Unless an international trader has authorised access to the Customs Handling of Imports and Exports Freight (CHIEF) system, they will be unable to process import (or export) customs declarations. This means that, by necessity, most traders have to rely on third party agents, such as freight forwarders, clearance agents and other registered parties, to correctly declare goods on their behalf.
However, just because the work is completed by an agent, this does not absolve the trader from the responsibility of ensuring that declarations are made correctly. Regardless of who does the work, the importer (or exporter) is solely responsible for whatever happens. The agent only has negligible liability placed on them when something goes wrong. So, what happens when an appointed agent fails to make the right declaration? HM Revenue and Customs (HMRC) can, through their audit system, actually identify when a mistake has been made. If this mistake (inadvertent or otherwise) has resulted in a shortfall of tax payments being made to the UK Treasury, then one of the functions of HMRC is to collect any outstanding amounts.
This can have serious implications for an organisation’s profit margin and cash flow.
Consequently, and partially to avoid the above scenario, but also to try and cut down on their workload caused by incorrectly completed entries, HMRC are keen that traders are aware of all declarations made on their behalf. The simplest and least expensive way that traders can do this is by ensuring that for every import and export made by them, they have copies of the corresponding import and export entries (C88) and that these are checked manually by someone in the organisation to ensure that the correct entry has been made.
Please note that this information, plus other accounting paperwork, needs to be kept for certain minimum periods to comply with statutory legal requirements. Most organisations keep records for 6 years, but it should be remembered that, in the event of a criminal investigation, trader’s records dating back 10 years may be used as evidence. Any record kept must be accurate and up to date; legible; readily accessible whether held on paper, computer, microfiche or microfilm and be available for inspection at all reasonable times.
Sometimes, however, traders find that Import and Export Entry declarations are not readily available from their agents, so (for a charge) HMRC can supply most of this information direct to the trader via their Management Support System (MSS). The MSS is an interfacing database with the CHIEF system and contains archived data for all cleared customs declarations for imports and exports. This data, which is collated under an organisation’s EORI number, includes information such as entry dates, commodity codes, Customs Procedure Codes (CPC), values of goods declared and taxes paid, and can be delivered electronically via e-mail (to a nominated person in the organisation) in the format of a downloadable Excel spreadsheet.
There are two things that should be noted about this system. First, not all information available can be released by HMRC, especially items which might compromise HMRC control activities. Secondly, in agreeing to this method of communication, HMRC are not liable to the trader for the security of the information once it has been transmitted via e-mail on the Internet.
If a trader does decide to sign up to this system, then they must do so for a minimum of 12 months. However, it is possible to have a single sample of one month’s import and export data made available without charge, to enable traders to assess whether or not the scheme is of benefit to them. The address to contact about this scheme is
Excise Customs Stamps and Money
10th Floor Central, Alexander House,
21 Victoria Avenue, Southend-on-Sea,
Essex, SS99 1AA
Its also possible to obtain copies of individual entries from the MSS team. The amount of information supplied is limited, which is why it is known as a Partial Entry, but the information supplied is usually the most pertinent. Data is held in the CHIEF MSS Database for 4 years only, so any enquires need to be made within this period. To request a copy, a Partial Entry Request form needs to be completed and sent (along with an original signed letter on business headed paper of the company owning the relevant EORI number) to the MSS Team at the above address. Both these documents must be signed by a responsible person of the business i.e. Owner, CFO, CEO, Partner, Company Secretary or Director.
This form, as well as additional information about the MSS scheme, can be downloaded from the HMRC website. Go to the Import and Export page and scroll down to the bottom to CHIEF. Enter this page and scroll down to the bottom to Management Support System (MSS) trade information.
By John D. Schulz, Contributing EditorMay 17, 2013
The pending changes in truck driver hours-of-service1 (HOS) regulations will help drive trucking rates up between 4 and 10 percent in the coming year, analysts and trucking executives predict. John G. Larkin, the long-time respected transportation analyst for Stifel Nicolaus, Baltimore, says the truckload sector appears to be right on the cusp of a capacity shortfall, thanks in part to HOS changes coming on July 1. Those changes, the fifth such tweak to HOS regs since 2003, will require drivers to take at least a 30-minute break within eight hours of coming on duty. It also limits the 34-hour restart provision, unless that time off includes two such breaks between 1 a.m. and 5 a.m. It may not sound like much and Washington bureaucrats within the Federal Motor Carrier Safety Administration say the change is both necessary and slight, but truckers and operations personnel working the day-to-day matrix of building full truckloads with sufficient numbers of drivers say the change is meaningful and costly. Todd Spencer, executive director of the Owner-Operator Independent Driver Association (OOIDA) said recently that HOS changes could cost the industry between 5 and 10 percent in lost productivity. Schneider National, the nation s second-largest TL carrier, is privately forecasting HOS will cost the company between 2 and 4 percent in productivity. Truth is, nobody knows for certain until the impact of the July 1 HOS changes are fully digested by the carriers and shipper community. The changes are coming despite a united front of opposition to the new regs. In a rare show of trucking unity, OOIDA joined forces with the likes of American Trucking Associations, NASSTRAC and the National Industrial Transportation League, among others, in opposing the rules. The ATA recently lost a legal challenge as it sought to delay implementation of the new rules, which it estimated would cost the industry in excess of $350 million just in preparation compliance costs, such as reprogramming computers and load matching software in the industry. Some things will have to change, said Mark Rourke, president of transportation services for Schneider National. Depending on city pairs and destination, some freight will have no impact. There are a lot of different numbers. I would put this at between 2 and 4 percent rate increases. It s still another rock in ruck set. It s a big deal, Rourke concluded. It changes our work configurations. Long-haul carriers with lengths of haul in excess of 1,000 miles will see more impact from the HOS changes than carriers with more regional freight in their accounts. Dedicated freight operations might suffer slightly more because they were designed with the idea of maximizing the drivers 11 hours of driving within a 15-hour work day. Effective July 1, that work day becomes effectively 14 and a-half hours or less.
Some truckload executives say privately the loss of productivity will mean more than simply a half-hour lost in on duty time. The 30-minute breaks are a mandated minimum; it s entirely possible some drivers may take longer breaks costing carriers and shippers even more lost productivity. Richard Mikes, managing general partner of Transport Capital Partners and former executive for Ruan Transport, a leading Iowa-based TL carrier, said recently there is no question rate increases will accelerate, at least partially because of the HOS changes. I look for a bump (in rates), Mikes said recently. If there s going to be a pop in rates, it will come sooner rather than later. The reason is tight capacity, Mikes added. Whether the lost productivity costs is 2 or 4 percent, That s a big number when you in as close a balance as we are. In July and August when the normal seasonal pattern kicks up in during the third quarter, we re going to have more than that normal bump-up. Mikes said other new regulations coming out of Washington including FMCSA s Compliance, Safety Accountability initiative is causing carriers to pay more for drivers if they can find them
Drivers are scarce independent contractors are scarcer, Mikes said. There s no two ways around that. But Mikes says it s more than a driver shortage. The trucking industry, he said, is short of mechanics, operations and front office people. HOS is just exacerbating the driver shortage. When the rate increases start is anyone s guess. Carriers had trouble with costs outstripping pricing last year. Analysts say if HOS affects the industry as they believe it will, costs will sharply rise for the second half of 2013. FMCSA rule impacts are already noticeable with respect to shrinking the pool of acceptable quality, compliant drivers. The HOS rule changes may not have teeth until electronic onboard recorders (EOBRs) are mandated next year. That will make enforcement of HOS that much easier and tough to cheat. That in turn will affect capacity, which already is basically at full. On any given day, it s pretty close to equilibrium, Scheider s Rourke says.
Some TL executives say privately the loss of productivity will mean more than simply a half-hour lost in on duty time. The 30-minute breaks are a mandated minimum; it s entirely possible some drivers may take longer breaks costing carriers and shippers even more lost productivity. Richard Mikes, managing general partner of Transport Capital Partners and former executive for Ruan Transport, a leading Iowa-based TL carrier, said recently there is no question rate increases will accelerate, at least partially because of the HOS changes. I look for a bump (in rates), Mikes said recently. If there s going to be a pop in rates, it will come sooner rather than later. The reason is tight capacity, Mikes added. Whether the lost productivity costs is 2 or 4 percent, That s a big number when you in as close a balance as we are. In July and August when the normal seasonal pattern kicks up in during the third quarter, we re going to have more than that normal bump-up. Mikes said other new regulations coming out of Washington including FMCSA s Compliance, Safety Accountability initiative is causing carriers to pay more for drivers if they can find them
Drivers are scarce independent contractors are scarcer, Mikes said. There s no two ways around that. But Mikes says it s more than a driver shortage. The trucking industry, he said, is short of mechanics, operations and front office people. HOS is just exacerbating the driver shortage. When the rate increases start is anyone s guess. Carriers had trouble with costs outstripping pricing last year. Analysts say if HOS affects the industry as they believe it will, then costs will sharply rise for the second half of 2013. FMCSA rule impacts are already noticeable with respect to shrinking the pool of acceptable quality, compliant drivers. The HOS rule changes may not have teeth until electronic onboard recorders (EOBRs) are mandated next year. That will make enforcement of HOS that much easier and tough to cheat. That in turn will affect capacity, which already is basically at full. On any given day, it s pretty close to equilibrium, Scheider s Rourke says. Rourke admitted because there have been so many changes to HOS in the past decade there is some fatigue on this issue. A lot of shippers are saying, `I ll just wait and see what happens and figure out from there. But all the carriers are assuming it s going into effect (on July 1). We re spending the money. We re all there. Carrier officials say shippers have to be prepared to eliminate or reduce as much wasteful freight within a carriers network. Because time is literally money, few carriers will have the luxury of wasting time at a shippers dock once the new HOS regs come on line. Shippers are being very receptive, Rourke said. That s because they re finding if it s wasteful, we re not going to haul it. I can t speak for community at large, but others would say the same thing. That mitigates driver availability. Shippers requiring more time to handle their freight ought to be prepared to may even higher than normal rate increases, carriers say. The market place will penalize those who don t change, they say. John White, executive vice president sales and marketing for U.S. Xpress, the nation s fifth-largest TL carrier, said he was hoping the new HOS changes would be halted by either the courts or Congress. But he conceded recently, It will probably go through. We have some concerns about impact but it s difficult to emphatically state what the overall impact will be, White told LM. We ll be ready to go July 1. We re running test fleets to see what impact will be. But there isn t anyone who can say what certain activities will become more expensive after July 1. A good guess would be that multi-stop freight and that which requires drivers to unload the truck will see the biggest percentage rate increases after July 1. The biggest issue educating the customer and teaching them how to have empty trailer for us when we arrive, he said. Sometimes a trailer is not unloaded in timely fashion. So we have to leave that dock with no trailer. I can t afford that activity any longer. We can t afford that on July 2. Time becomes more critical because we have less of it, White concluded.
Truro, Nova Scotia, May 15, 2013 Workers and employers in the trucking industry can look forward to learning more about improving safety and increased productivity as a result of funding provided by the Government of Canada. The announcement was made by Scott Armstrong, Member of Parliament for Cumberland-Colchester-Musquodoboit Valley, on behalf of the Honourable Diane Finley, Minister of Human Resources and Skills Development.
Our government s top priorities are creating jobs, economic growth and long-term prosperity, said Mr. Armstrong. The Government of Canada and the trucking industry are partnering to ensure more employees have the essential skills required to succeed in today s economy.
Trucking Human Resource Sector Council Atlantic is receiving over $640,000 from the Adult Learning, Literacy and Essential Skills Program to undertake a study of literacy and essential skills levels among employees in the trucking industry. The study will allow the industry to better assess the impact of literacy and essential skills on safety, productivity and employment patterns. From this study, a toolkit will be developed to help employers address essential skills challenges in the workplace.
Our organization is very proud to be leading this exciting initiative, said Kelly Henderson, Executive Director of Trucking Human Resource Sector Council Atlantic. We are aware that low essential skills levels can impact safety performance. This project will allow us to work with multiple partners, including the Province of Nova Scotia, to explore this relationship and identify a plan companies will be able to implement.
The trucking industry will need 30 000 more qualified workers by 2015. Increased literacy levels in the industry will become increasingly important to both safety and productivity as technology becomes more complex, and this project will help employers meet their current and future human resources needs.
Economic Action Plan 2013 introduces a number of measures to connect Canadians with available jobs and equip them with the skills and training they need. These include the Canada Job Grant, creating opportunities for apprentices and providing support to under-represented groups such as persons with disabilities, youth, Aboriginal people and newcomers.
– 30 -
This news release is available in alternative formats on request.
For further information (media only):
Jan O Driscoll
Office of Minister Finley
IF THERE IS A DISCREPANCY BETWEEN ANY PRINTED VERSION AND THE ELECTRONIC VERSION OF THIS NEWS RELEASE, THE ELECTRONIC VERSION WILL PREVAIL.
The Office of Literacy and Essential Skills
In 2007, the Government of Canada created the Office of Literacy and Essential Skills (OLES) to provide adult Canadians with the knowledge and skills they need to enter and succeed in the job market.
Through the OLES, the Government works in partnership with provincial and territorial governments, employers and community organizations to provide Canadians with the tools and resources they need to take advantage of job opportunities, contribute to their communities and share in the country s prosperity.
OLES provides funding through the Adult Learning, Literacy and Essential Skills Program.
The four winners of Seedcamp Week Berlin1 were announced yesterday at the mentoring event taking place at art and coworking space The Wye2, representing a spread of startups from trucking logistics to porn for fishing .
In addition to a move to Seedcamp s base at Google Campus in London, where they will join the full year-long programme and an extensive US roadtrip, they will also receive investment from Seedcamp and access to the incubator s network of more than 2,000 mentors and investors around the world.
With Mini Seedcamps already spread to Belgrade, Kiev, Amsterdam, Istanbul, Tel Aviv and Stockholm, Europe s influential micro-seed investment and mentoring programme has heard pitches from a huge range of startups. The new Seedcamp family members are from Nottingham, Stockholm, Belgrade and Istanbul (a new territory for Seedcamp):
Vuk Nikoli and Vuka in Stojkov from Serbia founded Truck Track3. Vuk s family have owned a small a trucking business for 15 years, and as a boy he built an online system for his mother to manage the dozen or so documents needed for each single shipping route. It worked so well she started selling it to other trucking companies.
Vuk has already worked on two previous startups, and his partner Vuka in is already a major figure in the Serbian tech scene, running the NGO SEE ICT4, which has helped build the startup ecosystem in Serbia.
In a completely different space, Smartward5 s founders claim that their app will save lives. A task management application for hospitals, it s designed to reduce human error, specifically when patients are handed over between doctors. Dr Michelle Teo, founder and qualified medical doctor, claims that every 48 hours around 1,000 people around the world die due to human errors in hospitals, often due to these sheets getting lost, which cause important tasks to get delayed or overlooked.
The product is beginning a trial in an NHS hospital, which will be critical to prove their concept, and they have a very impressive advisory board to carry them forward alongside Seedcamp.
The third winner, Countly6 from Turkey is a real-time mobile analytics tool, offering clients a detailed insight into the movements and actions of users within a mobile app. Countly is open source and is currently looking for for translators in Danish, Polish, Portuguese, Hungarian and 10+ other languages, to take their product global.
Onur Soner, founder, discussed how dynamic Istanbul is for a startup founders, and how the ecosystem helped him develop this idea.
Finally, FishBrain7 from Sweden, was described as porn for people who love fishing . It provides a social platform for anglers to post photos of fish they ve caught and brag on their success. It also uses everything from weather data to feedback on success rates for different baits to help anglers catch bigger and better fish.
For related articles, check out:
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Posted on 14, May 2013
According to statistics from ICEX, Idescat, The World Trade Organization and the Export1 Climate survey from ACC1 ‘, over 45,000 Catalan companies were encouraged to export their products in 2012 and of these, approximately 14,000 are regular exporters today. This means that currently, exports represent a 28,1% of the Catalan GDP and it is estimated that this percentage will continue to increase in the coming years so entrepreneurs will increase their interest in sell and promote their products in other countries, especially in emerging markets such as Latin America, where the economic growth is evident.
During 2012 Catalan exports to Latin America increased a 21% being the main recipient countries Argentina, Venezuela, Mexico2, Peru and Colombia. It is also estimated that although most of the exports are from major Catalan companies, Latin America represents a great opportunity for small and medium businesses that intend to extend their export process and can take advantage of the catalan prestige that large enterprises have left in this area.
The main export sectors are chemicals and pharmaceuticals with 25.9%, automotive with 16.5%, agri-food with 11.6%, textile, metallurgical and machinery with a 6.4% each, and finally the electricity sector with 4.7% With the publication of this figures, the Catalan Government seeks to encourage other sector and entrepreneurs to increase their exports.
Tuscor Lloyds is a global freight forwarder and shipping agent specialising in the transportation of project cargoes. Our team of break bulk, out of gauge, abnormal load and multimodal specialists have the skills and resources to transport cargo to some of the worlds most remote destinations.
Once the goods leave your production line, packed and ready for shipment, the Freight Forwarder takes over. But before the first container departs (by air1 or sea2 or any other means), the Forwarder and the Forwardee must have already made an accounting of risks and agreed upon the coverage and liabilities of both parties.
Here are some things to remember from both ends:
The Freight Forwarders
- Must make it their responsibility to clarify to their clients the trading conditions they have as a Freight Forwarder under which (trading conditions established) any service is provided and usually include limiting the forwarder s liability in the event of a claim against them. Failure to do this could leave the forwarder with unlimited liability – which could prove very costly. (From lichfielddc.gov.uk3)
- The Forwarder who arranges to transport the customers cargo, even if he does not move or handle the goods physically, can still be held liable for damages, especially if they are Operating a warehouse and performing local cartage services which creates a legal responsibility for the cargo while it is in your custody. (From Roanoke Trade4, International Insurance Brokers since 1935)
- On behalf of their clients, a Forwarder acts to get their goods in the best possible condition to a destination on time. They are responsible for booking with the entities involved in the shipment process, while other responsibilities include preparing and checking bills of carriage, arranging insurance, ensuring the lowest possible customs charges are levied and where necessary arranging storage. (From gov.uk)
Image courtesy of franky242 / FreeDigitalPhotos.
- The Freight Forwarder is also responsible for getting further instructions and details from the customer before shipping, controlling the documentations6 and releasing of them, managing subcontractors, cargo security and insurance as well as handling dangerous or fragile goods. They must have control and care over the cargo from its point of origin to arrival. (From lichfielddc.gov.uk7)
- The non arrival of a cargo, the later arrival of a cargo or the arrival of damaged cargo, usually entails legal claims against the entities in the logistics chain including the international freight forwarder. (From gsglaw.co.il8)
The Client or Customer
- Must know that not all goods can be insured and that hiring a Forwarder does not immediately guarantee automatic insurance. Some claims can be easy to invalidate the benefits of limited liability through carelessness or ignorance. Also, some risks are uninsurable such as losses caused by terrorism. (From lichfielddc.gov.uk9)
- Cost may differ from expected when getting goods transported, and all transport is subject to national and international laws, and each mode has its own legal regulations that limit the liability of the carrier. (From gov.uk10)
- That it may not be entirely the Freight Forwarder s fault in the case of loss or damage. Where goods are lost or damaged, it is possible that someone during the transportation has been negligent. If there has been negligence, there is likely to be a demand for compensation. The damage or loss might not have been the fault of the forwarder, but if it was caused by someone the forwarder is responsible for such as a subcontractor they will be liable as if it were. (Also from gov.uk)
Image courtesy of Stuart Miles / FreeDigitalPhotos.net
- A client is responsible for supplying the Forwarder with complete and accurate information. The Customer shall be liable to the Freight Forwarder for all loss or damage, costs, expenses and official charges resulting from the Customer s inaccurate or incomplete information or instructions or the handing over by the Customer or any person acting on his behalf to the Freight Forwarder. So all goods must be accurately declared, all particular details clearly stated and, if there are dangerous or fragile cargo involved, the Forwarder must be made aware as well. (From transportrecht.org12)
- It is the Client s responsibility to pay the Forwarder what is due, as agreed, invoiced or contracted. But in the case of unforeseen circumstances whilst transporting the goods, when the Forwarder acts in the best interest of the Customer (to protect the shipment in question), extra costs and charges have to be borne by the Customer . (Also from transportrecht.org13)
- ^ air (www.icecargo.com.au)
- ^ sea (www.icecargo.com.au)
- ^ lichfielddc.gov.uk (www2.lichfielddc.gov.uk)
- ^ Roanoke Trade (www.roanoketrade.com)
- ^ gov.uk (www.gov.uk)
- ^ documentations (www.icecargo.com.au)
- ^ lichfielddc.gov.uk (www2.lichfielddc.gov.uk)
- ^ gsglaw.co.il (www.gsglaw.co.il)
- ^ lichfielddc.gov.uk (www2.lichfielddc.gov.uk)
- ^ gov.uk (www.gov.uk)
- ^ gov.uk (www.gov.uk)
- ^ transportrecht.org (www.transportrecht.org)
- ^ transportrecht.org (www.transportrecht.org)
I m sure many American drivers can empathize with this headline from the NewstalkZB website1, a New Zealand-based news and talk radio station: Trucking industry fears being decimated by Govt rule changes2 .
No, it s not hours of service implementation, CSA-like programs or highway funding. The rule change is instead a change in work visa qualifications that would prohibit overseas truck drivers from gaining the ability to enter New Zealand and work as a truck driver.
The fear of the New Zealand Trucking Association is in many ways the opposite of some of the fears of American workers, who think they ll be undermined by too many foreign workers. According to the New Zealand Trucking Association, however, the country s trucking industry could be in ruin without the immigrant drivers it needs.
To a similar point, the American Trucking Associations has been saying a truck driver shortage in the U.S. is of looming concern, though that point is certainly debatable in the driver community See Todd Dills Channel 19 entry from March 2 for an interesting take on that issue.3
NewstalkZB s headline, however, caught my eye not because the trucking industry is upset with government rule changes, but because the trucking industry in question is on the other side of the world and for all intents and purposes is completely disconnected from the American trucking industry.
There, though, the trucking industry largely runs on truck drivers hailing from outside of New Zealand, as, according to NewstalkZB s article4, 80 percent of drivers in some companies are in the country on work visas. The idea behind New Zealand s rule change was that if trucking fleets could no longer hire immigrant workers to drive, then they would be forced to hire and train from the pool of unemployed New Zealanders.
Nonetheless, maybe the American trucking industry, including drivers, can take a small bit of solace knowing they re not the only drivers in the world feeling uncertainty and pressure from regulatory changes.
- ^ NewstalkZB website (www.newstalkzb.co.nz)
- ^ Trucking industry fears being decimated by Govt rule changes (www.newstalkzb.co.nz)
- ^ See Todd Dills Channel 19 entry from March 2 for an interesting take on that issue. (www.overdriveonline.com)
- ^ according to NewstalkZB s article (www.newstalkzb.co.nz)
05/06/2013 03:28:18 PM EST
A D.C. Circuit panel on Monday mulled whether the U.S. Department of Transportation can exempt Canadian and Mexican drivers participating in a cross-border trucking program from medical examinations, with two judges suggesting the agency may need to issue additional regulations before the program can move forward. Read More…1
In FMCSA s Safety Measurement System, this symbol indicates a carrier s ranking in a certain BASIC has exceeded the intervention or alert threshold, marking the carrier for investigative action.
The passenger-carrying world got one heck of a Valentine from the Federal Motor Carrier Safety Administration this year with the Feb. 14 announcement of new efforts to intervene with a group of a couple hundred bus companies it d deemed high risk. The agency would be deploying teams on a national safety sweep.
Those quick strike teams training concluded in early April, and the sweep is well under way. The agency reported early results of Operation Quick Strike, their terminology for the sweep, in a press release issued May 2. The operation had shut down three bus fleets after its deployment of 50 specially trained safety investigators targeting high-risk passenger carriers.
We are committed to taking unsafe bus companies off the road, said U.S. Transportation Secretary Ray LaHood. We will take swift action against companies that ignore our federal safety regulations.
An FMCSA official speaking on background made note that truck fleets could be certain that lessons learned from the experience also would be applied to them and sooner than later.
A carrier is high-risk if
1. Its ranking in the Unsafe Driving, Hours of Service Compliance or Crash Indicator BASIC exceeds 85 and2. It has a ranking above intervention/ alert threshold in one other BASIC.Or1. It has ranking above intervention/ alert threshold in four or more SMS BASICs.
Agency Transportation Specialist Courtney Stevenson outlined the parameters that define high-risk carriers relative to the Compliance, Safety, Accountability compliance ranking system for attendees of the Commercial Vehicle Safety Alliance workshop April 22 in Louisville, Ky. FMCSA has a congressional mandate that we investigate high-risk motor carriers, she said. A high-risk carrier is one that has a Crash or Hours of Service or Unsafe Driving Behavioral Analysis and Safety Improvement Category, or BASIC, ranking greater than 85, plus another BASIC above the intervention/alert threshold. And, she added, any company with four or more BASICs above threshold is also considered high-risk.
Working with CCJ and RigDig Business Intelligence, a division of Overdrive publisher Randall-Reilly Business Media, we analyzed crash data over years 2010-12 and inspection and scoring data covering CSA s first two years. Find further Crashes and interventions installments via this page2 in the coming weeks.
Given that 14 percent of all independent owner-operators show at least one ranking in a BASIC in the CSA Safety Measurement System and the average owner-operator ranking in the Unsafe Driving BASIC is 91, well above both the intervention and high-risk threshold, and 73 in Hours of Service (also above intervention threshold), FMCSA could have their work cut out for them if and when Quick Strike moves into the trucking world. (Get comprehensive data on inspection/scoring in carrier size groupings for all segments in this story from March 2013.4)
Do everything in your power to avoid traffic and inspection violations to keep scores either nonexistent or low.
- ^ The fault handicap (www.overdriveonline.com)
- ^ via this page (overdriveonline.com)
- ^ not accounting for crash fault, as we ve reported (www.overdriveonline.com)
- ^ Get comprehensive data on inspection/scoring in carrier size groupings for all segments in this story from March 2013. (www.overdriveonline.com)
- ^ via our interactive site here (overdriveonline.com)