highways media campaign
2006
2007
2008
2009 2010 2011 FFY
NA
NA
NA
NA
No
NHP Annual Media Work Plan
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FINANCIAL MANAGEMENT
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FMCSA
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15No.
"I believe that the U.S. DOT is going to a new paradigm - they are rethinking their old singlemode concept, they are thinking intermodal now. They're thinking about how do we move a ton of
freight or a passenger the smoothest, most seamless way through the transportation system."
Carmichael believes the Highway Trust Fund is an outmoded way of funding transportation,
based on cheap fuel and increasing fuel consumption. He predicts a move to a ton-mile tax that
will reward the railroads' ability to move a ton of freight 400 miles on a single gallon of fuel. The
former FRA administrator envisions trucks and buses working out of intermodal hubs that
combine truck, rail, air and water. "We're not talking about a shrinking trucking industry," he
says; "we're talking about a changing trucking industry." Heavy Duty Trucking article, Gil
Carmichael, Chairman of the Intermodal Transportation Institute, June 2010.
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FINANCIAL MANAGEMENT
FINANCIAL SUMMARY
Nevada continues to meet the 20 percent match requirement through state-funded NHP
Officer time spent on commercial vehicle enforcement, inspection and other MCSAP
eligible activities.
MCSAP Awards to Nevada
Federal FY
MCSAP Award
2011*
$1,587,839
2010
$1,587,839
2009
$1,629,114
2008
$1,536,904
2007
$1,516,001
2006
$1,425,883
2005
$1,324,512
2004
$1,137,498
2003
$1,117,634
2002
$1,160,074
* Preliminary Estimate
Table 1. MCSAP Basic and Incentive Expenditures – Trend Analysis (FY 2008-2010)
As of: July 23, 2010
o
rozc Grant 2017 FY 2010 Grant
,
O
FY 2008 Grant
A v. FY 2009 25
ay
US
on M
Obligated Grant Funding
$1,536,904
$1,587,839
ed in hived$1,629,114
cit
rc
a
385
Expended Grant Funding 5-10
$1,536,904
$1,324,055
$0.00
o. 1
N
As of June 2009, the Nevada Legislature passed, and subsequently approved over the
Governor’s veto, budget appropriations and authorizations for the state’s 2010-2011
biennium (July 1, 2009 – June 30, 2011). Budget Account 4721, from which the FMCSA
grant programs are administered, was included in this budget.
NHP is required to have authority from the Nevada Budget Office to support the MCSAP
program. Not only does the State need to authorize each grant received from FMCSA, but
because State funds are expended first and the State is then reimbursed, the MCSAP
program actually requires the expenditure of State funds. Consequently, NHP must
manage the State authority (budget) for the MCSAP program apart from federal funds
management. Funds to support MCSAP, as well as the state match, are provided from
the Nevada’s Highway fund.
The Chief of the NHP, acting on behalf of the Director of the Department of Public Safety,
has final decision making authority for the commercial enforcement program, and therefore
approval for how MCSAP funds are expended by the NHP. The Chief approves the
MCSAP budget, but the budget itself is developed by the three NHP Commands
(Southern, Northern and Central) and Headquarters staff. Commercial Commanders
meetings are held on a quarterly basis to review program needs, activities, problems and
opportunities, and provide input into program strategies. The MCSAP Coordinator handles
the day-to-day administration of the program.
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NEVADA FFY 2011 CVSP BUDGET – PROPOSED
FFY 2011 MCSAP FUNDS
PERSONNEL RESOURCES
No. of Employees Who Perform MCSAP-Eligible Activities
FFY 2011 TOTAL
MCSAP ELIGIBLE
60
60
8
1
Number of Full Time Equivalent MCSAP-Eligible Workyears
8
2
MCSAP-ELIGIBLE EXPENSES
Personnel (Payroll Costs)
NHP Commercial Troops (Salary)
NHP Commercial Troops (Fringe Benefits)
NHP Commercial Troops (Overtime)
MCSAP Staff (Salary, Fringe, OT)
MCSAP Reimbursed Overtime (Commercial Strike, NYEf)
Personnel/Payroll Assessments
Subtotal for Payroll Costs
Program Travel (Routine MCSAP-related activities)
(Exclude Training and Conference Travel included below)
Travel (Lodging/Meal Allowance)
Subtotal for Program Travel
Training & Conferences
Training (Include travel costs, tuition)
Conferences (Include travel costs, registration fees)
Subtotal for Training & Conferences
Supplies
Office Supplies
Instructional Materials and Supplies
Public Safety Campaign Supplies
Other (Printing, Copier leases)
Subtotal for Supplies
Vehicles and Related Vehicle Equipment
NHP Commercial Enforce Vehicles (64 trucks and SUVs)
NHP Comm. Enforce Vehicles (Repair and Maintenance)
NHP Commercial Enforce Vehicles (Fuel cost)
NHP Comm. Enforce Vehicle Equipment (Radios, printers, etc.)
MCSAP (Fuel and repairs)
$
$
$
$
0
0
0
537,934
314,000
4,495
856,429
$
$
$
$
$
$
$
3,309,500
686,700
204,700
537,934
314,000
4,495
5,057,329
$
$
51,000
51,000
$
51,000
51,000
$
$
$
60,000
68,450
128,450
$
$
$
60,000
68,450
128,450
$
$
$
$
$
37,666
31,350
12,000
10,660
91,676
$
$
0
0
0
0
15,500
15,500
$
$
$
$
$
$
130,000
92,808
259,500
102,000
15,500
599,808
$
$
$
$
100,750
65,195
0
165,945
$
$
$
$
100,750
65,195
165,945
$
$
$
$
$
$
$
42,390
465,950
75,068
10,300
22,807
0
616,515
$
$
$
$
$
$
$
42,390
400,950
75,068
10,300
22,807
70,490
622,004
o
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43,156
ited rchived $
c
$
31,350
a
$
12,000
385
-10
$
10,660
o. 15
N
$
97,166
Subtotal for Vehicles and Equipment
Equipment (Non-Vehicle)
Computer Hard & Software (30 Laptops w/ Software&Printers)
Non-Computer Equipment
Other
Subtotal for Equipment
Miscellaneous Expenses
Rents
Contracts
Communications
Dues (CVSA, Hazmat Alliance)
State Assessments, Costs & Fees
Other - Traffic Troop CMV Inspections
Subtotal for Misc. Expenses
Nevada 2011 CVSP
56
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Subtotal for Direct Costs
Indirect Costs (10 Percent of Salary Costs)
Total Eligible Costs Budgeted
$
$
$
1,931,005
53,794
1,984,799
$
$
$
6,716,703
453,413
7,170,116
Federal Funds Budgeted (80%)
$
1,587,839
$
1,587,839
State Matching Funds Budgeted (20%)
Net CMV Safety Annual MOE
$
396,960
$
$
396,960
5,185,317
4
5
SAFETEA-LU Documented CMV/Non-CMV Traffic
Enforcement (TE) w/o Safety Inspection
# of Citations
Average Hourly Salary
Average Hours Per Citation(i.e., 0.25 or 0.5, etc)
The 2011 CVSP budget reflects the recommendation from the MCSAP Review that the
budget format for the CVSP and MOE be consistent, and to remove unnecessary budget
information. Traffic troop inspection activity has been included in the budget data.
2011 EQUIPMENT BUDGET DETAIL
UNITS
REQUESTED
DESCRIPTION
TOTAL
AMOUNT
UNIT PRICE
Computer
Laptops
30
$
1,500
$
45,000
Laptop Software (MS Office, Adobe,
virus, etc)
30
$
325
$
$
$
9,750
3,000
8,000
$
35,000
$
65,195
$
165,195
o 30 $ 100
rozc 25$ 2017
O
Software Updates
1 ,
8,000
A v.
ay
S
Heavy Vehicle Accident
M
U
on
Reconstruction Software in
1 $ 35,000
ited rchived
c
a
0385
1Citation Writers
Janam Handheld
65 $ 1,003
15No.
Laptop Printers
NonComputer
TOTAL
The 2011 MCSAP program supports eight positions within the NHP Division. These
include 1 Grants and Projects Analyst, 4 Administrative Assistants, 1 Computer Network
Technician and 2 CVSIs. The NHP HQ Commercial Coordinator is Lt. William Bainter.
NHP receives funds for 2 employees from the New Entrant program, responsible for
safety audits of commercial carriers desiring to operate in Nevada. One of the two
employees is based in the Southern Command where the majority of new carriers request
authority. The other CVSI is based in Carson City, and handles New Entrant requests for
the remainder of the state. The CVSIs in this program are required to maintain NAS
Level 1, Basic Hazardous Materials, and Safety Audit certifications.
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MCSAP PERSONNEL BUDGET DETAIL
No.
Title
Annual
Salary
Name and Job
Location
Benefits
Total Personnel
Costs
1
Grants & Projects
Analyst
Richard Wiggins, HQ
54,025
16,280
70,305
4
Administrative
Assistant
Terry Shaw, HQ
Lisa Angelone, SC
Suzana Ayala, CC
Auriel Kjeldse - NC
146,601
65,972
212,573
1
Computer Technician
Leslie Smith, HQ
57,662
22,704
80,366
2
CVSI
Tom Redican, HQ
Frank Heimbach, SC
116,947
47,743
164,690
OT Non-Holiday
10,000
TOTAL MCSAP PERSONNEL COSTS
$537,934
All positions salaries and benefits are based on the legislatively approved SFY 11 budget.
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TRAVEL AND TRAINING BUDGET DETAIL
TITLE
OUT OF STATE (Includes Registration Fees)
FMCSA
- Grant Workshops/Training
- CVSP Technical Review Panel
- IT Training
Comm. Vehicle Safety Alliance (CVSA)
- Conference with FMCSA
- Annual Meeting
- Committee Meetings/Workshops
Multi-Hwy Transportation Authority
- Summer Conference
- Meetings
Uniform Hazmat Alliance
- Spring/Fall Conferences
PARTICIPANTS
HQ Staff
PLANNED
Annually and
As Necessary
$
5,700
Comm. Commanders
HQ Staff
Annually and
As Necessary
Comm. Commanders
Hazmat HQ Staff
Annually and
As Necessary
$
5,300
HQ Staff
Semi annually
$
5,100
$
7,200
$
8,100
$
4,500
$
6,000
No. Amer. Inspectors Championships
- Competitions
Commercial Troops
CVSI Staff
Annually
Coop. Hazmat Enforcement (COHMED)
- Conference
Comm. Commanders
Annually
Annually
o
rozc 25, 2017
.O
Sand v n May
SafetyNet
HQ A Regional SafetyNet
Annually
U
d
- Training
ed in Coordinatorso
ive
cit
arch
OUT OF STATE TOTAL
385
IN STATE
5-10
1
No.
Truck Shows
Commercial Troops
Annually
DIAP
- Conference
EST. COST *
Comm. Troops
- Conferences/Competitions
CVSI Staff
Administrative
- Commanders Meetings, Site Visits
- JOP
- TACT Evaluations
Mobile Roving Enforcement
- Rural locations
- Checksites/Operations
Comm. Commanders
HQ Staff
Quarterly and
As Necess.
Commercial Troops
HQ Staff
$ 67,300
$
3,500
$
7,350
As Necess.
Annual Driver Behavior Study
- Las Vegas with UNR
$ 25,400
$ 10,000
Annually
$
1,150
IN STATE TOTAL
$ 22,150
NEW YEAR’S EVE
$ 30,000
COMMERCIAL TRAINING PLAN (See Appendix)
$ 60,000
TOTAL TRAVEL AND TRAINING COSTS
$ 179,450
* Includes Conference Registration, Airfare, and/or Per Diem.
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2011 MOE VERIFICATION
SAFETYEA-LU, SEC. 4106. Motor Carrier Safety Grants
(a) State Plan Contents —Section 31102(b)(1) of title 49, United States Code, is
amended—
(2) by striking subparagraph (E) and inserting the following: ‘‘(E) provides that the total
expenditure of amounts of the State and its political subdivisions (not including amounts of
the Government) for commercial motor vehicle safety programs for enforcement of
commercial motor vehicle size and weight limitations, drug interdiction, and State traffic
safety laws and regulations under subsection (c) of this section will be maintained at a level
at least equal to the average level of that expenditure for the 3 full fiscal years beginning
after October 1 of the year 5 years prior to the beginning of each Government fiscal year.’’
Federal Motor Carrier Safety Regulations, Part 350.201
Each state must maintain the aggregate expenditure of funds by the state and its political
subdivisions, exclusive of Federal funds, for CMV safety programs eligible for funding
under this part, at a level at least equal to the average level of expenditures for the 3 full
fiscal years beginning after Oct. 1 of the year 5 years prior to the beginning of each
Government fiscal year.
Nevada MOE Verification Methodology
NHP utilizes actual expenditure data used to prepare reimbursement request to develop
the MOE verification table. For the FFY 2011 verification, o
NHP had to revise the entire
17
ozc so 5, 20line items do not
table to utilize the format provided by FMCSA, and in doing
. Or ay 2 some
v
compare with the FFY 2010 MOE verification table. InM
USA on addition, based on the 2010
in
MCSAP Findings and Recommendations, NHPd
cited archive included Traffic Troop inspection costs byof
assuming each enforcement stop takes approximately 30 minutes, and the average cost
5
the Troop is $25.26 (assuming 38 5 DPS Officer II), plus fringe and other for a total per
10
5-NHPStep
inspection cost ofNo. 1
$16.90.
included a 10% Indirect cost number, although we do not
have an indirect cost recovery plan approved and will not be requesting reimbursement for
this line item. Trooper, Sergeant and CVSI personnel related MCSAP costs are based on
monthly activity reports submitted by all Officers and CVSI to document where time was
spent. Only MCSAP eligible time was accounted for in the MOE verification.
Supporting documentation is available from the NHP Fiscal Unit.
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NEVADA FY 2011 MCSAP MOE CALCULATION TEMPLATE
1
MCSAP-ELIGIBLE EXPENSES
FY 2006
FY 2007
FY 2008
Personnel (Payroll Costs)
$1,861,036.00
$2,261,208.00
$3,575,661.00
NHP Commercial Enforce Troops (Fringe Benefits)
$622,014.00
$711,948.00
$665,184.00
NHP Commercial Enforce Troops (Overtime)
$165,565.00
$149,521.00
$259,625.00
MCSAP Staff (Salary, Fringe, OT)
$429,089.00
$428,673.00
$440,701.00
$56,312.00
$268,785.00
$131,037.00
$3,723.00
$4,955.00
$5,061.00
$3,137,739.00
$3,825,090.00
$5,077,269.00
$131,413.00
$87,189.00
$57,596.00
$131,413.00
$87,189.00
$57,596.00
NHP Commercial Enforce Troops (Salary)
MCSAP Reimbursed Overtime (Commercial Strike, NYE, etc.)
Personnel/Payroll Assessments
Subtotal for Payroll Costs
Program Travel (Routine MCSAP related activities)
(Exclude Training and Conference Travel included below)
Travel (Lodging/Meal Allowance)
Subtotal for Program Travel
Training & Conferences
Training (Include travel costs, tuition)
Incl. in Travel
Incl. in Travel
$31,307.00
Conferences (Include travel costs, registration fees)
Incl. in Travel
Incl. in Travel
$42,437.00
Subtotal for Training & Conferences
$0.00
$0.00
$73,744.00
Supplies
o
rozc $44,745.00 017 $25,351.00
,2
O
Instructional Materials and Supplies
Incl. in Dues
A v. Incl. in Dues 5
ay 2
in US ed on Min Rent
Public Safety Campaign Supplies
Incl.
Incl. in Rent
cited archiv
Other (Printing, copier leases)
$7,542.00
$8,336.00
5
1038
Subtotal for Supplies
$52,287.00
$33,687.00
15No. Equipment
Vehicles and Related Vehicle
Office Supplies
NHP Commercial Enforce Vehicles (60-64 trucks and SUVs)
$30,136.00
Incl. in Dues
$1,559.00
$7,959.00
$39,654.00
$401,800.00
$452,600.00
$372,960.00
$78,570.00
$91,341.00
$97,448.00
$213,408.00
$238,999.00
$344,088.00
$77,000.00
$93,000.00
$81,900.00
$3,230.00
$9,986.00
$22,905.00
$774,008.00
$885,926.00
$919,301.00
Incl. in Other Equip
$130,609.00
$153,077.00
Incl. in Other
Incl. in Other
Incl. in Other
$151,499.00
$208,829.00
$31,570.00
$151,499.00
$339,438.00
$184,647.00
$36,078.00
$34,694.00
$30,137.00
$388,104.00
$255,279.00
$28,557.00
Communications & Postage
$90,020.00
$72,080.00
$61,728.00
Dues (CVSA, Hazmat Alliance)
$10,760.00
$28,028.00
$20,422.00
State Assessments, Costs and Fees
$10,786.00
$3,729.00
$13,170.00
NHP Comm. Enforce Vehicles (Repair and maintenance)
NHP Commercial Enforce Vehicles (Fuel cost)
NHP Comm. Enforce Vehicle Equipment (Radios, printers, etc.)
MCSAP (Fuel & vehicle ops)
Subtotal for Vehicles and Equipment
Equipment (Non-Vehicle)
Computers (laptops, desktops w/ software, printers & accessor)
Non-Computer Equipment
Other
Subtotal for Equipment
Miscellaneous Expenses
Rent
Contracts
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Other - Traffic Troop CMV Inspections
$0.00
$64,743.90
$60,028.80
$535,748.00
$458,553.90
$214,042.80
$4,782,694.00
$5,629,883.90
$6,566,253.80
$30,777.04
$35,513.50
$49,411.71
$0.00
$0.00
$0.00
Total MCSAP Eligible Costs Expended
$4,813,471.04
$5,665,397.40
$6,615,665.51
Federal Grant Funds Expended for the Fiscal Year
$1,297,109.00
$1,459,879.00
$1,028,056.00
Associated State Grant Matching Funds Expended
$362,790.00
$364,970.00
$241,774.00
Total Grant Funds Expended3
$1,659,899.00
$1,824,849.00
$1,269,830.00
MOE Funds Expended
$3,153,572.04
$3,840,548.40
$5,345,835.51
Subtotal for Misc. Expenses
Subtotal for Direct Costs
Indirect Costs (Insert each year's approved rate in this cell)
2006-10%; 2007-10%; 2008-10%
SAFETEA-LU Documented CMV/Non-CMV Traffic
Enforcement (if applicable, as documented below)
Aggregate Average Maintenance of Effort for 2011
$4,113,318.65
SAFETEA-LU Documented CMV/Non-CMV Traffic Enforcement (TE) w/o Safety Inspection Calculation: For use in
calculating documented TE expenses not included in Personnel Costs above.
CMV Driver Citations/Warnings Issued or Non-CMV Driver Citations/Warnings Issued to Improve CMV Safety (See State
Programs Policy Reference Guideline SP-06-003-GE dated April 27, 2006)
o
FY
rozc 2006 ,- 2017FY 2007 5
.O
# of Citations
SA v n May 2 $0.00
U
Average Hourly Salary
$0.00
o
d in
ite0.5, etc)rchived
c or a
Average Hours Per Citation (i.e., 0.25
385 TE Expenditures
Documented
$0.00
$0.00
-10
o. 15
N
Nevada 2011 CVSP
62
FY 2008
$0.00
$0.00
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MOTOR CARRIER RESEARCH AND INITITATIVES
o
rozc 25, 2017
.O
SA v n May
in U
o
ited rchived
c
5a
1038
15No.
A recent Federal Motor Carrier Safety Administration (FMCSA) report estimates that the cost of a
police-reported crash involving trucks with a gross weight rating of more than 10,000 pounds
averaged $91,112; a crash with trucks with two or three trailers involved were the rarest, but their
cost was $289,549. The cost per nonfatal injury crash averaged $195,258 and fatal crashes cost an
estimated $3,604,518 per crash. May 6, 2010 Press Release, American Society of Engineers.
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SELECT MOTOR CARRIER INDUSTRY, GOVERNMENT AND
ENFORCEMENT RESEARCH, INITITATIVES AND REPORTS
1) DATA AND PROBLEM ASSESSMENTS
Large Truck Causation Study
The FMCSA Large Truck Crash Causation Study identified that the critical reason for the
crashes in the study were attributed to the other vehicle or driver in 70 percent of crashes,
and to the truck or truck driver 30 percent. Nationally the majority of fatalities associated
with large truck crashes occur to persons outside the truck, i.e. passenger cars, light trucks
and vans. Of the 4,986 large truck related fatalities in 2003, 78 percent were occupants
from other vehicles (14 percent were large truck occupants and 8 percent non-occupants)
(TRB, 2007).
Compass
The COMPASS program is an FMCSA-wide initiative that is leveraging new technology to
transform the way that FMCSA does business. The ultimate goal is to implement an
information technology (IT) solution that improves the Agency's ability to save lives and
improves the safety of commercial motor vehicles. Key objectives include:
Creating a single source for crucial safety data via single sign-on access.
Improving data quality to enable better, more informed decision making.
Providing actionable information as well as data.
By optimizing FMCSA's business processes and improving the Agency's IT functionality,
ozco and industry
rpersonnel5, 2017 make
COMPASS will help FMCSA and State enforcement
v. O ay
S COMPASS is the2
America's roads safer. A key component of A
commitment to implementing
U
nM
ed in has ed o the Comprehensive Safety Analysis
a new operational model beingtdeveloped iv part of
ci
ac
2010 (CSA 2010) initiative. COMPASSris now leveraging a service-oriented architecture
385 a solution that can adapt easily to a changing
and leading technologies5-10
1 to develop
environment. TheNo.
FMCSA Portal, the first phase of COMPASS, provides single sign-on
access to MCMIS, EMIS, L&I, and DataQs via a single password and user ID. Over time,
the FMCSA Portal will provide access to all FMCSA existing systems.
Comprehensive Safety Analysis 2010 Initiative
Comprehensive Safety Analysis 2010 (CSA 2010) is a major FMCSA initiative to improve
the effectiveness of the Agency’s compliance and enforcement programs. Its ultimate goal
is to achieve a greater reduction in large truck and bus crashes, injuries, and fatalities,
while making efficient use of the resources of FMCSA and its state partners. CSA 2010 is
characterized by (1) a more comprehensive measurement system, (2) a safety fitness
determination methodology that is based on performance data and not necessarily tied to
an on-site compliance review, and (3) a broader array of progressive interventions.
FMCSA believes that CSA 2010 will help the Agency assess the safety performance of a
greater segment of the industry and intervene with more carriers to change unsafe
behavior earlier. There are four major components to CSA 2010: (1) Measurement, (2)
Interventions, (3) Safety Fitness Determination, and (4) Information Technology. Each
component and its status are described below.
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There are six important differences between the proposed CSA approach (SMS) and the
Agency’s current measurement system, SafeStat. 1. SMS is organized by seven specific
behaviors (BASICs) while SafeStat is organized into four general Safety Evaluation Areas
(SEAs). 2. SMS identifies safety problems in the same structure in which CSA 2010
addresses those problems, while SafeStat prioritizes carriers for a one-size-fits-all
compliance review. 3. SMS uses all safety-based inspection violations while SafeStat uses
only out-of-service violations and selected moving violations. 4. SMS uses risk-based
violation weightings while SafeStat does not. 5. SMS impacts the safety fitness
determination of an entity, while SafeStat has no impact on an entity’s safety fitness rating.
6. SMS assesses individual drivers and carriers, while SafeStat assesses only carriers.
Full implementation of CSA 2010 is scheduled for all states beginning in FFY 2011, with all
CVSPs required to address the impacts of the program in the FFY 2012 CVSP.
Predictive Crash Likelihood
An American Transportation Research Institute (AMTI) research project was to design and
test an analytical model for predicting future crash involvement based on prior driver
history information.
The four convictions with the highest likelihood of a future crash are: improper or erratic
lane change; failure to yield right of way; improper turn; and failure to maintain proper lane.
When a driver receives a conviction for one of these behaviors, the likelihood of a future
crash increases between 91 and 100 percent. Table 1 ranks the top 10 driver events by
the percentage increase in the likelihood of a future crash.
o
rozc 25, 2017
.O
SA v n May Analyzed
Table 1: Summary d in U Likelihood for all Data
of Crash
o
cite archived
The crash
likelihood
85
03
increases:
If a driver had: 15-1
No.
A Reckless Driving violation
325%
An Improper Turn violation
An Improper or Erratic Lane Change conviction
105%
100%
A Failure to Yield Right of Way conviction
97%
An Improper Turn conviction
A Failure to Maintain Proper Lane conviction
94%
91%
A Past Crash
An Improper Lane Change violation
A Failure to Yield Right of Way violation
87%
78%
70%
A Driving Too Fast for Conditions conviction
62%
ATRI
To get a copy of the report, visit www.atri-online.org. Click on Research Results, Safety and Human Factors.
The predictive model included data on 540,750 drivers. The analysis shows reckless
driving and improper turn violations as the two violations associated with the highest
increase in likelihood of a future crash 325 and 105 percent, respectively. (ATRI)
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According to a July 20, 2010 Fleet Owner article, truck collisions and near-collisions are low from
January through June, but more than triple at points between July and November.
Also, collisions and near collisions peak on Tuesdays and Fridays in the long-haul trucking
segment, peaking between 3 p.m. and 4 p.m. as well as 8 p.m. and 9 p.m., with crash levels
dropping to their lowest levels between 11 p.m. and 9 a.m.
These are the findings of California-based DriveCam Inc., which analyzed its video event recorder
database of over 18-million driving events across two-billion driving miles accumulated during 2009
to examine the frequency of collisions and near collisions by month, day, and time of day.
DriveCam’s research found that collisions and near collisions in long-haul trucking are very low
from January to June (between 1% and 5%), but start to spike in July, peaking at 18% and
remaining above 14% through November.
On average, DriveCam found the collision/near collision rate in long-haul trucking is, on average,
over 5% higher than other Industries – specifically construction, distribution, energy, waste,
telecommunications, local distribution and transit – from June to November.
Collisions/near collisions peak on Tuesdays and Fridays in long-haul trucking (21% and 20%,
respectively), with the long-haul sector’s crash rate comes in slightly lower than the other industries
noted above on Wednesday and Thursday, as well as on Saturday and Sunday.
By hour of the day, the collision/near collision rate in long-haul trucking remains below 4% from 11
p.m. until 9 a.m. Beginning at 9 a.m., however, the collision rate begins to climb, taking a small dip
between 1 p.m. and 2 p.m. before increasingly sharply to peak at 9% between the 3 p.m. and 4
p.m. The crash rate then takes a sharp nosedive before risingco6.5% between 8 p.m. and 9 p.m.
z to
017
. Oro y 25, 2
before starting a decline to around 4%, DriveCam noted.
v
A
a
in US ed on M
2) LAWS AND REGULATIONS
cited archiv
0385
Focusing Resources,15-1
Economic Investment, and Guidance to Help Transportation
No.
Act of 2010 (FREIGHT Act)
There may finally be a national freight policy enacted if a newly proposed bill makes its
way through Congress. The legislation would direct the Dept. of Transportation (DOT) to
develop and implement a "National Freight Transportation Strategic Plan" that would guide
infrastructure investments for the movement of goods.
The legislation also seeks to establish an Office of Freight Planning and Development, to
be led by an Assistant Secretary. In addition, the bill calls for creating a "National Freight
Infrastructure Grants" initiative. This was described as being a competitive, merit-based
program with broad eligibility for multimodal freight investment designed to focus funds
where they will provide the most public benefit. The measure would also instruct DOT to
develop baselines, tools and methods for the new Office within two years to measure the
progress of freight planning and development efforts.
Dubbed the "Focusing Resources, Economic Investment, and Guidance to Help
Transportation Act of 2010 (FREIGHT Act), the bill has been introduced by Sen. Frank
Lautenberg (D-NJ) with co-sponsors Sen. Patty Murray (D-WA) and Sen. Maria Cantwell
(D-WA).
"Poor planning and underinvestment in our transportation infrastructure has led to
increased congestion at our ports, highways, airports, and railways, and increases the cost
of doing business," said Sen. Lautenberg in a statement.
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The American Trucking Associations has announced its opposition to the FREIGHT Act of
2010. The ATA points out that under the bill, highways would not be eligible for funding
beyond limited connectors to freight terminals, said Spokesman Brandon Borgna. "What
we need is a comprehensive approach to improving freight transportation for all modes
that will move our economy forward," Borgna said. "This bill does not meet that need."
National Surface Transportation Policy and Revenue Study Commission Report
The current federal transportation legislation, SAFETY- LU for short, was enacted in 2005,
and expired in 2009. SAFETY-LU expanded on the progressive nature of reform started
with ISTEA in 1998, including the establishment of a National Registry of Medical
Providers to ensure CMV drivers are evaluated by qualified medical practitioners,
expansion of enforcement actions pertaining to non-compliance of safety regulations, and
development of a plan to modernize the Commercial Drivers License Information System
(CDLIS). SAFETY-LU continued the gradual increase of federal funds used to support
CMV safety and enforcement programs at the state level.
One provision of SAFETY-LU was the establishment of the National Surface
Transportation Policy and Revenue Study Commission (NSTPRSC). The Commission
was charged with conducting a conceptual plan to ensure the transportation system
continues to serve the needs of the United States.
The Commission concludes that the current Federal surface transportation programs
should not be re-authorized in their current form. The Commission proposes a
performance-driven, outcome-based, generally mode-neutral program, refocused to
o
7
pursue activities of genuine national interest.
rozc
, 201
O
5
.
SA v n May 2
in U
o
The Commission believes that several new structural features will be key to the successful
ited thehived
c
program reform necessary to achieve rc Commission’s vision, including concentrating
5a
Federal surface transportation investment in 10 program areas:
1038
15No.
Rebuilding America: A National Asset Management Program
Freight Transportation: A Program to Enhance U.S. Global Competitiveness
Congestion Relief: A Program for Improved Metropolitan Mobility
Saving Lives: A National Safe Mobility Program
Connecting America: A National Access Program for Small Cities and Rural Areas
Intercity Passenger Rail: A Program to Serve High-Growth Corridors by Rail
Environmental Stewardship: Transportation Investment Program to Support a
Healthy Environment
Energy Security: A Program to Accelerate the Development of EnvironmentallyFriendly Replacement Fuels
Federal Lands: A Program for Providing Public Access
Research, Development, & Technology: A Coherent Transportation Research
Program for the Nation.
With regard to safety, the Commission recommends that the US DOT would define safety
performance metrics (e.g., fatalities and serious injuries per 100 million VMT) to be used
by all Federal, State, and local agencies to measure progress. The Commission
recommends that US DOT establish national safety goals, beginning with an ambitious but
reachable goal to cut surface transportation fatalities in half from current levels by 2025.
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National Transportation Policy Project
Recognizing the need for a new vision for federal transportation policy, the National
Transportation Policy Project (NTPP) was launched in February, 2008, with the aim of
bringing new approaches and fresh thinking to these issues. NTPP’s aim has been to
develop proposals for transportation reform that are at once bold enough to be effective,
and pragmatic enough to be relevant. To that end, the Project has been explicitly
bipartisan in its approach and in its membership from the outset. NTPP is chaired by four
former elected officials—two Republicans and two Democrats—and brings together a
group of individuals with a broad diversity of political views and professional experiences.
This includes experts and leaders in transportation policy, as well as users of the system
whose voices have not typically been heard in previous policy debates.
NTPP proposes five key goals, all of which are critical to the national interest and all of
which— because of their intrinsically national nature—require federal leadership and
action:
Economic Growth—Producing maximum economic growth per dollar of investment
National Connectivity—Connecting people and goods across the nation with effective
surface transportation
Metropolitan Accessibility—Providing efficient access to jobs, labor, and other activities
throughout metropolitan areas
Energy Security and Environmental Protection—Integrating energy security and
environmental protection objectives with transportation policies and programs
Safety—Improving safety by reducing the number of accidents, injuries, and fatalities
associated with transportation
o
rozc 25, 2017
O
NTPP believes that this set of goals makes A v. sense y would command broad
S intuitiven Ma and
in thus provides a strong foundation for a
o
support from the American public—andU
cited arch ed
meaningful vision and fundamental reform. iv
385
5-10 Act of 2009
1
Motorcoach Enhanced Safety
No.
This bill is an expansion of one introduced in 2007 and would require DOT to make muchneeded upgrades to federal safety standards for motorcoaches, increase driver operating
standards and training requirements, and implement important safety-enhancing
technologies.
Specifically, the bipartisan legislation would require:
Safety belts and stronger seating systems to ensure occupants stay in their
seats in a crash.
Anti-ejection glazing on windows to prevent passengers from being easily
thrown outside the motorcoach.
Strong, crush-resistant roofs that can withstand rollovers.
Improved protection against fires by reducing flammability of the motorcoach
interior, and better training for operators in the case of fire.
Improved commercial driver training. Currently, no training is required by federal
regulation.
Electronic On-Board Recorders (EOBRs) with real-time capabilities to track
precise vehicle location, and recorded data not accessible to manipulation by a
driver or motor carrier.
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Safe Roads Act of 2009
The Safe Roads Act, introduced in May 2009, would implement a recommendation from
the Government Accountability Office (GAO) to establish a cost-effective, feasible
database of drug testing information for commercial drivers.
Specifically, it would authorize $5 million annually to develop and deploy the database and
clearinghouse; require medical review officers, employers and other service agents to
report positive results from drug or alcohol tests to the Federal Motor Carrier Safety
Administration; and require employers to check the database prior to hiring prospective
employees. The bill also provides for privacy protections and employee rights of actions.
Data shows that between 1.3% and 2.8% of drivers test positive for the presence of illegal
drugs under random testing.
SAFE Truckers Act of 2009
The U.S. House Committee on Homeland Security approved two amendments Thursday,
May 14, 2009 to HR2200, the Transportation Security Administration authorization bill.
The first amendment is called the Screening Applied Fairly and Equitably to Truckers Act
of 2009, also known as the SAFE Truckers Act, which would bring significant changes to
the rigid process that truckers face when applying for hazmat endorsement.
The legislation is intended to repeal the Patriot Act’s requirement that all hazmat haulers
undergo federal background checks and require only those truckers who haul securityo
7
sensitive materials to undergo background checks. rozc
, 201
O
5
.
SA v n May 2
Among other changes, the SAFEd in U Act d o create a new category of hazmat
Trucker’s
would
cite archive
called security sensitive materials, which would include only about 5 percent of materials
counted as hazardous materials.85
03 Truckers who haul security sensitive materials would
15-1
continue to undergo a federal background check.
No.
In addition, the SAFE Trucker’s Act would require enrollment locations to have flexible
operating hours and prohibits states or other government entities from requiring separate
background checks that merely repeat checks already performed for hazmat endorsement.
Also, the government would establish a task force to determine whether the disqualifying
crimes “are accurate indicators of a terrorism security risk.”
Electronic On-Board Recorders (EBR)
FMCSA may expand its proposed requirement for electronic onboard recorders to
include all carriers, rather than just those who persistently violate the hours of service
rules. Under the proposed rule, the agency would require mandatory recorders for
carriers that violate the hours rules 10 percent or more of the time, as determined in two
compliance reviews within a two-year period. That approach was the middle of three
options the agency considered for its proposal. The lesser option was to keep recorders
optional. The greater was to require them industry-wide.
The ATRI has completed a study on the effectiveness of EBRs. To view a copy of the full
report, visit www.atri-online.org. Click Research Results, Safety and Human Factors.
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Driver Training Regulations
FMCSA published a Notice of Proposed Rulemaking (NPRM) April 9 in the Federal
Register that revises Commercial Driver's License (CDL) knowledge and skills testing
standards and requires new federal minimum standards for states to issue commercial
learner's permits.
Some of the requirements include:
• Successful completion of knowledge and skills testing prior to issuance of a CLP
• All CDL applicants to have CLP for 30 days before applying for a CDL
• All CLP applicants must be at least 18 years old before applying for a CLP
• Increased documentation requirements for CDL and CLP applicants to
demonstrate legal presence, and
• Increased fraud prevention measures to be implemented by the state driver's
licensing agencies
FMCSA would require entry-level drivers to complete 120 hours of training, including 44
hours behind the wheel, in an accredited program before they can receive a license.
Currently, commercial driver's license requirements vary from state to state.
New Entrant
The FMCSA is gearing up to complete its New Entrant Motor Carrier Safety Assurance
Process in 2008, the culmination of a process launched by the Motor Carrier Safety
Improvement Act in 1999. FMCSA expects to issue final rules shortly that will govern the
18-month provisional period and the accompanying audits of new trucking companies.
o
These rules will replace interim final rules issued in 2003. The new rules represent the
rozc 25, 2017
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biggest change in entrance requirements SA v. truckers y
for new
a since deregulation stripped many
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At the heart of the rule will be 11 85 arc
regulations, including stringent requirements for drug and
103
alcohol testing programs, insurance and use of records. Unlike the current system, a single
15violation would result . automatic failure. The new requirements - which were proposed in
No in
December 2006 - would be effective 30 days after the final rule is published.
Electronic Speed Limiters
The American Trucking Associations renewed its call for a federal regulation that would
require that newly manufactured trucks have electronic speed limiters installed that can be
set no higher than 68 mph. A spokeswoman for the National Highway Traffic Safety
Administration says that the ATA's petition on speed limiters—which was filed back in
October 2006 when diesel was about $2.50 a gallon—is still under review. (U.S. News &
World Report, March 28, 2008)
List of FMCSA Rules CY 2009 to Present (as of June 25, 2010)
Final
6/10/2010
Regulatory Guidance Concerning the Preparation of
Drivers' Record of Duty Status To Document
Compliance With the Hours-of-Service Requirements
390, 395
4/5/2010
Electronic On-Board Recorders for Hours-of-Service
Compliance
350, 385, 395,
396
Safety Requirements for Operators of Small Passenger390
Carrying Commercial Motor Vehicles Used in Interstate
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Commerce
12/29/2009
Requirements for Intermodal Equipment Providers and
for Motor Carriers and Drivers Operating Intermodal
Equipment
9/17/2009
Elimination of Route Designation Requirement for Motor
356
Carriers Transporting Passengers Over Regular Routes
4/6/2009
General Jurisdiction Over Freight Forwarder Service
3/17/2009
Elimination of Route Designation Requirement for Motor
356, 365, 374
Carriers Transporting Passengers Over Regular Routes
1/16/2009
Elimination of Route Designation Requirement for Motor
356, 365, 374
Carriers Transporting Passengers Over Regular Routes
386, 390, 392,
396
373
Interim Final
None Listed
Proposed
383, 384, 390,
391, 392
4/1/2010
Limiting the Use of Wireless Communication Devices
3/17/2010
Direct Final Rulemaking Procedures
1/28/2010
Uniform Carrier Registration Plan Board of Directors;
o
7
Request for Nominations
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Notice of proposed rulemaking; request for comments.
Notice of proposed rulemaking.
5
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Unified
hi Registration Plan and
arc
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385 extension of comment period.
0
Notice of Proposed Rulemaking;
1 -1
o.for5 Unified Carrier Registration Plan and
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Fees
the
389
Notice Requesting Public Comment on Motor Carrier Industry Nominations to the Board of
Directors.
9/21/2009
9/3/2009
Agreement
367
367
Notice of Proposed Rulemaking.
8/25/2009
New Entrant Safety Assurance Process: Implementation
of Section 210(b) of the Motor Carrier Safety
385
Improvement Act of 1999
Advance notice of proposed rulemaking (ANPRM); request for comments.
3/3/2009
Elimination of Route Designation Requirement for Motor
Carriers Transporting Passengers Over Regular
356, 365, 374
Routes: Proposed Delay in Effective Date
Proposed delay in effective date.
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3) ENFORCEMENT AND COMPLIANCE
Roadside Inspections – Nationwide 2004
Level 1
%
Inspections
Without
Violations
Inspections
With
Violations
Total
Inspections
Level 2
%
Level 3
%
Level 4
%
Level 5
%
277,150
26
218,472
19
283,587
38
9,515
45
21,682
60
793,815
74
924,005
81
460,798
62
11,669
55
14,214
40
1,070,965
100
1,142,477
100
744,385
100
21,184
100
35,896
100
Drug and Alcohol Testing
Federal law requires commercial drivers to submit urine specimens for drug testing. The
Federal Motor Carrier Safety Administration (FMCSA) is responsible for ensuring that
motor carriers comply with these regulations. Recent reports have raised concerns that
some drivers may not be tested, some may be tested but avoid detection, and some may
test positive but continue to drive. The Government Accounting Office (GAO) was asked to
look at these challenges.
GAO’s analysis identified the following options as having the greatest potential for
addressing these challenges:
• For increasing the number of drivers tested: strengthen the enforcement of safety
o
rozc 25, 2017
audits for new carriers.
.O
• For reducing opportunities to subvert the test: May
SA v n additional authority to levy fines
in U
o
when collection sites dotnot follow federal protocols, and congressional action to
i edthe federaled
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ban subversion products
5
3 of
• For reducing the number8 drivers who test positive and continue to drive: a
5-10 testing information, and to encourage states to suspend a
1
national database of drug
No.
driver’s commercial driver’s license after a positive drug test or refusal to test would
be a more direct way to compel drivers to complete the return-to-duty process.
4% of fatally injured large truck drivers had BACs at or above 0.08 percent, the per se
alcohol impaired limit in all states; this percentage has fallen since 1982 when it was
17%. In contrast, 32% of passenger vehicle drivers in 2004 had a BAC at or above
0.08 percent. ( IIHS, 2005)
Trooper Technologies
Enforcement personnel also use technology to support their operations and mission.
Troopers use items such as infrared brake check systems to monitor truck brakes as they
pass by, radar units to monitor speed, radar detector detectors to ensure truckers are not
using radar detectors, battery powered flares for incident management, recordings to air
over trucker CB channels regarding work zones or incidents, reader boards to safely pull
over trucks for roadside inspections, and laser lights to measure the depth of trailers to
ensure contraband is not hidden inside, to name just a few.
Wireless Motor Coach Inspections
Roadside safety inspections for motorcoaches can be time consuming, inconvenient and disturbing
to passengers. Someday, not too far off, many of them could be trouble free, over within seconds
and not even noticed by people on board the coach.
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The Federal Motor Carrier Safety Administration says wireless roadside inspections carried out
while the coaches are rolling along the highway are on the horizon. The agency, which has been
researching the idea for years, is gearing up to begin testing a variety of technologies that could be
used to carry out the "no-stop" safety inspections for both buses and commercial trucks, according
to Jeff Loftus of the FMCSA technology division.
He said testing is scheduled to get under way by March 2010 with a handful of yet-to-be solicited
volunteer motorcoach and trucking companies in Kentucky, Tennessee and New York. And, if all
goes well, then a much broader and more extensive pilot program would be started sometime in
2012. Although the wireless inspections would produce much of the same information obtained
during physical roadside examinations, they would not replace them.
Physical inspections still would be needed because the wireless technology would be unable to
detect critical vehicle safety issues such as cracked tires, worn brake lines or leaking hoses and oil
or fuel lines. However, Loftus said the wireless inspections would allow regulators to dramatically
increase the number of inspections they could do each year, which likely would reduce accidents
by getting more bad drivers, dangerous buses and illegal carriers off the road.
The testing program will involve simple electronic equipment that can identify license and U.S.
Department of Transportation numbers off passing vehicles, as well as much more sophisticated
software that can read and transmit data from electronic driver log books, onboard recorders and
fleet management equipment devices that carriers now use to monitor various vehicle components
and functions.
4) DRIVER HEALTH
o
rozc 25, 2017
.O
Sleep Factors
SA v n May
in U ed has found that
The National Transportation Safety Board (NTSB)o
ited transportation mode, because the incidence of fatigue
is underestimated in virtuallyc
every archiv
it is so hard to quantify
85
and measure. Many accident 03
investigations do not obtain the information necessary to
15-1
determine the contribution of fatigue; namely, the condition of the operators, the extent to
No.
which they have been deprived of sleep, and their state of alertness.
Analysis of accident and incident data suggest that fatigue may contribute to between 20
and 40 percent of commercial transportation accidents. Analysis of 182 heavy truck
accidents that were fatal to the truck driver indicated that fatigue was a causal factor in 31
percent of these crashes. The operational fatigue risk factors discussed in this section are:
Extended Work and/or Commuting Periods
Split-Shift Work Schedules
Sleep/Work Periods Conflicting with Circadian Rhythms
Changing or Rotating Work Schedules
Unpredictable Work Schedules
Lack of Rest or Nap Periods During Work
Sleep Disruption
Inadequate Exercise
Poor Diet
Environmental Stressors
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Sleep Apnea
A new study has confirmed previous research that obesity-driven testing identifies
commercial truck drivers with a high likelihood of obstructive sleep apnea and suggests
that requiring OSA screenings could reduce the risk of truck crashes resulting from driver
fatigue and sleepiness.
“Truck drivers with sleep apnea have up to a 7-fold increased risk of being involved in a
motor vehicle crash,” said Dr. Philip Parks, medical director of employee health and
occupational services at health care provider Lifespan and the study’s lead author. The
study results were published April 2, 2009, in the March edition of the Journal of
Occupational and Environmental Medicine.
OSA is a syndrome characterized by sleep-disordered breathing, resulting in excessive
daytime sleepiness, sleep attacks, psychomotor deficits and disrupted nighttime sleep. It
increases the risk of motor vehicle accidents, and is common among truck drivers.
Approximately 2.4 million to 3.9 million licensed commercial drivers in the U.S. are
expected to have OSA. In addition to being unrecognized or unreported by drivers, OSA
often remains undiagnosed by many primary care clinicians despite the fact that OSA
increases the risks of hypertension, diabetes and heart disease.
Over the 15-month study period, 456 commercial drivers were examined from more than
50 different employers. Seventy-eight, or 17 percent, met the screening criteria for suspect
OSA. These drivers were older and more obese, and had a higher average blood
pressure. Of the 53 drivers who were referred for sleep studies, 33 did not comply with the
o
1
referral and were lost to follow-up. The remaining Orwere all confirmed7 have OSA, but
20 ozc
5 20 to
. confirmed OSA,complied with treatment
2
after diagnosis, only one of these 20 driversA v
US with on May
recommendations.
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“Although it is not surprising, 0385
-1it is concerning that we found that drivers with sleep apnea
frequently minimizeo. underreport symptoms such as snoring and daytime sleepiness,”
or 15
N
Parks said. “In our study, the majority of truck drivers did not follow through on physician
recommendations for sleep studies and sleep apnea treatment. As a result, it is possible
that many of the 14 million truck drivers on American road have undiagnosed or untreated
sleep apnea.”
Dr. Stefanos N. Kales, medical director of Employee and Industrial Medicine at Cambridge
Health Alliance, which assisted with the study said, “It is very likely that most of the drivers
who did not comply with sleep studies or sleep apnea treatment sought medical
certification from examiners who do not screen for sleep apnea and are driving with
untreated or inadequately treated sleep apnea.”
The Federal Motor Carrier Safety Administration is considering recommendations to
require sleep apnea screening for all obese drivers based on body mass index or BMI,
which is calculated based on height and weight. FMCSA requires medical certification of
licensed commercial drivers at least every two years. “OSA screenings of truck drivers will
be ineffective unless they are federally mandated or required by employers,” Dr. Kales
said.
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FMCSA’s “A Study of Prevalence of Sleep Apnea Among Commercial Truck Drivers”
states that sleep apnea is a major contributor to daytime drowsiness—a condition that
could prove deadly for commercial truck drivers and involved passenger vehicles. It is a
condition where, during sleep, a narrowing or closure of the upper airway causes repeated
sleep disturbances leading to poor sleep quality and excessive daytime sleepiness. Since
excessive sleepiness can be a consequence of sleeping disturbances, drivers with sleep
apnea have compromised driving performance leading to increases in the risks of crashes.
According to the Divided Attention Driving Task, a research test designed to mimic driving
performance, individuals with sleep apnea perform, on average, as poorly as individuals
whose levels of blood alcohol concentration exceed the legal limit. The results of this
study show that the prevalence rates of sleep apnea among commercial truck drivers are
similar to sleep apnea rates found in other general populations. This is in contrast to the
extremely high prevalence rates reported previously by the Stoohs study. [Stoohs, Sleep
and Sleep-Disordered Breathing in Commercial Long-Haul Truck Drivers, 1995]
Diesel Exhaust and Trucker Health
A new study released in late 2008 by researchers at UC Berkeley and Harvard claims that
trucking industry workers who have been regularly exposed to diesel vehicle exhaust have
an elevated risk of lung cancer with each increasing year of work. Although an elevated
risk of lung cancer has long been attributed to diesel exhaust exposure, previous studies
specifically implicating diesel exhaust as a carcinogen were limited due to a lack of
exposure measurements and work records relating job title to exposure-related job duties,
the study’s authors said.
o
rozc 25, 2017
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The study collected work records for 31,135 male workers y
SA v n Ma employed in the unionized U.S.
trucking industry in 1985, examiningin U cancer mortality through 2000 for jobs
lung
ed o
cited use of diesel-, gas- and propane-powered vehicles
associated with current and historicalarchiv
using the National Death Index, indirectly adjusting for cigarette smoking.
385
5-10
.1
Noof workers studied were long-haul driver, pickup and delivery,
The eight categories
dockworker, combination worker in the truck cab or loading dock, mechanic, hostler in a
terminal yard, clerks in a terminal office, and other jobs. According to the report, long-haul
drivers (LH), P&D drivers, dockworkers, and combination workers all had significantly
elevated hazard ratios (HR) compared to the other four categories that did not have
regular exposure to exhaust. Combination workers were rated as the most endangered,
followed by dockworkers, P&D and LH drivers.
On average, the workers studied were hired in their mid-30s and were predominantly
Caucasian, lived in the South or Midwest, and worked in the trucking industry for an
average of 22 years. There were 4,306 deaths and 779 cases of lung cancer from 1985
through 2000, the report said.
19 of 185 (10%) fatally injured truck drivers in a core sample studied had such severe
health problems that the National Transportation Safety Board pinpointed health as a
major factor in or the probable cause of the crashes studied. (TRB Circular EC117)
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5) HUMAN FACTORS
Seat Belt Use
The Federal Motor Carrier Safety Administration (FMCSA) announced that safety belt use
by drivers of medium and heavy-duty commercial vehicles increased to 72 percent in
2008. That figure is up 7 percentage points from 65 percent the previous year. FMCSA’s
safety belt statistics are part of the 2008 Seat Belt Usage Study, which FMCSA uses to
measure the effectiveness of their Commercial Motor Vehicle Safety Belt Program. The
federal program assists States in executing their own safety belt awareness campaigns.
Safety belt usage among commercial drivers has increased from just 54 percent since
2005, when the program began.
Other key findings in the 2008 Seat Belt Usage Study include:
• A rise in safety belt use among passengers of commercial motor vehicles to 61 percent;
• Professional truck drivers for major regional or national fleets showed higher usage at 75
percent, versus 62 percent for independent owner-operators;
• Regionally, safety belt usage rates for truck drivers and their occupants were highest at
81 percent in the West compared to 77 percent in the South, 60 percent in the Midwest,
and 56 percent in the Northeast;
• Safety belt usage for both drivers and occupants was higher at 80 percent in States that
o
had primary belt use laws than 64 percent in States rozc
with secondary 017
, 2 belt use laws;
O
5
.
SA v n May 2
n their occupants
• Commercial motor vehicle drivers andU
rates
ed o
ted i c usage rates inhad higher safety belt usage or
on weekend days over weekci
days, higherhiv
urban areas over suburban
ar
rural areas, and higher usage0385in faster traffic over slower traffic.
rates
-1
o. 15
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Minnesota, Arkansas and Florida recently adopted primary safety belt laws. As of June
2009, 29 States and the District of Columbia have primary safety belt laws and 20 have
secondary laws.
Cohen and Einar (2001) concluded that safety belt laws applying to all drivers did lead to
an increase in safety belt usage, and thus an increase in lives saved. It also drew a
comparison between primary and secondary state safety belt laws. The researchers
concluded through their analysis that if all states moved toward a primary enforcement
policy, national rates of safety belt use would increase 9% to 77% and 500 lives would be
saved annually.
In 2007 overall safety belt use increased to 65 percent among drivers of medium duty
Class 7 and Class 8 trucks. Safety belt use was observed at a higher rate (69%) in states with
primary seat belt laws than states with secondary belt use laws (59%). Additionally drivers of
units identified as parts of fleets were more likely (67%) to regularly wear safety belts than
independent owner operators (56%). In 2003 the survey found that only 48% of truck drivers
wore safety belts compared to 59% by 2006. (FMCSA Feb. 2008)
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Driver Employment
Beginning this year (2010) and continuing into 2012, there will be a shortage of truck
drivers, the result of a modestly growing economy and tighter government regulation of
drivers. In turn, the shortage will create trucking capacity problems in the years ahead.
That’s the forecast of Noel Perry, managing director and senior consultant at FTR
Associates, presented April 8 at an FTR online freight outlook seminar. Perry noted
carriers have cut overhead by removing trucks from service and laying off drivers, and
have been slow to reverse the trend. “It’s almost certain that as the marketplace expands,
even slowly as we’re forecasting, there will be a driver shortage,” Perry said. “If there’s a
driver shortage, that means there’s a truck shortage.”
Perry estimated the driver shortage could be close to 200,000 this year and could grow to
about 400,000 in 2011 and 2012. The trucking economist forecast trucking growth of 4 to 6
percent over the next three years, a good growth rate compared with average figures for
the last 30 years but conservative measured against previous upturns, during which
growth in some quarters reached 10 percent or better.
“Despite conservative growth estimates, we are explicitly forecasting capacity problems,”
Perry said. He said the capacity shortage will result because the demand for drivers will
exceed the system’s ability to provide drivers. “We’re not talking about availability of
candidates but the industry’s ability to process candidates,” Perry said, including training,
drug testing and processing.
The trucking industry lost nearly 25,000 jobs in January, co the2017 monthly total
roz 2009, , highest
v. O
ever except during a national strike in 1994, according toay 25
M data from the Department of
USA to on back, and the trucking employment
Labor. Dismal freight volumes caused carriers d cut
in
e
cited arc total
drop of 24,900 contributed to the 598,000hiv the Labor Department reported for January,
as the national unemployment rate5
038 jumped to 7.6% from 7.2% in December.
-1
o. 15
N
Diesel Prices
The price of diesel fuel has declined from the peak in 2008, but has risen recently over
2009 costs.
Historical Price of Diesel (#2)
June 2010
$2.948
June 2009
$2.529
June 2008
$4.677
June 2007
$2.808
June 2006
$2.898
June 2005
$2.290
June 2004
$1.711
June 2003
$1.424
June 2002
$1.286
Energy Information Administration
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6) CARRIER SAFETY MANAGEMENT
(All information is from TRB Circular E-C117)
The following are a general summary of those practices that characterize fleets that are
dedicated to safety management and whose safety performance exceeds the norm (e.g.
lower crash and out-of-service rates):
Management Commitment - Safety management begins with clear and unequivocal
support of top management, and integration of safety focus in all aspects of
operations.
Driver Hiring Practices - The cost to hire new commercial drivers varies according to
whether novice or experienced drivers are recruited, but in either case the time and
expense justify selecting the best candidates with the greatest chances for long
term safe driving performance.
Employee Training – All CMV drivers must hold a CDL, but in the United States
there are no comprehensive mandatory training standards for entry-level CMV
drivers. However, FMCSA recently published a final rule establishing standards for
mandatory training requirements.
Encouraging and Reinforcing Safe Driver Behavior – Safely managed fleets use a
number of activities and practices, including driver incentive programs, discipline
and fatigue management.
Fatigue Management Programs – In general, fleet-based FMPs incorporate fatigue
and wellness education, medical evaluation (emphasizing sleep apnea screening),
and improved scheduling practices.
Driver Wellness Programs – Driver wellness services and organized wellness
o
rozc 25, 2017
training.
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Monitoring Driver Performance – Safety managers monitor driver behavior to
SA v n May
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ensure performance stays d in the ved o of safety. Past performance is
ite within chibounds
c
considered a predictor of future r
asafety results.
385 – Based on a study by Gallup, 1997, five specific job
Employee Retention 10
- Programs
o. 15
attributes emerged as the most important predictors of overall job satisfaction:
N
Steadiness of work, genuine care of managers, pay, support while on the road, and
number of hours worked.
Vehicle Maintenance and Inspection – ATRI’s Safe Returns, 1999, documents that
safety-conscious fleets employ practices that include: Compliance with federal and
state requirements, trip sheets by drivers, computerized equipment maintenance,
outsourcing of maintenance activities.
Vehicle Safety Equipment – A number of technologies are now available to enhance
vehicle safety performance, including collision avoidance systems, collision warning
systems, lane departure warning systems, and advanced on-board sensor systems
that monitor system performance.
Management determines whether the carrier operates safely or not. Management
selects, trains, supervises, motivates, disciplines and compensates drivers.
Management makes the equipment purchase and maintenance decisions.
Management sets the entire safety tone of the enterprise both explicitly through formal
policies and implicitly in the way that it treats potential rule breaking and other unsafe
practices. (TRB Circular E-C117, May 2007)
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7) VEHICLE DESIGN AND TECHNOLOGY
Seeing and Being Seen
Each year approximately 28,000 crashes involving combination-unit trucks occur when
these units are making lane changes, merging, or making right-turn maneuvers. Research
that is underway will establish the performance requirements for indirect viewing provided
by mirror or video systems. This data will provide the basis for federal rules (FMVSS 111)
regarding the design of heavy vehicle indirect viewing systems.
NHTSA evaluated the effectiveness of retro-reflective tape in reducing crashes and
found that overall tape reduced side and rear impacts by 29 percent. In dark-notlighted conditions, the tape reduced impacts by 41 percent. An analysis by FMCSA of
rear-end fatal crashes involving trucks indicates that 40 percent of trucks that were
struck by other vehicles had one or more lighting violations, as opposed to 13 percent
of the trucks that struck other vehicles.
Crash Warning Systems
In March 2009 the University of Michigan Transportation Research Institute announced it
will begin field testing an integrated crash-warning system installed in the commercial
trucks of Ann Arbor-based Con-way Freight. The testing is part of the Integrated VehicleBased Safety System program, a cooperative agreement with the U. S. Department of
Transportation.
The IVBSS technology fully integrates multiple crash-warning features, including forward
o
collision, lane departure and lane change-merge warning systems201the commercial
rozc 25, into 7
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truck platform. It provides drivers with situational awareness of the vehicle's surroundings
SA v n May
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and warns drivers when they are d in to inadvertently leave the roadway, are in danger
ite aboutrchived a lane change or are at risk of colliding
c whilea
of colliding with another vehicle
attempting
385
with the vehicle ahead.
10
15No.
NTSB Safety Recommendations H-08-15 and H-01-6 and -7, February 3, 2009
The National Transportation Safety Board makes the following safety recommendation to
the National Highway Traffic Safety Administration:
Determine whether equipping commercial vehicles with collision warning systems with
active braking and electronic stability control systems will reduce commercial vehicle
accidents. If these technologies are determined to be effective in reducing accidents,
require their use on commercial vehicles. (H-08-15) Further, the National Transportation
Safety Board reiterates the following previously issued safety recommendations to the
National Highway Traffic Safety Administration: Complete rulemaking on adaptive cruise
control and collision warning system performance standards for new commercial vehicles.
At a minimum, these standards should address obstacle detection distance, timing of
alerts, and human factors guidelines, such as the mode and type of warning. (H-01-6)
After promulgating performance standards for collision warning systems for commercial
vehicles, require that all new commercial vehicles be equipped with a collision warning
system. (H-01-7)
http://www.ntsb.gov/recs/letters/2008/H08_15_H01_6_7.pdf
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Drowsy Driver Detection
When considering all types of vehicle types, approximately 100,000 crashes per year
(1.6% of 6.3 million) are identified where drowsiness was indicated, and from “drift-out-oflane” crashes not specifically indicated but which had drowsiness characteristics.
Approximately 1,357drowsiness-related fatal crashes resulted in 1,544 fatalities (3.6% of
all fatal crashes) as reported by FARS.
The FMCSA funded the “Advanced Driver Fatigue Research” project completed by the
Center for Intelligent Systems Research of the George Washington University. That
project’s Executive Summary states that A system that relies solely on steering inputs
provides a number of benefits over the more common means of detecting drowsiness
through eye-tracking. A steering-only detection system is unobtrusive, capable of being
implemented inexpensively with a minimal amount of additional sensors and computing
power, and immune to problems associated with eye-tracking systems such as
performance degradation under low-light conditions or when drivers wear glasses. A
steering-only system is based on the hypothesis that people steer differently when they are
drowsy. Drowsy driving is marked by a lower vigilance in lane keeping which leads to
fewer micro-steering corrections and more macro-steering corrections. Given the variability
in driving styles and human behavior, a precise model of fatigued steering behavior is
extremely difficult to develop. However, in previous studies, CISR has successfully used
Artificial Neural Networks (ANN) to successfully learn patterns of fatigued and non-drowsy
steering.
NTSB Safety Recommendations H-08-13 and -14, February 3, 2009
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The National Transportation Safety Board makes Orozc
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the Federal Motor Carrier Safety Administration:
ay
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Develop and implement a plan tod in Utechnologies in commercial vehicles to reduce the
deploy
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cite ar (H-08-13) Develop and use a methodology that
occurrence of fatigue-related accidents. chiv
will continually assess the effectiveness of the fatigue management plans implemented by
385
5-10
1
motor carriers, including their ability to improve sleep and alertness, mitigate performance
No.
errors, and prevent incidents and accidents. (H-08-14)
http://www.ntsb.gov/recs/letters/2008/H08_13_14.pdf
Driver Distraction
Driver distraction – from cell phone use to dispatching devices – was involved in 100
percent of commercial vehicles crashes, according to a study whose findings were
presented in June 2009.
In addition, driver distraction was involved in 81 percent of safety-critical events, which
includes not only crashes but also other events such as lane deviations, according to a
study on driver distraction in commercial vehicle operations conducted by the Virginia Tech
Transportation Institute.
Using in-cab video taken from about 200 truck drivers and about 3 million miles of driving,
the institute analyzed and measured the impact of driver distraction on crashes and other
performance errors by looking at the types of tasks drivers were doing and what their eyes
were focused on.
The study found that tasks such as text messaging and dialing while driving posed the
most risk. Out of a span of six seconds, drivers' eyes were looking off of the forward
roadway for about five seconds while texting in the middle of a critical event, the data
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showed. On average, drivers who were dialing a cell phone during a critical event took
their eyes off the forward roadway for about four seconds at a time. Dispatching devices
were also distracting during critical events, drawing drivers' eyes for about four seconds.
Recommendations to carriers when addressing the distraction issue:
Implement education to emphasize the importance of having eyes forward and
scanning the surroundings.
Non high-tech activities, such as reading, writing and mapping, can also be risky
distractions.
Consider enforcing policies such as no texting or other use of in-vehicle devices.
Encourage drivers to avoid manual dialing and the use of dispatching devices on
the road.
Inform drivers that talking is permitted. It can help keep them alert.
Look into dispatch devices that include Bluetooth capabilities, voice activation or
lockout features.
Conduct research on some of the other protective effects of certain tasks.
Support regulation related to driver distraction, such as the text messaging ban
or hands-free requirements.
Modifying Driver Behavior
Using advanced in-vehicle driver performance monitoring devices to provide feedback to
the driver that they can use to improve their safety-related behaviors is a promising
concept to consider in a fleet safety management program. Drivers behave more
cautiously knowing their performance is being monitored, or from drivers learning how to
o
rozc 25, 2017
reduce risky driving behaviors.
v. O
A
ay
inofUS emonitoring with vehicle data recorders in
on M
Wouters and Bos found that the d
driver
cite usearchiv d
commercial fleets in Belgium and 5 Netherlands helped to reduce crashes by 20
the
38
percent.
5-10
1
No.
Onboard Condition and Performance Monitoring
Monitoring operating conditions might be used to tailor routine maintenance, and
monitoring vehicle health could prevent unscheduled out-of-service events. Monitoring
driver performance (speed, braking activity, etc.) might help with driver training and fuel
efficiency. Vehicle data recorders could be used to record operating data surrounding predefined trigger events, including crashes, to help understand and recreate the conditions
that led to the event.
Onboard Safety Technologies
The Federal Motor Carrier Safety Administration on Wednesday, March 11, 2009, released
the findings from three onboard safety system studies. The research, sponsored by
FMCSA and led by the American Transportation Research Institute, provides detailed
examinations of motor carrier benefits and costs associated with roll-stability control
systems, forward-collision warning systems and lane-departure warning systems.
“Carriers regularly seek credible data on which to base investment decisions,” says Don
Osterberg, vice president of safety and driver training for Green Bay, Wis.-based
Schneider National and chairman of ATRI’s research advisory committee. "The ATRIFMCSA reports provide an objective and sophisticated review of the return-on-investment
that carriers can realistically expect from deploying these important safety tools."
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The reports are available online at www.atri-online.org. FMCSA also is hosting on its
website safe driving tips, including video clips, for commercial motor vehicles. The videos
were recorded during a driving study conducted by the Virginia Tech Transportation
Institute showing examples of driver errors. To find the tips, go to www.fmcsa.dot.gov and
search “CMV Web-Based Driving Tips.”
From an article in Fleet Owner, dated May 17, 2010, a new research project aims to
integrate a motor vehicle's multiple microprocessors to create a "cognitive car" that can
predict vehicle failures before they happen, help re-direct drivers to less congested routes,
and help reduce traffic accidents.
These same capabilities could also be applied to commercial trucks as well, said Alan
Wassyng, Ph.D., acting director of the software quality research laboratory at Canada’s
McMaster University. The lab is heading up the project as part of a shared university
research award from IBM.
“I see no reason why trucks should be different from cars in this regard,” he told
FleetOwner. “There may even be more functionality that would be of benefit in truck.”
Engineers at McMaster will study how to link a vehicle’s entire electronic system through a
single multi-core or “super” microprocessor that’s designed to perform many complex
calculations simultaneously. IBM originally developed this “super” microprocessor for the
video game industry, but is now using them in much wider applications within the financial
services, energy exploration, medicine, and digital animation industries.
o
rozc 25, 2017
.O
“To date, our research has focused on safety-critical software in industries such as nuclear
SA v n May
in U
o
energy and medical devices, but increasingly the automotive industry is adding
ited rchived Wassyng. “Investigating how a powerful
functionality to vehicles that c safety-critical,” said
is
a
multi-core processor could be applied to manage that functionality will go a long way in
385
10that help drivers operate more safely and efficiently.”
15helping build smarter .vehicles
No
McMaster’s research team will focus on integrating data from sensors and
microprocessors installed in both vehicles and roadways to give drivers more “real-time”
visual information and alerts to avoid road congestion, helping improve safety while
reducing emissions related to stop-and-go traffic.
The program will also study how the increased computing power can better integrate
vehicles into regional and global transportation systems, including roadside service, traffic
management, air quality management, and emergency services.
Stopping Distance Requirements
The National Highway Transportation Safety Administration is proposing a rulemaking that
would reduce stopping distance requirements for truck tractors equipped with air brake
systems. Advances in heavy vehicle braking systems show that improved stopping
performance is attainable for these vehicles, says NHTSA. Such improvements would
reduce the stopping distance disparity with light vehicles, and would result in fewer deaths
and injuries and reduce property damage due to fewer crashes between truck tractors and
light vehicles. It is widely expected that the new rules will result in disc brakes becoming
the typical spec on steer axles, and either disc brakes or wider drum brakes on the drive
axles.
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GPS Records for HOS Compliance
Effective December 19, 2008, the Federal Motor Carrier Safety Administration rescinded a
policy barring use of GPS records to verify compliance with the hours of service rules.
Since 1997 the agency has taken a hands-off approach to using data from advanced
technologies such as GPS as an enforcement tool "in order to promote and encourage use
of these new technologies by the industry."
Now that goal has been achieved, and field staff were seeing situations in which the
hands-off policy was harming enforcement. Enforcement officials were reporting that they
could see obvious violators of the hours rules but could not get to their GPS records to
prove it.
8) ROADWAY DESIGN AND OPERATIONS
Work Zones
According to ATRI, as the U.S. population and economy continue to grow, more pressure
is being placed on the nation’s road and bridge infrastructure today than at any point in
history. This growth has left the nation’s system of roads and bridges in a perpetual state
of repair. As all motorists are aware, road maintenance and construction projects often
cause significant traffic congestion, as well as contribute to an increasing number of
accidents and fatalities. Work zone-related crashes that involve large trucks are often
more serious and more likely to result in fatalities.
National estimates indicate that commercial trucks represent 10.3 percent of all motor
o
vehicles registered nationwide and account for 16.1 rozc of total 017 vehicle miles
percent
motor
25 of all
v. O one-fourth , 2 fatal work zone
traveled. However, the FMCSA estimatesSA nearly
that
ay
i
on M
crashes involve a large truck. (ATRI)n U
d
ed
ive
cit
arch
The time of day and days 85 week at which truck-involved fatal work zone
03 of the
15-1
crashes occur . considerably different than for the entire vehicle population as a
No are
whole. Specifically, more truck-involved fatal work zone crashes occur during
weekdays than for the entire vehicle population as a whole. It is not clear to what
extent this difference is due to work zone and/or traffic characteristics, work zone
exposure differences, or differences in the mix of large trucks and automobiles.
The number of vehicles that are typically involved in fatal crashes increases when
the crash occurs in a work zone. This trend is evident for all vehicle types, but
especially so when large trucks are involved. Large trucks are involved in 17
percent of 2+ vehicle fatal crashes outside of work zones, but 31 percent of the 2+
fatal crashes that occur within work zones.
Rear-end fatal crashes tend to increase in work zones for both the entire vehicle
population and for truck-involved fatal crashes only; however, it is not always clear
from the data who is rear-ending whom. It is clear that most of the fatal work zone
crashes are angle and head-on events. Rear-end crashes also make up a
significant proportion of total work zone crashes, although sideswipe crashes are
the most common type of work zone crashes in total. Together, these data indicate
that head-on crashes are fairly infrequent in work zones, regardless of whether a
truck is involved, but are very severe when they do occur. In contrast, sideswipe
crashes are very frequent in work zones but do not typically result in fatalities.
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There were 1,010 fatalities in 2006 and work zone fatalities nationwide have increased over
the last decade by nearly 50 percent. More than 3,000 work zones are expected on U.S.
highways by mid summer the peak of travel season. (The Trucker News April 8, 2008)
Rural Highways
Rural areas face a number of unique highway safety challenges. Rural crashes are more
likely to be at higher speeds than urban crashes; victims of fatal crashes in rural areas are
more likely to be unbelted than their urban counterparts; and it often takes first responders
longer to arrive at the scene of a rural crash, leaving victims waiting longer for medical
attention. Outdated roadway design and roadside hazards such as utility poles, sharpedged pavement drop-offs, and trees close to the roadway also are major contributors to
the severity of rural crashes.
The US DOT announced June 30, 2008 that the University of Minnesota will be home to a
new national clearinghouse for information about the best way to make rural roads safer.
Built by the University’s Center for Excellence in Rural Safety, the online clearinghouse will
distribute the lessons that are being learned by researchers to transportation officials and
first responders nationwide; it also will collect and distribute lessons learned that are
successfully combating rural road fatalities.
DOT says its Rural Safety Initiative will help states and communities develop ways to
eliminate the risks drivers face on America’s rural roads and highlight available solutions
and resources. The new endeavor addresses five key goals: safer drivers, better roads,
smarter roads, better-trained emergency responders, and improved outreach and
partnerships. About $287 million in existing and newrfunding is available to support the
ozco 5, 2017
O
effort. For more information, go to www.dot.gov/affairs/ruralsafety.
A v.
ay 2
US
nM
ed in hived o
cit
c
Rural roads carry less than half 85 ar
for
3 of America’s traffic yet they accountlocalover half of
10 It is time to put a national focus on a
the nation’s vehicular deaths.
problem.(US
15DOT Rural Safety o.
NInitiative Feb. 2008)
Parking
The Summary section of FMCSAs “Intelligent Transportation Systems and Truck Parking
(Feb. 2005) states that for overnight rests, most drivers preferred truck stops. Although the
current nationwide supply of truck stops appears to be adequate, there are regional
shortages (some of which may lie in certain corridors). Furthermore, given the desire to
maximize productivity (i.e., drive as much as possible in a day) while remaining legal under
the hours-of-service rules, a driver may find that he or she has run out of available driving
hours with no legal parking available nearby. As a result, drivers sometimes park on the
shoulder of a highway or ramp, creating a safety hazard.
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GRANT CERTIFICATIONS AND SUPPORTING
DATA
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SA v n May
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5a
1038
15No.
Taken together, the recommendations outlined in this report with regard to federal goals,
accountability measures, programmatic restructuring, funding approach, and revenue strategies
constitute a far-reaching and bold reform agenda. We do not underestimate the difficulty of
implementing this agenda. Yet we are equally convinced that the effort to bring about fundamental
changes in U.S. transportation policy is not only well-justified by the large benefits that could be
achieved—but is in fact necessary given the scale and urgency of the multiple transportationrelated challenges the nation faces in the coming decades. National Transportation Policy Project,
Executive Summary, June 9, 2009.
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15No.
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15No.
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15No.
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Program Contacts
Name Title
Lt. Bill
Bainter
MCSAP
Coordinator
Richard
Wiggins
MCSAP
Grant and
Project
Analyst
SAFETY
NET
Terry
Shaw
SafetyNet
Coordinator
CDL
Donna
Lewis
CDL Program
Coordinator
MCSAP
DIAP
Address
Dept. Of Public
Safety
555 Wright Way
Carson City, NV
89711
Dept. Of Public
Safety
555 Wright Way
Carson City, NV
89711
Dept. Of Public
Safety
555 Wright Way
Carson City, NV
89711
Dept. Of Motor Vehicles
E-Mail
775-2301318
775-6844879
bbainter@dps.s
tate.nv.us
775-6844479
775-6844879
rwiggins@dps.
state.nv.us
775-6844823
775-6844879
tshaw@dps.sta
te.nv.us
775-6844767
775-6844563
dlewis@dmv.st
ate.nv.us
775-6878345
775-6878343
555 Wright Way
co
Carson City, NV roz
. O ay
89711SA v
M
U
in
on
ited Dept. OfiPublic Safety
ved
c
Tom
Training
arch
Redican Coordinator 85555 Wright Way
03
15-1
Carson City, NV
No.
89711
Nevada 2011 CVSP
Phone Fax
90
17
5, 20
2
tredican@dps.
state.nv.us
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Data Analysis Tables & Charts
Active Carriers and SafeStat Summary
Nevada
Number
Percent
4,599
N/A
19,202
N/A
64
1.39%
380
1.98%
ntrastate Carriers
rs (Cat A, B, and C)
and C)
National
Number
Percent
755,244
N/A
4,732,029
N/A
11,327
1.50%
174,524
3.69%
Results as of 06/25/2010. Updated Monthly. For more information, please visit SafeStat Online
State Safety Data Quality (SSDQ)
June 25, 2010)
Poor
No.
Rating
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rozc 25, 2017
O
y
A v.
US
n Ma
in
o
ited rchived
c
a
385
0
N/A
15-1
For more information, please visit State Safety Data Quality.
Insufficient Data
Overriding Indicator
CVARS and SaDIP Grant Funding
CVARS Grants
FY 2004
FY 2005
$350,000
FY 2006
$0
esearch and Analysis
91
Safety Data Improvement Program
FY 2007
FY 2008
$0
$8,640
FY 2009
$0
Case: 15-10385, 06/01/2017, ID: 10455261, DktEntry: 45-2, Page 92 of 101
Summary of Large Truck and Bus Crash Involvements
CY 2005
NV
% of Nat
S & MCMIS) 682
0.43%
51
0.97%
51
0.93%
631
0.41%
300
0.44%
331
0.39%
4
0.15%
uses Involved
56
471
1%
0.47%
CY 2006
NV
% of Nat
622
0.39%
46
0.91%
47
0.90%
576
0.37%
194
0.29%
382
0.44%
3
0.13%
CY 2007
NV
% of Nat
592
0.37%
30
0.61%
29
0.57%
562
0.36%
195
0.30%
367
0.40%
4
0.17%
CY 2008
NV
% of Nat
639
0.43%
23
0.53%
21
0.47%
616
0.43%
197
0.33%
419
0.50%
8
0.30%
CY 2009
NV
% of Nat
N/A
N/A
N/A
N/A
13
0.39%
438
0.37%
131
0.27%
307
0.45%
7
0.29%
55
268
34
278
24
318
N/A
183
1.03%
0.27%
0.66%
0.29%
0.53%
0.36%
N/A
0.25%
MIS data snapshot as of 03/26/2010. For more information, please visit Crash Statistics.
State Safety Programs Summary Data
o
FY
0
rozc200925% of Nat 17 NV
O
.NV National , 2
NV
% of Nat v
191
1.05%S
20,300
U A 162 on May 0.80% 89
d in1.03% ived
Reviews
161
141
16,508
0.85%
66
cite arch 1
1
1.06%
106
0.94%
0
2
379
0.00%
3
85 0.58% 0
-103 1.79% 20
R&
2,060
0.97%
20
o27 15 1,511
N 0.
475
0.00%
0
342
0.00%
0
tion
Reviews
FY 2008
National
18,112
15,613
94
343
0
0
10
65
11
1,797
NV
30,140
29,801
2,501
8.39%
FY 2008
National
3,487,073
3,339,659
218,934
6.56%
0.00%
0.00%
0.56%
0
0
10
FY 2010*
National
13,957
10,577
100
221
% of Nat
0.64%
0.62%
0.00%
1.36%
1,267
1.58%
0.00%
0.00%
0.00%
0.43%
% of Nat
0.93%
0.95%
1.45%
N/A
519
386
1,959
0.00%
0.00%
0.51%
0
0
5
442
837
511
1,165
FY 2009
National
3,529,918
3,429,419
196,617
5.73%
% of Nat
0.91%
0.94%
1.29%
N/A
NV
23,041
22,994
1,844
8.02%
FY 2010*
National
2,484,877
2,426,604
126,903
5.23%
Roadside Inspections
% of Nat
0.86%
0.89%
1.14%
N/A
92
NV
32,298
32,086
2,529
7.88%
lation
lation
ns
ns
19,432
2,841
14.62%
1,665
74
4.44%
NV
7,934
4,604
19
2
3,899
9,707
4,796
26
2
4,883
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2,401,514
536,091
22.32%
200,188
10,050
5.02%
0.81%
0.53%
N/A
0.83%
0.74%
N/A
24,039
3,497
14.55%
1,823
79
4.33%
Traffic Enforcement (TE)
FY 2008
National
% of Nat
NV
757,719
1.05%
8,573
271,070
1.70%
4,477
1,921
0.99%
17
436
0.46%
7
525,650
0.74%
4,626
958,233
1.01%
10,377
280,921
1.71%
4,643
2,325
1.12%
26
445
0.45%
7
674,542
0.72%
5,701
2,348,624
506,810
21.58%
222,566
10,326
4.64%
FY 2009
National
733,584
257,529
1,624
370
514,558
919,401
266,857
1,946
374
650,224
1.02%
0.69%
N/A
0.82%
0.77%
N/A
% of Nat
1.17%
1.74%
1.05%
1.89%
0.90%
1.13%
1.74%
1.34%
1.87%
0.88%
17,761
1,779
10.02%
1,380
64
4.64%
1,680,759
319,893
19.03%
150,496
6,521
4.33%
1.06%
0.56%
N/A
0.92%
0.98%
N/A
NV
7,634
3,001
11
0
5,218
9,792
3,123
15
0
6,654
FY 2010*
National
487,892
159,183
981
312
352,312
612,800
164,908
1,179
313
446,400
% of Nat
1.56%
1.89%
1.12%
0.00%
1.48%
1.60%
1.89%
1.27%
0.00%
1.49%
o
rozc 25, 2017
O
A v.
visit Safety Programs.
May
US
n snapshot as of 06/25/2010, including current year-to-date
i System (MCMIS) o
r Carrier Management Informationn
e
itedas of this date, butd data to update as new or additional information may be
c
a presented above are accurate
rchiv are subject
a
g the snapshot date.
385
0
15-1
No.
puted based on inspections level I, II, III, and VI.
mputed based on inspections level I, II, V, and VI.
mputed based on inspections level I, II, III, IV, V, and VI when HM is present.
ry is based on the number of inspections which resulted in one or more Out-Of-Service (OOS) violations.
93
EMENT REPORT
TS, ALL COMMANDS
Failure
to
Follow
Traffic
Control
Device
484.283
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1
6
7
No.
17
6
10
2
14
0
Following
Too
Closely
484.307
36
36
22
2
No
nsurance
485.187
Failure
to
Maintain
Lane
484.305
9
110
44
Restr
Access,
Unsafe
Merge
484.311
Failure
to Yield
484.322
Unsafe
Lane
Change
484.343
1
Failure
to
Signal
484.345
5
1
9
3
Speeding
484.361
117
161
7
100
153
44
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137
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90
3 85
8
62
3
5-10 7
10
12
0
0
0
0
378
0
Impeding
Traffic
484.373
0
Aggressive
Driving
484.3765
3
0
3
0
0
2
4
`
12
15
42
39
31
7
3
139
146
10
10
59
88
28
41
57
33
20
26
20
49
51
43
51
51
1
14
5
5
71
26
18
11
20
8
9
30
25
50
149
65
194
185
175
3
3
273
390
148
204
196
196
96
97
75
75
122
140
768
1728
6
6
94
1
6
13
16
Case: 15-10385, 06/01/2017, ID: 10455261, DktEntry: 45-2, Page 95 of 101
Unregis'd
Vehicle,
Expired Tag
482.545
No Valid
Driver
License
483.550
Mud Flaps
Req'd >26K
lbs
484.612
CMV OOS
Vehicle
and/or Driver
0
0
1
No.
121
171
21
92
9
172
941
0
109
151
118
Arrests
1
1
22
23
17
6
15
9
No. CVMs
0
0
0
1
1
3
114
187
159
8
5
16
144
43
604
72
298
206
290
273
11
3
7
7
4
87
24
27
23
542
352
23
1419
2023
51
123
11
29
42
106
121
66
92
114
318
2165
3589
11
13
5
312
429
500
29
0
3
No. PV
1
3
14
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7
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in
5
2
ited 5 rchived
c
13
15 a
1
17
32
483
1
385
0
0
15-1
20
9
382
1
5
4
1
0
221
267
69
1
0
42
60
14
18
2
Totals
3
5
2
Other
17
UI
84.379
Seat Belt
Required
484.641
0
1
95
0
5
Case: 15-10385, 06/01/2017, ID: 10455261, DktEntry: 45-2, Page 96 of 101
FY 2011 STATE TRAINING PLAN
State of NEVADA
Date: FFY11
2
3
4
5
6
7
8
NO. OF
TRAINEES
DESIRED
LOCATION
NTC - Associate Staff
Needed YES /NO
ESTIMATED
TRAVEL
COST
ESTIMATED
PER DIEM
COSTS
OTHER
COSTS
TOTAL
COSTS
120
In State
Yes
60
40
No.
$24,000
o
rozc 25, 2017
O
y
A v.
In State
$18,000
S
UNo
n Ma
in
o
cited archived
5
10 8
-State 3
In
No
$6,000
15
$48,000
96
$24,000
$18,000
$6,000
$48,000
Case: 15-10385, 06/01/2017, ID: 10455261, DktEntry: 45-2, Page 97 of 101
FY 2011 STATE TRAINING PLAN
State of NEVADA
Date: FFY11
3
4
5
6
7
8
O. OF
RAINEES
DESIRED
LOCATION
NTC - Associate
Staff Needed YES
/NO
ESTIMATED
TRAVEL
COST
ESTIMATED
PER DIEM
COSTS
OTHER
COSTS
TOTAL
COSTS
40
In State
Yes
$4,000
o
rozc 25, 2017
O
y
A v.
US
n Ma
in
o
ited rchived
c
40
In State 85 a Yes
$4,000
-103
o. 15
N
$8,000
97
$4,000
$4,000
$8,000
Case: 15-10385, 06/01/2017, ID: 10455261, DktEntry: 45-2, Page 98 of 101
FY 2011 STATE TRAINING PLAN
State of NEVADA
Date: FFY11
2
3
4
5
6
7
8
NO. OF
TRAINEES
DESIRED
LOCATION
NTC - Associate
Staff Needed
YES /NO
ESTIMATED
TRAVEL
COST
ESTIMATED
PER DIEM
COSTS
OTHER
COSTS *
TOTAL
COSTS
No.
o
rozc 25, 2017
O
y
A v.
US
n Ma
in
o
ited rchived
c
a
385
0
15-1
98
nts
Case: 15-10385, 06/01/2017, ID: 10455261, DktEntry: 45-2, Page 99 of 101
FY 2011 STATE TRAINING PLAN
State of NEVADA
2
3
NO. OF
TRAINEES
DESIRED
LOCATION
20
No.
Date: FFY11
4
NTC Associate Staff
Needed YES
/NO
In State
Yes
5
6
7
8
ESTIMATED
TRAVEL
COST
ESTIMATED
PER DIEM
COSTS
OTHER
COSTS *
TOTAL
COSTS
$4,000
$4,000
o
rozc 25, 2017
O
y
A v.
US
n Ma
in
o
ited rchived
c
a
385
0
15-1
the
rier
$4,000
99
$4,000
Case: 15-10385, 06/01/2017, ID: 10455261, DktEntry: 45-2, Page 100 of 101
OTHER STATE TRAINING COURSES
y any other planned training not sponsored by the FMCSA National Training Center, but funded by MCSAP.
Materials Memorandum of Understanding between the Research and Innovative Technology Administration (RITA),
e (TSI) and FMCSA National Training Center, specialized hazardous materials training is available through TSI. For
MCSAP officers/inspectors whose responsibilities require more specialized and advanced hazardous materials training,
SI courses are MCSAP eligible expenses. At this time, TSI’s specialized hazardous materials training includes
rials, Cylinders, Hazardous Waste/Substances, International Maritime Dangerous Goods (IMDG), Infectious
Oriented Packaging (POP) training courses. The need for this specialized hazardous materials training should be
n below and justified in the CVSP.
OF
NEES
FY 2011 STATE TRAINING PLAN
State of NEVADA
Date: FFY11
3
4
6
7
ESTIMATED OTHER
17
ozco DIEM 20COSTS
Or PER 25,
.
COSTS
SA v n May
U
in
o
ited rchived
c
a
385
0
15-1
DESIRED
LOCATI
ON
No.
5
TSI
ASSOCIATE
STAFF
NEEDED
YES /NO
ESTIMATED
TRAVEL
COST
ded.)
100
8
TOTAL
COSTS
OF
NEES
Case: 15-10385, 06/01/2017, ID: 10455261, DktEntry: 45-2, Page 101 of 101
STATE TRAINING FORM
3
4
5
6
7
8
DESIRED
LOCATI
ON
TSI
ASSOCIATE
STAFF
NEEDED
YES /NO
ESTIMATED
TRAVEL
COST
ESTIMATED
PER DIEM
COSTS
OTHER
COSTS
TOTAL
COSTS
No.
o
rozc 25, 2017
O
y
A v.
US
n Ma
in
o
ited rchived
c
a
385
0
15-1
CSAP GRAND TOTAL OF TOTAL COSTS: $60,000
101
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