Details:

Creators:
Dunn, Naomi J. ; Hickman, Jeffrey S. ; Soccolich, Susan ; Hanowski, Richard J.
Dunn, Naomi J. ; Hickman, Jeffrey S. ; Soccolich, Susan ; Hanowski, Richard J. Less -
Corporate Creators:
Virginia Tech Transportation Institute. Center for Truck and Bus Safety
Publication/ Report Number:
FMCSA-RRR-13-060
DOI:
https://doi.org/10.21949/1502646
Resource Type:
Tech Report
Geographical Coverage:
United States
Corporate Publisher:
United States. Department of Transportation. Federal Motor Carrier Safety Administration. Office of Analysis, Research, and Technology
Abstract:
The purpose of this project was to quantitatively identify detention times in the commercial motor vehicle (CMV)

industry. Although there is currently no standard definition, the industry commonly defines detention time as “any

time drivers have to wait beyond 2 hours, which is the average time it takes to load or unload their cargo.” Results

indicated that drivers experienced detention time on approximately 1 in every 10 stops for an average duration of

1.4 hours. This represents the length of time the driver was detained beyond 2 hours; thus, he/she was

loading/unloading at that delivery location for 3.4 hours in total. Medium-sized carriers (51–500 power units) had

similar average detention times as large carriers (more than 500 power units); however, they experienced driver

detention about twice as often as large carriers. For example, 19 percent of stops made by medium-sized carriers

were accompanied by detention time compared to 9 percent of stops made by large carriers. The calculation of odds

ratios (ORs) provided similar results for medium-sized carriers when compared to large carriers. The odds of a

driver being detained were 2.17 times greater for medium-sized carriers than for large carriers. Operation type did

not have much impact on the average length of detention time; however, operation type influenced how frequently

drivers experienced detention time, with for-hire truck load (TL) carriers experiencing detention time more than

twice as frequently as for-hire less-than-truckload (LTL) carriers and four times more often than private carriers.

The OR analysis also indicated that for-hire TL carriers were worse off than for-hire LTL or private carriers. The

odds of a driver being detained were nearly 5 times greater for for-hire TL carriers than for private carriers and

2.6 times greater than for for-hire LTL carriers. The odds of a driver being detained were 6.3 and 1.9 times greater

for temperature controlled freight carriers than for dry bulk carriers, and liquid bulk/tank freight carriers,

respectively.


Format:
PDF
Funding:
DTMC75-07-D-00006
Collection(s):
Federal Motor Carrier Safety Administration
Main Document Checksum:
[+]
urn:sha256:89bae1a5e1f0be53efc442d76042d3516b6587ce254d974a3cdbbb5f468371c7
Download URL:
https://rosap.ntl.bts.gov/view/dot/193/dot_193_DS1.pdf
File Type:

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