The COVID-19 pandemic has left transport operators exposed to a new set of risks mainly around separation, but the existing ways of reviewing risks associated with operating a fleet of vehicles considering the vehicle, operations or journey management and the driver, remains an appropriate approach.
In this insight we examine again elements of these three key areas. Activities previously assessed as low risk may need to be further reviewed to enable operations to be undertaken to an uncompromising level of safety.
Existing policies and procedures may also require revision, and should consider the interaction of people, “common contact” activities and some challenges that might be present when an increase in activities becomes possible.
The fullest possible level of checking and, equally importantly, recording of checking and defect reporting are still necessary. Additional considerations are needed in relation to these tasks including the wearing of Personal Protective Equipment (PPE) and allowing adequate time to undertake and record checks particularly in common contact areas such as, in passenger areas on vehicles, on vehicle loads – checking their secureness and vehicle coupling systems.
Vehicle defect checking processes may need to include remote assistance, such as using mobile phone camera systems to replace a face-to-face engineer, as a local engineer may no longer be available.
It is also possible that once vehicle testing requirements are reinstated there will be a shortage of staff and certification slots. Preparation of vehicles for testing, considering resources and space may also become more prolonged.
Fleet unreliability could become an issue if vehicles are parked for longer periods than normal. Issues could include:
Vehicles air recirculation or air conditioning systems may require additional maintenance, including additional sterilisation and cleaning procedures which may result in longer off road times for vehicles.
The process of reporting for work and the environment for this process may require reconfiguration, from the communal use of a signing in pen to social distancing by incorporating more segregated areas. Staggered start times should also be considered to minimise people densities.
Where possible businesses should consider how they can allocate as few as possible drivers to one vehicle reducing the requirement to move drivers from vehicle to vehicle during the day.
Delivery and collection procedures need to consider how social distancing can be accommodated, with delivery acceptance and collection undertaken at a distance. This is challenging when the requirement exists to deliver into inner-city areas such as blocks of flats.
Delivery and collection procedures need to consider how social distancing can be accommodated
Whilst drivers’ hours regulations have been relaxed for certain defined duties and roads are quieter, it is possible that driving time can be reduced. However, collection and delivery processes will take longer and so an increase in the workloads should not be considered.
It is possible that drivers will be deployed on different tasks to normal and so further training or refresher training in key subjects such manual handling may be beneficial and minimise the opportunity of future claims.
Looking ahead at recovery it will remain important of commercial drivers to continue to drive the highest skill levels which may not be prevalent in other drivers as freedom is unleashed.
Therefore, the continued use of telematics will assist in monitoring both driver behaviours and the gradual increase in journey times as traffic levels recover.
Increasing vehicle cab area cleaning should be instigated including cleaning the common driver contact items in the cab by the driver before the vehicle is driven. Areas of increased cleaning should include:
A review of practices is also needed to ensure vehicles are received back at the depots and handed back safely. Common contact tasks such as refuelling, and cleaning may have previously been within the driver’s role but might now be better undertaken by a designated person rather than each driver using the same equipment and systems.
We must not underestimate the driver’s well-being in our continued process of risk assessment. Every driver is providing vital support and will be challenged themselves with the role and outside of work concerns.
There is the risk of greater levels of distraction whilst driving. This coupled with the possibilities of new or unfamiliar journeys can create the undesired environment for an unfortunate incident to occur.
Although the role of a driver does by virtue of the role provide some level of distancing, employers should provide increased levels of discussion and support. Drivers should be encouraged to make regular telephone contact with teams at base when it is safe to do so. Clearly sensitivity is required with discussions and topics; we are all affected by this situation differently and therefore we can all react differently. Additional training in Health and Well-being elements could be beneficial to supervisory staff.
The continued monitoring of telematics data remains a vital element of the proactive assessment of driver behaviours and this data will assist in understanding further the challenges faced by drivers as the road environment changes. The data can serve as a baseline of route data, such that change can be seen and timings changed appropriately as the road network becomes busier.
Although on upturn, many drivers will want to continue to work, the possibility of overtime could present greater opportunities to work up to legal limitations as demand for goods and services increases.
Careful control should be applied, ensuring the balance is right between having sufficient drivers, but still ensuring that rest and vacation periods are taken.
Continued social distancing and the provision of PPE will support drivers both physically and mentally, however processes must be in place to ensure correct usage (by training) and the safe disposal of used PPE. These elements are equally as vital as its provision.
For further information or guidance, please contact your Willis Towers Watson representative.
Each applicable policy of insurance must be reviewed to determine the extent, if any, of coverage for COVID-19. Coverage may vary depending on the jurisdiction and circumstances. For global client programs it is critical to consider all local operations and how policies may or may not include COVID-19 coverage.
The information contained herein is not intended to constitute legal or other professional advice and should not be relied upon in lieu of consultation with your own legal and/or other professional advisors. Some of the information in this publication may be compiled by third party sources we consider to be reliable, however we do not guarantee and are not responsible for the accuracy of such information. We assume no duty in contract, tort, or otherwise in connection with this publication and expressly disclaim, to the fullest extent permitted by law, any liability in connection with this publication. Willis Towers Watson offers insurance-related services through its appropriately licensed entities in each jurisdiction in which it operates.
COVID-19 is a rapidly evolving situation and changes are occurring frequently. The information given in this publication is believed to be accurate at the date of publication shown at the top of this document. This information may have subsequently changed or have been superseded, and should not be relied upon to be accurate or suitable after this date.
