KEY POINTS YOU NEED TO KNOW Drivers need to do TLIF1007C Apply Fatigue Management Strategies to increase driving hours from 12 to 14 hours. This course will only increase your hours for those drivers who work for an employer who is accredited in the Basic Fatigue Management scheme with their local roads authority eg, VicRoads, RTA, Queensland Transport. If they are not, they need to get accredited following the points below and AlertForce can help you with that. If you are an employer of drivers, or an owner-driver who contracts to several companies, you get accredited by putting together a comprehensive Fatigue Management policies and procedures system, training your allocators in TLIF6307A Administer the implementation of Fatigue Management Strategies and having an Heavy Vehicle auditor sign off on your system. Driver medicals need to be taken, with a copy supplied to the employer, every 3 years under the age of 50 and annually after 50. The following tables are taken from our Fatigue Management course and show you the rules behind the Standard Fatigue Management (SFM) Scheme and Basic Fatigue Management (BFM) Scheme. REMEMBER WE ARE HERE TO HELP CALL US OBLIGATION FREE TO DISCUSS YOUR REQUIREMENTS on 1300 627 246. AlertForce Fatigue Management Risk Compliance Outline Version 1 (June 2010) Page 1
TIME WORK REST In any period of... A driver must not work for more than a MAXIMUM of... And must have the rest of that period off work with at least a MINIMUM rest break of... 5 ½ hours 5 ¼ hours work time 15 continuous minutes rest time 8 hours 7 ½ hours work time 11 hours 10 hours work time 24 hours 12 hours work time 7 days 72 hours work time 14 days 144 hours work time 30 minutes rest time in blocks of 15 continuous minutes 60 minutes rest time in blocks of 15 continuous minutes 7 continuous hours stationary rest time1 24 continuous hours stationary rest time 2 x night rest breaks2 and 2 x night rest breaks taken on consecutive days Stationary rest time is the time a driver spends out of a regulated heavy vehicle or in an approved sleeper berth of a stationary regulated heavy vehicle. Night rest breaks are 7 continuous hours stationary rest time taken between the hours of 10pm on a day and 8am on the next day (using the time zone of the base of the driver) or a 24 continuous hours stationary rest break. AlertForce Fatigue Management Risk Compliance Outline Version 1 (June 2010) Page 2
TIME WORK REST In any period of... And must have the rest of that A driver must not work for more period off work with at least a than a MAXIMUM of... MINIMUM rest break of... 6 ¼ hours 6 hours work time 15 continuous rest time 9 hours 8 ½ hours work time 30 minutes rest time in blocks of 15 continuous minutes 12 hours 11 hours work time 60 minutes rest time in blocks of 15 continuous minutes 24 hours 14 hours work time 7 continuous hours stationary rest time 1 7 days 36 hours long/night work time 2 14 days 144 hours work time 24 hours continuous rest time taken after no more than 84 hours work time and 24 continuous hours stationary rest time and 2 x night rest breaks 3 and 2 x night rest breaks taken on consecutive days Stationary rest time is the time a driver spends out of a regulated heavy vehicle or in an approved sleeper berth of a stationary regulated heavy vehicle. Long/night work time is any work time in excess of 12 hours in a 24 hour period or any work time between midnight and 6am (or the equivalent hours in the time zone of the base of a driver). Night rest breaks are 7 continuous hours stationary rest time taken between the hours of 10pm on a day and 8 am on the next day (using the time zone of the base of the driver) or a 24 continuous hours stationary rest break. AlertForce Fatigue Management Risk Compliance Outline Version 1 (June 2010) Page 3
Day Hours Worked in One Shift Hours Worked in One Shift (showing night and long hours) Night Hours Worked (Midnight to 6am) Long Hours Worked (Hours worked over 12 hours in 24 hours) Accumulated Night and Long Hours worked in any 24 hours Total Accumulated Night & Long Hours worked in a 7 day period 1 13 5 +1 =6 6 2 14 6 2 +8 14 3 13 5 1 +6 20 4 13 5 1 +6 26 5 13 5 1 +6 32 6 13 3 1 +4 36 7 Day/Night Off +0 =36 8 Day/Night Off 0 30 9 13 5 1 +6 28 10 14 6 2 +8 30 11 14 6 2 +8 32 12 13 5 1 +6 32 13 Day/Night Off +0 28 14 Day/Night Off +0 =28 AlertForce Fatigue Management Risk Compliance Outline Version 1 (June 2010) Page 4
MOST LIKELY FATIGUE CONSEQUENCE Definitely will occur Likely to occur LIKELIHOOD Unlikely to occur Won t occur High levels of fatigue (eg drowsiness, micro sleeps Medium levels of fatigue (eg loss of alertness, slwed reactions) Low levels of fatigue (eg. Slight tiredness) No fatigue AlertForce Fatigue Management Risk Compliance Outline Version 1 (June 2010) Page 5
Low Fatigue Risk Medium Fatigue Risk High Fatigue Risk Regular short shifts with little night work Schedules build in time for typical delays All trips avoid driving at low alertness periods (ie., night, early morning) Rosters ensure at least a week s notice to prepare for upcoming schedules Short breaks are taken frequently and from early in the shift Drivers are able to sleep at night in own bed Drivers almost always get 7-8 hours continuous sleep per night Regular shifts Schedules allow some flexibility for delays Some trips during low alertness periods Rosters allow a few days notice for upcoming schedules Short breaks taken only at end of allowed maximum driving period Drivers sometimes sleep at night and usually in own bed, or always at night but in vehicle/motel Drivers sometimes get 7-8 hours sleep Unpredictable or long shifts with lots of night work Schedules do not allow any time for delays Most trips during low alertness periods Notice for schedule changes do not allow an opportunity for good quality rest Short breaks not always taken Drivers rarely sleep at night and usually in vehicle Drivers rarely get 7-8 hours sleep AlertForce Fatigue Management Risk Compliance Outline Version 1 (June 2010) Page 6
1. 2. 3. 4. 5. 6. Elimination If you can schedule work that results in reduced pressure on drivers to meet schedules in a variety of work circumstances then the driver is less likely to become fatigued. It is not possible to totally eliminate fatigue in the supply chain industry. Substitution For long trips an example of substitution could be to provide a change of driver half way through the trip. This minimizes one driver doing long hours but often impacts on the performance of the vehicle. This control measure is not available for solo operators. Isolation Rest areas and accommodation for drivers should be planned where the driver will get good quality sleep away from heavy traffic noise or busy streets. Engineering Controls The seating and equipment in many vehicles now is to a high standard and considers posture and ergonomics. This ensures that the comfort of the driver is considered and should minimize fatigue. In addition to this many software systems and communication systems can advise drivers where delays can be expected so they can reschedule their breaks to take this into consideration. Some companies have replacement drivers to perform loading and unloading duties. Administrative Controls Procedures should be in place to ensure that drivers are fully trained and instructed in all the required workplace processes to safely drive their vehicle. This should also ensure the driver is fit for duty as part of a planning process. PPE & Equipment Under legislation all employers are to provide personal protective equipment and aids to assist in performing work in a safe and responsible manner. Most truck drivers would be required to wear safety boots, high visibility vests or clothing, gloves and sunglasses. Sunburn cream should also be provided if the company uniform is short sleeved. Hats or caps are often worn to protect the head. In summary, the Manager or fleet controller should ensure that the driver has the necessary PPE & Equipment to perform the tasks safely. AlertForce Fatigue Management Risk Compliance Outline Version 1 (June 2010) Page 7