FDOT Bus Transit Draft Rule 14-90.006(3)

16 Hours On Duty per 24 Hour Period 12 Hours Driving per 24 Hour Period

Over 16 Hours On Duty

Minimum 8 Hours (consecutive) Off Duty

Worst Case Scenario

+ 8 Hours

OFF + 4 Hours

+ 4 Hours 4 Hours

On Duty

= 20 Hours (12 Hours Driving) (16 Hours On Duty)

8 Hours (consecutive) Off Duty

Traveling To and From Work

Errands

Appointments

Sleeping

Hours of Service

Federal Motor Carrier Safety Administration (FMCSA)

Commercial Motor Vehicles (CMV) Buses Passenger Vans

Trucking

Federal regulation for property-carrying CMV drivers

Federal regulation for interstate passenger-carrying CMV drivers

Florida Regulation for bus transit (Rule 14-90)

11-Hour Driving Limit May drive a maximum of 11 hours after 10 consecutive hours off duty.

10-Hour Driving Limit May drive a maximum of 10 hours after 8 consecutive hours off duty.

12-hour driving limit a driver shall not be permitted or required to drive more than 12-hours in any one 24-hour period

14-Hour On-Duty Limit May not drive beyond the 14th consecutive hour after coming on duty, following 10 consecutive hours off duty. Off-duty time does not extend the 14-hour period.

15-Hour On-Duty Limit May not drive after having been on duty for 15 hours, following 8 consecutive hours off duty. Off-duty time is not included in the 15-hour period.

16-Hour On-Duty Limit May not drive after having been on duty for 16 hours, in any one 24-hour period. Off-duty time is not included in the 15-hour period.

60/70-Hour On-Duty Limit May not drive after 60/70 hours on duty in 7/8 consecutive days. A driver may restart a 7/8 consecutive day period after taking 34 or more consecutive hours off duty.

60/70-Hour On-Duty Limit May not drive after 60/70 hours on duty in 7/8 consecutive days.

72-Hour On-Duty Limit A driver who has reached the maximum 72 hours of on duty time during the seven consecutive days shall be required to have a minimum of 24 consecutive hours off duty prior to returning to on duty status.

Objective

Evaluate the adequacy of 8-hour minimum

rest time

Examine the maximum of 12-hour driving time

Assess the maximum of 16-hour on duty time

Long Hours of Work Lead to Fatigue

Degrades

Performance

Alertness

Concentration

Increases Safety Risks

Influence of Fatigue on Bus Safety

Driver Fatigue Leading Safety Issue

1995 National Truck and Bus Safety

Summit - (USDOT FHWA, 1998)

Scarce Literature for Bus Industry

2 Studies Found – 2002 and 2004

Studies on Other Modes of Transportation Railroad and Airline Literature

Truck Industry – (McCarty et al., 2000) Daytime sleepiness Longer work hours – fewer off duty hours Short, poorer sleep Older drivers Sleep disorder Nighttime drowsiness

Operational Characteristics Different for City Buses than Other Modes

Routes During Peak Hours

Little Schedule Flexibility

City Streets

Frequent Stops

Collect Fares, etc.

Questionnaire Survey

Operator Schedule and Collision Analysis

Florida Agencies (4) 2 Large Agencies

Jacksonville Transit Authority (JTA) Lynx – Orlando

2 Medium Size Agencies Regional Transit System (RTS) -

Gainesville StarMetro – Tallahassee

2 Small Size Agencies Union County Columbia, Hamilton & Suwannee County

Questionnaire Design

December, 2009 - October, 2010

Distributed On-site

Surveyors available to answer questions

Time per Day Spent Driving

0%

10%

20%

30%

40%

50%

60%

<8 8 9 10 11 12

Hou

rs o

f Driv

ing

(%)

Time Period (hours)

Split Time

0%

10%

20%

30%

40%

50%

60%

1 2 3 4 5 >5

Split

Hou

rs (%

)

Split time (hours)

Elapsed Time Arriving to Leaving from Work

1 2 3 4 5 6 7 8 9

10 11 12 13 14 15 16 17 18 19 20 21 22 23 24

1 6 11

16

21

26

31

36

41

46

51

56

61

66

71

76

81

86

91

96

101

106

111

116

121

126

131

136

141

146

151

156

161

166

171

176

181

186

191

196

201

206

211

216

221

226

231

236

241

246

Tim

e of

Day

Participants Straight Shifts ( n = 112 ) Split Shifts ( n = 150 )

Mean = 10.33 Sta. Dev = 1.73

Minimum = 4.25 Maximum = 13.83

Mean = 13.77 Sta. Dev = 2.58

Minimum = 4.25 Maximum = 18.23

Activities During Split Time Running errands:

shopping, doctor's appt, etc, 14%

Eating at work site, 10%

Eating at home, 19%

Relaxing at work site, 10%

Relaxing at home, 14%

Taking a nap at work site, 20%

Taking a nap at home, 7%

Perfoming non-driving duties in the office, 2%

Reading, 3%

Travel Time To and From Work

0%

5%

10%

15%

20%

25%

Perc

enta

ge o

f Ope

rato

rs

Travel Time From-and-To Work (min)

Sleep Debt: More for Split Shift Drivers

0%

5%

10%

15%

20%

25%

4.0 3.0 2.0 1.0 0.0 0.0 0.0

Perc

enta

ge o

f Ope

rato

rs

Sleep debt (hrs)

Split Non-Split

Sleep Time Model Estimation

STATA Statistical Package 3 Categorical Variables Schedule Type Arrival Time Departure Time

Model Type: Regression Analysis

Variable Coefficient Standard Error t-statistic p-value

Arrival Time 0.0472699 0.18669 0.25 0.8 Leave Time 0.8595988 0.243509 3.53 0.001 Time at work -0.0932854 0.0483417 -1.94 0.05 Number of days worked per week -0.0168526 0.0067758 -2.49 0.014

Number of hours worked per day -0.0464911 0.049917 -0.93 0.353 Same Schedule -0.0566128 0.1538988 -0.37 0.713

Split time -0.0534381 0.0423399 -1.93 0.055

Time to travel to and from work -0.3484012 0.1729179 -2.01 0.045

Time to prepare before going to work -0.2274222 0.2070622 -1.1 0.273 Model constant 8.397482 0.9190507 9.14 0

Bus Collision Data

Incident Reports for Years 2007 – 2009 Non-Collisions

On-Board Passenger Injury, etc. Collisions (Crashes)

Other Vehicles, Bicycles, Pedestrians, or Fixed Objects

Screened and Coded as “Preventable”

Operator Schedules Collected

2-Weeks Randomly Selected (2007-2009) Lowest Number of Preventable Crashes per Month Highest Number of Preventable Crashes per Month

All Operators for Comparison Operators Involved in Preventable

Collisions

Operator Schedule Data

Begin/End of Duty Time Hours Worked Each Day Split Hours

Data Collected 222 Collision Occurrences 677 General Population

Preventable Collisions by Time of Day

Fewest (1%): Midnight - 4 AM Reduced Routes Less Exposure

More Likely (56%): 1 PM – 7 PM

Highest (26%): 1 PM to 3 PM

Preventable Collisions by Time of Day

0%

2%

4%

6%

8%

10%

12%

14%

Perc

ent C

ollis

ion

Occ

urre

nce

Time of Day

13%

1%

Preventable Collisions by Day of Week

0%

2%

4%

6%

8%

10%

12%

14%

16%

18%

20%

Sunday Monday Tuesday Wednesday Thursday Friday Saturday

Perc

ent C

ollis

ion

Occ

urre

nce

Day of Week

18%

5%

14%

Preventable Collisions by Day of Week

81% on Weekday – Highest Wednesday

14% on Saturday

Shuttles for Events at Night

5% on Sunday

Combined Agency Averages Involved in Preventable Collisions

Weekly Driving Hours 49.8 Hours Average – Non-Split 57.3 Hours Average – With Splits

Daily Driving Hours 9.8 Hours Average – Non-Split 11 Hours Average – With Splits

[ 222 Collision Occurrences ]

Collision Occurrences vs. Exposure Weekly Schedules Without Splits

0

5

10

15

20

25

30

35

40

0-40 >40-45 >45-50 >50-55 >55-60 >60-65 >65

Dat

a Pr

opor

tion

(%)

Combined Agency Weekly Driving hours without splits

Collisions Exposure

Collision Occurrences vs. Exposure Weekly Schedules With Splits

0

5

10

15

20

25

30

0-40 >40-45 >45-50 >50-55 >55-60 >60-65 >65

Dat

a Pr

opor

tion

(%)

Combined Agency Weekly Driving hours with splits

Collisions Exposure

Collision Occurrences vs. Exposure Daily Schedules Without Splits

0

5

10

15

20

25

30

35

40

45

0 - 8 >8 - 9 >9 - 10 >10 - 11 >11 - 12 >12

Dat

a Pr

opor

tion

(%)

Combined Agency Daily Driving hours without splits

Collisions Exposure

Collision Occurrences vs. Exposure Daily Schedules With Splits

0

5

10

15

20

25

30

35

0-8 >8-9 >9-10 >10-11 >11-12 >12

Dat

a Pr

opor

tion

(%)

Combined Agency Daily Driving hours with splits

Collisions Exposure

A sharp increase is observed after 50 hrs of driving per week

0

5

10

15

20

25

30

0-40 >40-50 >50-60 >60

Col

ision

Pro

port

ion

Rel

ativ

e to

Exp

osur

e Pr

opor

tion

Driving Period (hr)

Weekly Relative Proportions

Without Splits With splits

A spike is observed for driving hrs >10 hrs per day

0

2

4

6

8

10

12

14

0-8 >8-10 >10-12 >12

Col

lisio

n Pr

opor

tion

Rel

ativ

e to

Exp

osur

e Pr

opor

tion

Driving Period (hr)

Daily Relative Proportions

Without splits With splits

0

5

10

15

20

25

30

35

40

45

50

0-8 >8-9 >9-10 >10-11 >11-12 >12

Col

lisio

n Pr

opor

tion

Rel

ativ

e to

Exp

osur

e Pr

opor

tion

Driving Period (split time negleted)

Daily Relative Proportions Neglecting Split Time

Without splits

With splits (not added)

Sleep Time

Reduced by working long hours

Splits were found to be associated with

fewer hours of sleep

Collision Occurrences

Increase with longer driving

and working hrs

Higher rates for drivers with

split schedules

Minimum Rest Period The current regulation does not afford

drivers an opportunity to sleep a minimum of

8 hrs

A minimum of 10 hrs is recommended

Split Schedules

Schedules should be optimized to

minimize the length of splits

Maximum Driving Hours in 24 hrs Analysis shows that drivers who drive over 10

hrs per day are overrepresented in collision occurrences

The max. of 12 hrs used in FL > Federal max of 10 hrs

We recommend reduction to 10 max per 24 hrs

Maximum Driving Hours in 7 Consecutive Days

Overrepresented in collision occurrences for >50 hrs

A spike of overrepresentation at >60 hrs per week

72 hrs used in FL > Federal max of 60/70 hrs for 7/8 consecutive days

We recommend reduction to 60 max for 7 consecutive days

Change of Terminology

Objective: Afford drivers with an

opportunity to sleep for 8 hours

Rest Period to Time-Off Duty