QUANTIFYING THE VALUE OF MANAGING DRIVER

BEHAVIOUR

WITH KEY FLEET MANAGEMNT TOOLS

Eugene Herbert
 (Driver) (Supervisor) (Management)

Availability / Skills / Rubber Driven by what ?

Culture Stamp ? Business Savvy?

(Policies) (Law) (COPS) (Roads)

Current and Corruption Infrastructure

take cognizance AARTO.
of Challenges deteriorating
first point.

(Technology) (Incentives)

In vehicles and fitted to WFM ?

vehicles
RISK !
 Risk Homeostasis Theory
"Risk Homeostasis Theory maintains that, in any activity,
people accept a certain level of subjectively estimated risk to
their health, safety, and other things they value, in exchange
for the benefits they hope to receive from that activity
(transportation, work, eating, drinking, drug use, recreation,
romance, sports or whatever)."
 DANGER THERMOSTAT

Wilde argues that safety campaigns tend to move accidents around

rather than reduce them because traditional approaches do not
motivate individuals to change their "target level" of risk, the
amount of risk they are willing to accept in their everyday lives

People have a sort of built-in danger thermostat, he says, a

subconscious sense of ambient risk. Make things safer in one aspect
of their lives, and they will tend to use up this safety benefit by
adapting their behaviour to the new reality and increasing risk-
taking in another.
 TECHNOLOGY

Recent revelations about the effects of automobile antilock braking

systems (ABS) on crash rates lend weight to Professor Wilde's
theory. The systems work.
They help prevent skidding and offer drivers better control in
emergencies. But evidence shows that drivers with ABS-equipped
vehicles tend to drive faster and rely more on their brakes than
drivers who don't have the devices. According to the U.S. Highway
Loss Data Institute the systems have not reduced either the
frequency or the cost of crashes
Your attendance at this work shop !

So, which of the two risky decisions do you

take?"
 THE MUNICH TAXICAB STUDY
The drivers were not aware that their driver behaviour was being observed and the
observers did not know whether they were in a taxi with ABS or without. The
drivers did, of course, know whether or not they were operating an ABS cab,
because of their familiarity with the car they were driving.

Subsequent analysis of the rating scales showed that drivers of cabs with ABS
made sharper turns in curves, were less accurate in their lane-holding
behaviour, proceeded at a shorter forward sight distance, made more poorly
adjusted merging manoeuvres and created more 'traffic conflicts'."
ON TRAFFIC LIGHTS AND ACCIDENTS AT
INTERSECTIONS

Traffic lights are not to be condemned, but-contrary to naive opinion

among some professionals and the general public-they serve no safety
purpose, not even in the intersections proper or in their immediate
vicinity.

Numerous studies on the effect of traffic lights on accidents have

compared the numbers of accidents at intersections before and after
installation
The effect is that fewer right-angle accidents happen, but more rear-end
accidents, as well as left-turn and side-swipe collisions, occur, and the total
frequency remains roughly the same.

The latter is also true for the average severity of intersection accidents.
Although driver actions are drastically altered by these devices, accident loss is
not, and the risk remains the same."
 MANAGING RISK

"If a person's decision-making or vehicle-handling skills are poor,

that person's level of perceived risk should be high, and if it is
not, this reflects overconfidence in one's skills.

The same holds for sensory abilities. To be colour-blind or hard

of hearing does not imply a significant increase in accident
liability, provided the driver considers these handicaps in the
estimationon of risk.
MANAGING RISK…………….

Poor night vision will not increase a person's accident risk unless the person is
unaware of it or is willing to accept high levels of accident risk.
Deficiencies in skills and sensory functioning, other things being equal, can
increase a person's accident likelihood only to the extent that these
deficiencies are being underestimated by the person in question, and thus lead
to an inappropriately low level of perceived risk."
Does cautious mean safe?...

"...Mrs. Cautious Driver presents an interesting paradox. She

was very careful indeed, in fact, so careful that her behaviour
was rather unpredictable to other drivers.

…This made her liable to having accidents. On the other hand, if

everybody were to behave as cautiously as she, there would be
fewer crashes."
ARE WE UNIQUE ?
 EXAMINE WHAT
HAPPENS IN AN
AFRICAN CONTEXT
CHANGED DRIVER BENEFITS EVIDENT
• SUBSTANTIAL FUEL SAVINGS
• LESS CRASHES
• SEVERITY OF CRASHES REDUCED
• FUEL SAVING
• IMPROVED PRODUCTIVITY
DRIVER BEHAVIOR AND EVENT
MONITORING
Driver Behavior events

oHarsh Accelerate
oHarsh Brake
oHarsh Corner
oHarsh Bump
oOver-speeding
oExcess Idle
oOver RPM
 OPERATIONAL COSTS
Fleet management solution saves a Transport Company 80 000 litres of fuel in
six months
• A Transport and Warehousing Company recently reported that Ctrack, saved
them 80 000 litres of fuel over their entire fleet of 250 vehicles in 2015 over just
a period of six months. This was due largely to managing drivers’ speed
violations and reducing downtime of their vehicles, which was made possible by
utilising Ctrack’s advanced fleet management solution.
• The results were impressive. In the second quarter of 2015, speeding events
were reduced by 48%, while a fuel saving of 2% was seen. During the third
quarter, there was a further reduction of 32% in speeding events, together with
a fuel saving of 2%. This equals to a fuel saving of 80 000 litres (approximately
R900 000) over two quarters in 2015.
 PROBLEM STATEMENT

Global statistics suggest approximately 85% of road incidents are

the result of human error

Estimates suggest further that fatigue contributes to approximately

30% of all fatal incidents and 15% of incidents causing serious injury

The African region remains the least motorised of the six world
regions, possessing only 2% of the world’s vehicles, but suffers the
highest rates of road traffic fatalities, contributing up to 16% of
global road fatalities
 MICROSLEEP

The Silent Killer

You can drift in and out of sleep without knowing it. Sleep experts refer
to this as a microsleep and its duration can be up to 30 seconds

FRIGHTENING FACT: The reaction time of a driver who has been

awake for 17-19 hours is similar to the reaction time of a driver at the
legal alcohol limit. Not sleeping for 20–25 hours will reduce a driver’s
reaction time to the equivalent reaction time of someone that is twice
the legal limit.
 MANAGING FATIGUE

Cutting Edge Technology

 Pro-active telematics unit that can prevent accidents IN real-time

 Advanced algorithms to detect driver fatigue and distraction in

 Immediate in-cab intervention– alarm and vibrating seat

 Discreet dash-mounted sensors

 Over-speed, harsh braking, rapid cornering and cell phone use alerts

 24/7/365 Call centre intervention

 3G / GPS Vibration Motor

Audio
Vehicle Power Speaker
Camera & IR pods
FATIGUE & DISTRACTION MONITORING
PROCESS
Passive camera system
 In-cab driver alerts

Driver falling asleep with in-cab alerts active

TESTED ……..
Reduction of 80% in fatigue and distraction related events following implementation
of DSS

1,6 80% reduction in fatigue and distraction.

Fatigue Events per

(Normalized rate)

1,4
mobile hour

1,2

1,0

0,8

0,6

0,4

0,2

0,0
DSS baseline DSS enabled
testing & basic training DSS enabled & FMP implemented Time
BENEFITS
Speed Monitoring and Fatigue Detection

Distraction Events e.g. cell phone

Immediate Driver Alert

Call Centre Monitoring and Client Notification

Improved Road Safety

Change Driver Behaviour e.g. Awareness increases

Demonstrate Stakeholder Commitment

SUCCESSFUL OUTCOMES

 Lowered risk in operations

 Increased operational visibility –
Proactive vs Reactive
 Economical benefits
 Fuel saving
 Reduction in maintenance costs
 Insurance premium discount

 Safer Roads for all South Africans

 PUT THE SPOTLIGHT ON CAMERAS
“I have worked with DriveCam (now DriveRisk) since 13th February 2014 in my capacity as the
project lead on a Driving Safety Project for BPSA (Pty) Ltd. Our project is aimed at improving our
drivers’ safety and going beyond the standard interventions with both engineering solutions on the
vehicles and driver training and awareness. Initially, there was some resistance to fully utilising the
plethora of data and access to in-depth analysis which limited the positive impact of DriveRisk on
improving driver safety. However, in-house workshops were held with our drivers and supervisors to
discuss their concerns and resistance. The outcomes of these workshops were used to engage Ben
Bezuidenhout who designed a session that would assist us in addressing the behavioral aspects that
needed addressing before the data could be used in a positive way to reinforce good practices and
awareness. These sessions were held at all of our depots across South Africa. We received excellent
feedback from DriveRisk that we now need to use to continue to emphasize the key aspect of positive
reinforcement with our drivers. To date we have seen a steady decline in the number of incidents and
an increase in coaching events for positive actions.”
Nigel Lees
National SHEQ Manager
BPSA (Pty) Ltd
 Accident Investigation Specialist
“The driver of the 3rd party vehicle did not stop at the mandatory stop. From the on-board
video camera in the truck it can it can clearly be seen that the party vehicle did not stop, but
continued straight onto the R34.” “The positioning of the Volvo on approach to the
intersection at approximately 1 second prior to impact, an approximate distance of 20
meters and at the indicated speed of 72 km/hr. would therefore have been wholly
insufficient time to have avoided the accident at all.”

Conclusion “ Based on the evidence supplied and sourced, set out herein, the following
conclusions and/or indications can be made: It remains highly improbable (Virtually
Impossible) that the driver of the Volvo would have avoided the accident. It must reasonably
be assumed that at some point prior to impact that even if the Volvo driver had reduced his
speed as a precautionary action (let`s assume to 60km/h), the Toyota would nonetheless
have entered the path of the Volvo.
Assuming various factors it can be calculated that the Volvo would have required a distance
and time of approximately 41.3meters and 4 seconds respectively to have brought his
vehicle to a stop from 60km/h. “ Report compiled by Mr. C Proctor – Parker (Accident
Specialist).
 MASTERDRIVE DRIVING ASSESSMENT
Conclusion:
Had the drive not been in a state of micro sleeping he would have noticed the suspicious
pedestrian at around 00:03. At this point he had enough distance and time to reduce speed
and alter his position to deal with the pedestrian effectively and safely.
The standard defensive driver awareness tool is S.I.P.D.E – Search. Identify. Predict.
Decide. Execute.) Clearly this was not used or even considered by the driver.
As a defensive driver the definition states that he should “drive so as to prevent a crash
despite the incorrect action of other road users in all weather, road or traffic conditions”.
Drive Safely,
Gary Clackworthy
Group General Manager & Operations Director
Tel: 011 867 4778 / 0861 100 618
Fax: 086 671 9051
Email: [email protected]
 PUT THE SPOTLIGHT ON PROMISES
• Save you money on Fuel
• Reduce crashes
• Improve Productivity
• Stop Drivers Sleeping on the job

None of which can be done without establishing a baseline.

RISK ASSESSMENT.
Main Content Page Layout
DRIVER BEHAVIOR

DATA MINING Qualified personnel to interpret information

DATA ANALYSIS -
Contextualize information gleaned from technology
PRE

DATA PLANNING Formulate training methodology to see improvement -

benchmark

DATA ANALYSIS - Ongoing engagement with management and drivers to re-

POST enforce values
Data Assessed in Terms of :

Centrifugal Force Centre of Gravity Slosh and Surge

Influenced by speed Affected by height Tanker design

and changed road and components of combined with road
conditions weight conditions.
 Fatalities

Speeding Productivity

BRAND

Crashes insurance

Liability
 Eugene Herbert
Tel: 0861100618
[email protected]
www.masterdrive.co.za

Questions? Need More Information?