Managing drivers & employer risk - how’s your fleet confidence?
32m
·
Let‘s Talk Fleet Risk
·
Simon: Welcome to this edition of Let’s Talk Fleet Risk – a podcast for those who manage drivers and their vehicles and want to reduce road risk in their organisation.
Hi everyone, and welcome to Let’s Talk Fleet Risk. My guest for this episode of the podcast is Peter Golding, who is the Founder and Managing Director of fleet management software specialists FleetCheck. Peter, welcome to the podcast.
Peter: Thank you Simon.
Simon: Now, a little-known fact is that FleetCheck was actually the first commercial organisation that partnered with Driving for Better Business. When I started as campaign manager way back in 2016, I wanted to create a useful online resource that would help engage our audience of Fleet Safety Managers. I’d already known Peter for a few years by then and the new FleetCheck had created an online Fleet Management questionnaire some years previously – but it wasn’t being heavily promoted, and needed updating.
Peter and I rewrote the questions, FleetCheck’s IT team did the programming for us and we relaunched it as the Driving for Better Business Gap Analysis, in partnership with FleetCheck. It’s now been through a couple of major updates since then, but our current Gap Analysis still has that original work at its core.
So, Peter, you’ve always put helping Fleet Managers in this type of way at the forefront of the FleetCheck ethos. So where does that come from?
Peter: Well, Simon, thank you – and I appreciate the opportunity of being on this podcast. For me, I suppose it sort of started with the 10 years at the beginning of my career working within the main dealer network, and experiencing the service sector. But really predominantly from the 15 years’ experience of running my own garages. During that time I’d come across hundreds and hundreds of businesses who we supported – it was obvious we were very essential to them maintaining their fleet. What I identified from that is there are literally tens of thousands of businesses out there who really are unaware of the challenges they have. In my industry, there are some very good software solutions out there – they were very much geared around the larger fleet operators.
At the heart of what we wanted to do with FleetCheck is be the voice of the SME. To build something really designed for the small to medium sized fleet operator. We focussed massively on the commercial vehicle fleet – so we look at the van and truck side, but especially the van side because it’s the area that is most often ignored. I wanted to create something that was intuitive and easy to use, and really help the sector that were ignored, in my opinion. And now I’m delighted to say we are the leading provider of support to the SME of fleet operators in the UK.
Simon: Yeah, and I can vouch for that because prior to DfBB I ran two small fleets; one with just a handful and then a second company which had about 10-12 cars. And this information just wasn’t available to me at the time. I wasn’t aware of the responsibilities. And it was very difficult to find that help and support. And what you’ve just been outlining would have been hugely helpful to me in both of those roles.
But another project we worked together on more recently – probably a couple of years ago now, when we originally launched it – is the Fleet Confidence Challenge, a free online course containing over 30 short videos in 3 modules. I think it takes just under a couple of hours to get through all of them.
The first module tells the story of a van driver involved in a serious accident with a car driver and a cyclist. And it goes on to examine where both the driver and the employer were at fault. And we use this scenario as the basis for a mock trial presentation that we did just last month – a mock trial prosecution of a company. Why did you want to create the challenge, and why did you ask us to get involved?
Peter: Well, I think one of the biggest issues is that the individuals that often operate fleets… some of them are in the wrong place at the wrong time, and they have an interest in vehicles and they’ve been given the job of fleet or vehicles – management of the drivers – alongside their other roles. So what we have there is a challenge, where often the businesses that rely very much on these vehicles are being managed by somebody who hasn’t necessarily been given the formal training required or hasn’t got the time available to be able to properly and fully understand the implications.
What I wanted to do was created something intuitive and easy to engage with, and something relevant to the sector we were talking to. There’s been some fantastic work that’s been done previously, and I’ve seen information that can be associated with some very serious situations – the corporate manslaughter situations were, and still are, very prevalent – but it doesn’t apply necessarily to everyday events. And the challenge we wanted to create was something that every single business could easily experience.
Why with DfBB? Well, as you’ve already said Simon, I’m delighted with the work we’ve already done with you over so many years. And it seemed a really good fit working with you and creating something free-of-charge that was really a help to educate fleet operators – who, as I say, may not necessarily be trained. And maybe look at the sort of scenarios they might experience and identify perhaps the areas that they may not have initially thought about. So that was really at the heart of it – to provide an education tool that was free-of-charge and easily accessible to anyone who wanted it.
Simon: And it’s an interesting point, about the distinction between fatalities and injuries – obviously with the very big fleets in the country there is a statistical likelihood that they will have to deal with fatalities at some point, often more than one a year. But with the majority of companies with a small or medium-sized fleet, that’s possibly something they’ll never experience. The scenario we picked was about an injury collision with a cyclist, and we used that to our advantage with the mock trial, because there was a recent introduction of a new offence which is Causing Serious Injury by either Careless or Dangerous Driving, depending on the severity of the offence. And that makes it much more realistic to fleets, doesn’t it? Because according to government statistics, there’s about 40,000 a year of those.
Peter: Yeah, and I think that’s one of the important parts of it. When you look at the very small number of prosecutions for very, very serious accidents which escalate to the courts, if you look at serious injuries – I think, as you say, it’s in its thousands – but almost every business you talk to, even the smallest one, will have a driver running into the back of somebody at some stage, or reversing into a post, or maybe having a complaint from the general public. So we wanted to make it real, and as you say, I think the headline interests really were large corporate events and activities. But this is really designed to make it relevant to anyone, regardless of the size of the fleet they’re operating.
Simon: Obviously I’ve mentioned this mock trial presentation a couple of times now. It was at a 3-day Health and Safety Conference and we’ve got a video of that now available on the DfBB website, under the Events tab at the top – look for ‘Health and Safety Event 2023’ and you’ll find that there. But the purpose of that session, Peter, was to highlight the importance of accurate record keeping. So, why is that so important in your view?
Peter: What you have to be able to recognise is that you need to be able to demonstrate to the authorities that you are running a safe and legal fleet. So many of the businesses we talk to, and now almost a majority of those we support and help, are really reliant on spreadsheets, fragmented data that may be on whiteboards… a lot of what we try to do is to give companies that confidence that they can rely very much on remote access to data that’s a holistic view of what they’re trying to do, rather than looking at it in this fragmented way.
Often businesses we talk to have got leased vehicles with maintenance, and there’s a misconception within a lot of fleet operators that we talk to that because they lease these vehicles and maintenance is provided as part of the lease, that the leasing company themselves are responsible for record keeping. That they’re responsible for these vehicles being maintained correctly. And what we reinforce with them is that if something were to happen and they have a serious event with a vehicle that wasn’t properly maintained then it would be them in court, not the lease company. So, having records and having accurate information so that you can be confident you know what needs be done and when – you can only do that with a robust audit trail. And it should stand up. And if companies are investing in spreadsheets, and investment in time is where we’re looking at it, then you are massively exposed. Data could be deleted or easily corrected within that format.
Simon: Yeah, there are a couple of really important points to reinforce there. While you can delegate the management of that risk, i.e. the maintenance of the leased vehicles to the leasing company, you cannot delegate the ownership of the risk. The company always has the ownership and the responsibility to make sure that risk is managed. And it doesn’t matter what you did to manage that risk, what matters is that you can prove you did it, which is why record keeping is so important. So what are the key things that records need to be kept for? Those responsible for driver and vehicle safety, what should the
The episode Managing drivers & employer risk - how’s your fleet confidence? from the podcast Let‘s Talk Fleet Risk has a duration of
32:15. It was first published
More episodes from Let‘s Talk Fleet Risk
Menopause: what you need to know & how to support
Show notes: Louise Clarkson, National Highways Customer Services
For this episode, I’m handing the reins over to my colleague, Anne-Marie Penny of National Highways and the Driving for Better Business Programme Manager. She’s talking to Louise Clarkson, who is Operational Assurance and Capability Business Services Team Leader for National Highways’ Customer Services Division.
Louise founded the Menopause and Hormonal Conditions Network for National Highways. This was a fascinating discussion covering how menopause can impact a woman’s ability to drive for work, the impact on a menopausal woman’s partner who may also drive for work, the need for a corporate menopause policy, sharing corporate best practice across different sectors, and finally, Louise’s award for the valuable work that she’s done to support others.
Are your drivers mentally ready to control a vehicle?
Simon: Hello everyone and welcome to Let’s Talk Fleet Risk. My guest today is James Tillyer, Managing Consultant at Transformotion, based in Ireland, who are specialists in immersive driver training.
Welcome to the podcast James.
James: Thanks Simon, it’s lovely to be here.
Simon: James – perhaps you could start by introducing yourself, and explaining a little bit about who you are and what Transformotion does?
James: Sure. Well, I’ve been involved in road transport for over 20 years now, and a lot of my time has been spent working on driver development – in terms of careers, training, and engagement.
For Transformotion, it’s a road transport consultancy and training developer. We work on projects that focus on things like vehicle autonomy, and what it means for the labour market, as well as driver training. In fact, our latest project is called Gaming DRV, championing the cause for distance learning in formal driver training. We’re also developing prototypes for games and gamification in general, particularly where driver CPC is concerned.
In addition to that, we also develop products for fleet managers, to help them manage vehicles and drivers. It’s a fairly unique service – or I like to think it is – where we build our bespoke toolbox talks, audits, that sort of thing. And that’s offered through a website called EasyFleetr.com.
And then finally, we develop immersive driver training. We use eye-tracking technology – which is a bit of a first in our sector. We use 360-degree video and drone footage to create really engaging visuals, which is all wrapped up into a classroom-based training course. And drivers get to use an interactive app where they improve their knowledge and attention, and it also reduces a lot of the tedious admin tasks because we’ve wrapped up things like feedback forms and ID checks within the app.
So, we do a fair bit, and we’ve wrapped that up into three sections.
Simon: Brilliant. This conversation came about because of a chat that you and I had a couple of months ago around driver wellbeing. At Driving for Better Business, we’ve been looking around a range of issues throughout the quarter that fall under the broad heading of ‘fitness to drive’. So, I was wondering what that term means to you?
James: I remember our conversation very well. I think you’ve hit the nail on the head with that – because it is a very broad term. And it’s sometimes quite difficult to pin down, but for me, it’s about being mentally ready to control a vehicle. A lot of the time, if we’ve got cramp, or a headache, or a cold, it’s quite clear. But it’s more difficult to know if we’re suffering from mental fatigue.
Simon: We know there are rules about how much time you can spend driving in any given day because the concentration required can take its toll over time. This issue of mental fatigue, it’s assuming your head is in the game to start with, isn’t it? If the driver’s got personal issues to deal with, what effect does that have?
James: It’s interesting because one thing we discovered with the immersive training is that through the eye-tracking tech, we can actually see how often a driver’s eye is looking in a certain direction. And the sheer volume of eye movements to point A to point B in a given journey is enormous – it’s huge. And a driver doesn’t realise it, because it’s an involuntary movement. But it goes some way to explain why a professional driver feels so exhausted at the end of the day. It’s not just the physical task of driving, it’s also what their brain is doing, and actually where they’re looking.
But in terms of personal issues, it’s very difficult for anyone to avoid thinking about the general rigours of life – I think we all appreciate that. But the result is almost always emotive. Things like anger, resentment, worry – they all come to the fore.
And in terms of what that means for driving – well that tends to lead to things like erratic driving, risk taking, distraction, speeding. All the negative stuff. And obviously those are really detrimental to the safety of the driver and other road users.
Simon: Just give us some examples of what those issues can be. What sort of issues are we talking about that drivers can bring into the cab with them?
James: It’s the ones you might expect. So generally speaking, health issues, money worries, relationships. But more than that, it can be the hum drum. Things like daydreaming about the latest box set, what’s for tea, or the next holiday – things like that. All of those factors create a distraction or brain fog that’s detrimental to driving.
We very often get into a car or van or truck or bus and we just drive – it’s very much an automated thing. We just switch to driver mode – and it’s fair to say that some do. But it’s not a natural given ability. An argument, for example, that happens at home tends to linger once you’re out and about. The issue can fester, and grow in your mind, and take over the rational part of your brain. When that happens, it’s an alarm – it’s a bit of an issue that can’t be reversed. Alternatively, as I said, worrying can cause the brain to become fogged. Which again, leads to late braking or poor judgment.
There are so many different factors, in terms of mental awareness, that have an impact on your driving.
Simon: You mentioned the eye tracker. Did you notice any trends with those eye movements that possibly – I don’t know whether you discussed the results with the drivers afterwards and were able to match up certain levels of distraction, or types of distraction, with the behaviour they were exhibiting and the eye movements. Were there any lessons you took out of that?
James: It’s very interesting because when you do the study on eye tracking and break down the eye movements, you have the benefit of being able to see – through heat maps and single points on a video – where exactly they’ve been looking and how often.
What we don’t really know is why. So, what we’ve done in the past is approach the driver and say “look, we’ve discovered that you’ve been doing this, do you know why it is?”. And more often than not, they don’t know. I’ll give you an example – we had a situation where we filmed a driver joining a motorway. As he was joining the motorway, he looked twice as much to his nearside than his offside. You’d think that doesn’t really make sense, because as you’re joining a motorway, you’d naturally look in your offside – looking for traffic and traffic flow, and where the gap is.
He said, “I don’t really know why I did that”, and we pinned it down to him being so focused on looking at the nearside because of left turns. This was an HGV, he very often drives in London, and his brain has almost tuned in to naturally look at the nearside as a way of protecting cyclists when they’re making left-hand turns. So, what we’ve discovered, is that naturally over time, the brain has been trained, but the awareness just isn’t there – because it becomes an automated response. That was quite interesting.
Simon: I can understand why that would be an automated response – he’s a professional driver and he’s doing it day-in, day-out. But of course, it’s important to remember that we’re not just talking about those drivers who spend all, or most, of the day on the road. There’s many of us – me included – who go out for occasional meetings too.
Presumably, those sorts of drivers are prone to the same sort of distractions – relationships at work that could affect you in the same way as relationships at home, worries about work or deadlines, in the same way as you might worry about health or money at home. Would that be true?
James: Absolutely. I think as an example, if you take a hands-free call, we all know that’s a well-known distraction. But how many of us actually think about the effect of the call, once that call has ended? The conversation may have been heated, for example – something you disagreed with. In which case, when you end that call, your emotions possibly take over your rational driving style. As a result of that discussion, your ability to drive may decrease – which means you increase the risk.
Something that I’ve researched before is called cognitive tunnelling – it sounds very scientific, and it certainly is, but the fundamentals of it are quite straightforward. Why cognitive tunnelling is important is that it often flies under the radar, but it’s the main cause of accidents involving human error. In a nutshell, it’s where the brain focuses on a single task or an issue, and neglects the other factors.
As an example: a driver is travelling on an unfamiliar road – which is often the case. They’re looking for an entrance. They’re so fixated with finding that entrance that things like a cyclist, or a tight bend, or warning alarms, become barely noticed or registered. Of course, what that does, is it means that through cognitive tunnelling, they’ve created risk for all other factors on the road. That’s one to really pin down, because there are so many risks involved there.
Simon: You raised an interesting point about finishing a call, and that still affecting your emotional state. A very good friend at the Driving for Better Business programme is Professor Gemma Briggs, a professor at the Open University who is one of the UK’s foremost experts on mobile phone distraction from driving. I had a discussion with her the other day, and she said your brain can take up to five minutes to disengage from that call because you’re still thinking about the content of that call, mulling over certain things – you’re not back in the game.
It's not a case that you end the call and you’re back concentrating on driving – your head is still out of the game for another five minutes after that.
James: I’m not surprised that that research has
Diabetes - a hidden epidemic for Driver Managers?
Welcome to Let's Talk Fleet Risk, a podcast for those who manage drivers and vehicles, and want to reduce road risk in their organisation. In this episode, I'm talking to Kate Walker, Managing Director of the Diabetes Safety Organisation.
We'll be discussing:
- Why Driver Safety Managers need to understand the hidden epidemic that is diabetes.
- When is diabetes a DVLA notifiable condition?
- The potential consequences of a typical on-the-road diet, enabling conversations with employees around driving with diabetes.
- Good practice for managing diabetes risk, and some resources to help.
Hello everyone and welcome to this edition of Let's Talk Fleet Risk. This quarter we're looking at various aspects of fitness to drive, and my guest today is Kate Walker, who is Managing Director of the Diabetes Safety Organisation.
Welcome to the podcast Kate.
Kate: Thanks for having me today, Simon.
Simon: Kate your website says that diabetes is a hidden epidemic leaving all companies exposed to increased absenteeism, increased risk of accidents, and therefore increased risk of company liability, so, why is that? And why does somebody who manages the safety of people who drive for work need to listen to this podcast?
Kate: I think it’s really important to address this epidemic of diabetes. I think it's hidden in several ways, so I don't think people necessarily living with it understand the complexity of it. And also, I think it's hidden in the workplace.
There's actually one in 12 in the working population living with diabetes and we've just hit 5 million people in the UK. And we can touch on some of the stats in a minute but in terms of your question around why, why is this important for a manager… I think we need to understand that diabetes is a known foreseeable risk in the workplace. And there is legislation that needs to be followed, which again, is often not understood – people think diabetes and they think medical, GPs. And I think there’s a lot of work that needs to be done around bringing this to light and removing the stigma, and also understanding the implications in the workplace.
We know that there are 5 million people with the condition. A further 12.6 million in the UK have pre-diabetes. So, these numbers are significant. And if people are unmanaged, time off of work increases, there is an increased risk of accidents from those who are undiagnosed, or those who are not necessarily managing it as well – we know it’s not always easy to get GP appointments, or the time and support that may be needed for people living with diabetes. And there's also the experience we have when we're going to companies – it's hard for people to come forward and share, because of the unknown. Are they going to lose their job? Is their job still safe? What are the requirements? You know, it’s either let's not get diagnosed and we never have to address it, or let's hide away from it – and that poses a risk in so many different ways. As an employer as well – and I think for any safety managers –there's a real need to understand the difference between the two types of diabetes, which we’ll come on to.
The right conversation needs to be had, also to understand that the Health and Safety at Work Act does come in here, and people, need to make sure they are managing this risk. People living with diabetes have to also comply with DVLA regulations, and they fit under the Equality Act because, more often than not, diabetes would be a disability. So, for all of those reasons, I think we really need to start a conversation around diabetes across the industry to make our roads safer and to help anyone who is living with it to feel safe to come forward, and really be able to share and understand that it's okay and safe to do so.
Simon: Before we started this discussion, I went on the DVLA's website just to see what they had to say about diabetes and notifiable conditions. And it said that if you have diabetes and you manage it with diet, it's not notifiable. But if you do need insulin, it is notifiable.
So am I right in thinking that if you're treating with insulin, it's type one, if you're treating with diet, it's type two. And if so, what's the difference? And I guess, how do you come to have diabetes?
Kate: So no, it's not only type one on insulin. And again, this question alone, I think really raises a good question of how can we have the right conversation in the workplace if we don't understand diabetes and the two variations here?
So, type one people living with diabetes often are frustrated. So, type one diabetes is an autoimmune disease – at some point, their body had a reaction and now their pancreas, which produces insulin, no longer works. And of the 5 million, only 4% - about 400,000 – are living with type one diabetes. Predominantly everybody else is living with type two. In my experience, when we work with people with type one diabetes, they find it frustrating that they are bundled into the same category, and they’re not understood. You’ll often see them now with sensors on their arms, and they have to manage their diabetes throughout the day – so any time they eat, they have to put the right insulin in. They’re effectively self-regulating their own blood sugar levels, which we – myself, as someone not living with diabetes – take for granted; my blood sugars are managed for me. They’re having to deal with it – it’s effectively like another job. Even temperature can cause insulin to do something. As a condition, it’s a lot of work for someone living with it.
On the other side, we've got people living with type 2 – so that's 95 % of the 5 million – and 600 ,000 people with type 2 diabetes are also on insulin. Now, the condition is different. So, for type 2 diabetes, it's often progressive. The easiest analogy – if we use vehicles – is if I was driving down to London from Birmingham in first gear, we wouldn’t be surprised if my car engine was smoking. I hadn’t changed gears. If I turn around, come back, change gears, hopefully I’m in no further trouble. If I keep driving at first, at some point the engine will smoke and it will breakdown.
The pancreas, from the perspective of living with type two diabetes is very similar. So, if we look after our body, it will work effectively. Over time, if we keep driving in first or pushing too much in – and that could be stress, it could be other medical conditions, it could be the choices of foods, lifestyle… there's many factors that contribute to type two. But if it all pushes on that organ too often, at some point we get the smoke, the warning signs of diabetes, pre-diabetes. And if we ignore that, it turns into type two diabetes.
Sadly, it’s a progressive disease – caught early it can be managed on food and lifestyle choices. But left, or not well-managed, it can need medication from different strengths of tablets – some of them strong, and reportable to the DVLA – right up to insulin. So, people living with type two diabetes who are on insulin, they don’t become type one – they are type two on insulin. As I said, there are 600,000 in the UK.
So, when we look at insulin, often people with type one diabetes have had it since they were young, and they get a lot of support. Often people with type two diabetes on insulin are not as well educated because there’s not as much support for them. So, I think it’s another place, in the workplace, to help educate and support people living with both types of diabetes on insulin. And under DVLA regulations, they have to test every 2 hours whilst driving on insulin to ensure the blood levels are correct – safely – for the prevention of any accidents happening due to their blood sugar levels dropping too quickly and having a hype.
So, if we can have managers and people inside companies understanding the difference, understanding the requirements of people, and the differences that they're living with, it really allows it to become safer – and there are no blanket bans in the UK. So again, anyone can drive as long as their blood sugars are well managed and they're looking after themselves.
Simon: Well, what would be typical symptoms of someone who is pre-diabetic?
Kate: Classic symptoms of pre-diabetes is over-thirsty. Changing sexual excitement. Going to the toilet regularly. Getting too hot. The difficulty – which is why we say that it’s hidden – is they’re very subtle symptoms. Over-fatigued, can feel more stressed than normal… they’re all symptoms we could put down to a busy day, or work, or drinking too much. Diabetes UK have a Know Your Risk Score – you can do some questions and check it out and I absolutely recommend it. The sooner we catch the pre-diabetes, or the edge of diabetes, it’s reversable for many – not all – and actually, it prevents the complications and the damage that occurs, which are really the major problems that come with diabetes down the line. So, there are some good solutions to it but caught early it can make a massive difference.
Simon: You said previously that diet was one of the possible contributory factors, and a lot of the drivers that are managed by the audience on the call today… a lot of those drivers are on the road all day and they rely on cafes petrol stations, motorway service stations, etcetera for their daily nutrition, which obviously isn't great. What are the likely consequences of that?
Kate: Yeah, I think this is an industry that is faced with some additional challenges. We've got to look at what impacts diabetes. Stress does, as we've said, nutrition does, movement does. So, can we move a little bit more? Well, that's let’s have a little walk around whilst we're in those cafes and petrol stations just a little bit longer.
The food choices are interesting. We all know what it's like to stop at a cafe, but are th
Advanced Driver Assistance Systems - what driver managers need to know
Welcome to Let’s Talk Fleet Risk – a podcast for those who manage drivers and vehicles and want to reduce road risk in their organization.
In this episode I’m talking to Nick Reed, Founder of Reed Mobility and Chief Road Safety Adviser to National Highways about the active vehicle safety technologies known as Advanced Driver Assistance Systems. We’ll be discussing:
- How the latest driver assistance technology is keeping drivers safer
- Why fleet managers need to pay attention to vehicle safety ratings
- How telematics systems fit in to the vehicle safety technology suite
- Whether drivers could struggle with any of this technology
- The issue of maintaining driver concentration when these systems are doing some of the driving
- And finally, a quick look at where we are now with fully self-driving vehicles.
Tyre Safety Month - EV Vehicles, illegal tyres and other challenges
Show notes: Stuart Lovatt, Chair of Tyresafe
This is the second instalment of our 2-part podcast for Tyre Safety Month, where I chat to Stuart Lovatt, Chair of the road safety charity, TyreSafe.
In the previous episode we looked at: · The number of tyre-related incidents and their consequences. · The results of this year’s survey looking at the legality of tyres at the point of replacement · The specific tyre safety issues businesses need to look at for each vehicle type including trucks and vans.
In this episode we continue that, looking at company cars and grey fleet, including the emerging concern regarding tyre safety on electric vehicles, and the safety implications of grey fleet drivers opting for part-worn second-hand replacement tyres to save money. We also discuss the key messages and resources that are part of this October’s Tyre Safety Month campaign.