|
July
6, 2004
Note:
To print this newsletter in its entirety, simply press the print button
on your web browser.
CLICK
HERE to send us your comments about this newsletter.
Headline
News
Utilize Individual Differences In Your Training Program
Good
trainers realize that individual trainees differ in their mental ability
as well as in their physical makeup and make provisions for adapting
their techniques to best fit the learning abilities of each individual.
Factors that greatly influence a person’s ability to learn and
which trainers must recognize in “individualizing” their
instruction include at least all the following issues:
Interest. Without trainee interest in the lesson, teaching
is less effective. People learn well those things in which they have
a vital, sustained interest. On the other hand, their mental processes
rebel and cease to function when they are bored or fail to see a personal
benefit in learning the lesson being taught.
Intelligence. Briefly stated, intelligence is the ability
to respond quickly and successfully to new or unusual situations. It
enables trainees to “tie up” new ideas with past experiences
and knowledge. The so-called “native intelligence” of a
person changes little through life and is not increased by education.
Past experiences. A person’s experience background
forms the basis for receiving additional knowledge. Therefore, the more
extensive and varied one’s experiences are, the easier it is to
acquire more knowledge. This fact disproves the old saying, “You
can’t teach an old dog new tricks.”
Concentration. People find it is impossible to fix
their attention on one idea for more than a second or two. Yet, they
may refocus their attention quickly when their minds wander. The ability
to do this repeatedly over a period of time is known as “power
of concentration.”
Memory. A person’s ability to remember—which,
incidentally, has nothing to do with intelligence—is extremely
important in learning. Factors which influence memory are vividness,
uniqueness, frequency, primacy (the first experience with something),
and association.
Imagination. Imagination is the power to form mental
pictures of things not actually present. Imagination enables the craftsman
to visualize the finished job before beginning it. Without imagination,
it is more difficult for people to learn how to plan a trip or balance
and secure a load.
Well-being. Mental and physical comfort increases one’s
power of concentration. On the other hand, pain, discomfort, and emotions
such as grief, irritation, anger, and worry greatly hinder mental processes.
Good teachers try to put their class at ease and in a cheerful frame
of mind before presenting the lesson.
Self-confidence. Other factors being equal, people
learn something better if they think they can. Fear of injury; fear
of failure or spoiling a job; and fear of criticism or humiliation make
learning difficult. Good teachers never purposely assign students a
task beyond their ability to perform, nor say or do anything that would
tend to make trainees lose confidence in themselves.
So, what can trainers do to deal with individual differences? Click
here to view a table offering some suggestions for your consideration.
Top
TCA
Expresses Support for Current Highway Bill Truck Parking Provisions
In response to recent
actions by the National Association of Truck Stop Operators (NATSO),
TCA joined last week with the American Trucking Associations (ATA) and
the Commercial Vehicle Safety Alliance (CVSA) in signing a letter to
be sent to the House and Senate Conferees on the current truck parking
provisions in the two versions of the Highway Bill. As currently drafted,
section 1306 of the House bill (H.R. 3550) and Section 1814 of the Senate
bill (S. 1072) detail provisions regarding funding for a truck parking
pilot program which seeks to address the critical truck parking shortage
faced by truck drivers across this Country.
NATSO has been circulating
some “compromise language” to what is currently specified
in the two bills, as they are seeking to deny that a truck parking shortage
exists even though there is ample evidence to support this fact. In
the joint letter, TCA, ATA and CVSA provide the following information
regarding this issue: “Perhaps the best verification of a truck
parking shortage comes from the drivers themselves. A 2002 truck driver
survey conducted by the Federal Highway Administration at the request
of Congress revealed that 89% of drivers regularly have difficulty finding
parking at rest areas; 66% have difficulty finding parking at truck
stops; 33% regularly park on entrance or exit ramps for long-term rest;
21% park illegally in parking lots for long-term rest; and 11% use highway
shoulders.” NATSO would like to add a provision requiring that
every grant should be accompanied by an economic analysis. In addition,
another provision that NATSO argues should be repealed is one that makes
grants to state and local governments for truck parking areas adjacent
to truck stops.
In the support letter,
the following argument is made to support the current truck parking
provisions as currently written and to derail NATSO’s efforts
to change this: “…We do not claim that there is a nationwide
shortage of truck parking, nor that adding parking capacity is always
the right solution. In some cases, as NATSO points out, the problem
is a lack of knowledge by the truck driver about the location of available
spaces. That is why the pilot includes eligibility for signage and other
means of communication to let drivers know the location of available
parking at both public and private facilities. However, sometimes a
lack of parking capacity is the problem. The pilot program should retain
sufficient flexibility to allow state and local governments, in conjunction
with the U.S. DOT and the private sector, to address individual situations
with the correct solution.”
We will keep you
posted on further developments on this issue and the work on passage
of a final Highway Bill. To view a copy of this TCA, ATA and CVSA letter
click
here.
Top
New Federal Safety Permit Program for Highly Hazardous Materials
The Federal Motor
Carrier Safety Administration (FMCSA) issued a Final Rule in the June
30, Federal Register implementing a new federal safety permit
program for motor carriers that transport certain highly hazardous materials
(HM).
The permit will
apply to all interstate, intrastate and foreign motor carriers hauling
the following:
1) a highway route-controlled
quantity of Class 7 (radioactive) material;
2) more than 25 kg (55 lbs.) of a Division 1.1, 1.2, or 1.3 (explosive)
material or an amount of a Division 1.5 (explosive) material requiring
placarding;
3) more than one liter (1.08 quarts) per package of a “material
poisonous by inhalation”: Division 2.3 and 6.1 greater than
one liter Hazard Zone A material; greater than 119 gallons Hazard
Zone B material; and greater than 3,500 gallons Hazard Zone C or D
material; and
4) compressed or refrigerated liquid methane or natural gas (or other
gas 85% methane content) in a package with a capacity equal to or
greater than 13,248 liters (3,500 gallons). The rule’s effective
date is July 30, 2004, and compliance with it is required as of January
1, 2005.
In order to obtain
a permit, a motor carrier will have to file a new form MCS-150B; have
and maintain a satisfactory safety rating, be registered with the Research
and Special Programs Administration; and have a satisfactory security
program in place. This security program must include a means of communicating
with the driver and a security-training element as well. Motor carriers
transporting covered materials on January 1, 2005 may continue to do
so, but will be required to apply for the permit (MCS-150B) in lieu
of their regularly scheduled MCS-150 filing. Motor carriers not already
transporting covered materials will be prohibited from doing so until
they file a MCS-150B and obtain a safety permit. In addition, initially
there will be no fee for the permit.
The carrier must
either maintain a copy of the permit in each vehicle, and the safety
permit number must appear on the shipping papers, or on other documents
carried in the vehicle. As for a written route plan and driver communication
requirements, for shipments of radioactive materials and explosives
a written route plan will be required and must be followed by the vehicle.
The driver must also have a phone number for a carrier employee or representative
that if contacted can inform authorities if the vehicle is on the expected
route. Motor carriers must develop a communications plan that allows
for periodic tracking of the vehicle and maintain a record of all communications.
All shipments containing highway route-controlled radioactive materials
will be required to undergo a pre-trip inspection by a federal, state
or local employee or contractor trained to determine if the carrier,
driver and vehicle are in compliance with federal safety and HM regulations.
The rule also includes
a temporary permit provision for carriers that don’t have a safety
fitness rating. The carrier may obtain a temporary permit for 180 days
provided it does not rate in the Top 30% of the U.S. national average
of certain Motor Carrier Management Information System (MCMIS) factors
such as crashes or out-of-service (OOS) violations. Furthermore, a permit
may be suspended or revoked for any of the following: if the motor carrier
loses its satisfactory safety rating; fails to renew application; fails
to maintain its security plan; violates an OOS order; or violates the
Federal Motor Carrier Safety Regulations (FMCSRs), HM or applicable
state regulations, loses its operating rights, or fails to pay a civil
fine.
With the issuance
of this HM rule it is worth noting that the DOT has now issued all five
proposals in Final Rule form that were part of the “DOT lawsuit”
in which the agency was mandated by the U.S. Court of Appeals for the
District of Columbia to issue certain proposals by specified deadlines.
The other four “lawsuit” rules are hours of service; entry-level
driver training; longer combination vehicle (LCV) driver training, and
the safety performance history of new drivers. A copy of the June 30
Register Final Rule can be found by clicking
here for an HTML and here
for a PDF. For questions or comments please contact Rich Clemente
at (703) 838-8847 or email rclemente@truckload.org.
Top
Standards for Event Data Recorders in Locomotives Published - Motor Carriers Still Unaffected
The Federal Railroad
Administration (FRA) issued a Notice of Proposed Rulemaking (NPRM) in
the June 30, 2004 Federal Register which would establish standards
for event data recorders (EDRs) in locomotives. The proposed rule would
establish standards to ensure that EDRs survive accidents in new and
existing locomotives. In addition, the NPRM would phase-out the use
of magnetic tape as a data storage medium within current “black
boxes.” The agency is proposing that improved EDRs collect and
store additional data, including emergency braking systems, locomotive
horns and text messages sent to the engineer’s display regarding
directives and authorized speed. The NPRM would also simplify existing
standards for inspecting, testing and maintaining EDRs by the railroads.
The NPRM addresses several safety recommendations made by the NTSB and
the Railroad Safety Advisory Committee, to improve the quality of data
available for post-accident analysis, and the proposed regulations are
intended to prevent loss of data resulting from train accidents involving
fire, water, and significant mechanical damage.
The National Highway
Traffic Safety Administration (NHTSA) issued an NPRM in the June 14,
2004, Register which proposes standard requirements for EDRs
that manufacturers choose to install in “light vehicles”
(see summary article in June 22, 2004 Truckload Carrier Report). Industry
comments on this NPRM must be filed by August 13, 2004.
The motor carrier
industry has of yet been unaffected by any proposed rules on EDRs. You
will recall that on January 9, 2003 TCA joined with the ATA and the
Distribution and LTL Carriers Association in filed comments in response
to a NHTSA October 11, 2002 Register notice on a series of
questions on EDRs related to their use in assisting in motor vehicle
crash investigations. In the filed comments, the Associations “support
the voluntary use of technology and devices to enhance safety
and productivity.” The group strongly supported reliability performance
standards for safety-related equipment, regardless of whether the equipment
is required or optional.
The deadline for
filing of industry comments on the FRA proposal for locomotives is August
31, 2004. A copy of the June 30, 2004 Register notice can be
found by clicking
here for an HTML and here
for a PDF. If you have any questions or comments, please contact
Rich Clemente at TCA at (703) 838-8847 or by email: rclemente@truckload.org.
Top
|