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The Roemer Report On-Line, Oct, 2001
SAFETY CONTINUES TO IMPROVE: The robust economy of recent years and the growth in population have put more heavy trucks on U.S. highways. But despite the increased traffic, recently disclosed statistics reveal a drop in accidents and associated fatalities involving heavy trucks, according to John A. McQuaid, president of the National Private Truck Council. The National Highway Traffic Safety Administration's release of accident statistics for 1999 shows that trucks weighing more than 10,000 pounds were involved in approximately 394,000 traffic accidents for that year, compared to 412,000 truck crashes in 1998, and 444,000 accidents the year before. In addition, the number of fatalities involving heavy-truck accidents dropped 3 percent in 1999 from the previous year. "This is encouraging evidence that the trucking industry is succeeding in its crusade to make our nation's highways safer for everyone," said McQuaid. "The goal of all conscientious, safety-minded truckers should be to reduce these figures even further." Meanwhile, a five-year study by the Department of Transportation found that private carriers had an accident rate of almost 20 percent lower than for-hire trucking companies.
NEW HOURS RULE DELAYED: Don't expect any new hours-of-service rules until late next year at the earliest. Before issuing a final rule, the Federal Motor Carrier Safety Administration (FMCSA) said it needs to study the results of an independent cost-benefit analysis, which will examine the "direct and indirect costs of possible HOS solutions," according to an FMCSA spokesman. The administration still needs to sift through the 53,000 comments it received in response to last year's proposed rulemaking, and it needs to hire an independent contractor to perform the cost-benefit analysis. Once a contractor is hired, the FMCSA says it will take at least a year to complete the study. At issue are the rules that determine how long a trucker can drive in a specified period of time. The FMCSA will either issue an entirely new proposal, issue a final rule based on the findings of the cost-benefit analysis, or issue a final rule based on the last proposal.
BOXING IN SAFETY: A small black box installed on commercial and passenger vehicles could help reduce the number of crashes and enhance vehicle safety. According to a report issued by the National Highway Traffic Safety Administration (NHTSA), event data recorders (EDRs) can help make America's highways safer. The NHTSA recommends placing EDRs on commercial and passenger vehicles. Data from the black boxes, officials say, would be used to support programs that "effectively reduce the frequency of crashes, lessen their consequences and better safeguard the public." The EDRs could have a significant impact on future highway safety initiatives aimed at reducing injuries and preventing highway deaths. Some commercial drivers have voiced concern about the privacy and legal issues associated with EDRs. In particular, they are concerned that crash-related data retrieved from privately owned motor vehicles might be used against the owner. However, safety officials say that legislation would grant ownership of the black box to the driver, with few exceptions. NHTSA has identified two types of EDRs for use in commercial and passenger vehicles. One is used to record the actions of the vehicle's machinery, while the other monitors the actions of the driver. The latter EDR, for example, could be used to determine if hours-of-service regulations are being followed. An official from the American Trucking Associations says the association believes the use of EDRs should be a voluntary decision.
TRUCKERS AT RISK: Truckers have more than their share of safety issues to worry about without thinking about hijackers. But the truth is, drivers venturing into Mexico are at increased risk of hijackings by professional, armed gangs. One Mexican consultant estimates that uninsured losses for trucking companies in Mexico may be as much as $10 billion per year. Loads of electronic merchandise are the biggest targets, followed by canned food and textiles. Catching the culprits and proving their guilt is especially difficult in Mexico, considering the prevalence of police corruption and a Mexican law, which states that thieves must be caught with merchandise in hand to prove their guilt. Mexican hijackers have been known to seize loads while drivers stop for food or fuel. Another common ploy is for hijackers to pose as police officers, stopping the truck and then taking off with the load. One expert says that the driver is implicated in 50 percent of hijackings in Mexico: "If you have bad drivers, you will still have problems. Security and good training and good screening are key." So what else can carriers do to ensure safety in Mexico? Don't drive at night, says one consultant, who says that will reduce assaults by as much as 60 percent. Also, contact authorities in all Mexican states so you will know where the latest cargo theft "hot spots" are. Some carriers use security escort companies, which provide escorts who are armed with pepper spray (firearms are illegal in Mexico) and who keep in constant contact with their company and the police. However, these firms have their share of critics, with one saying, "What you have most of the time is a force made up of…untrained, underpaid guys who sit and watch your cargo get stolen."
QUALITY DISPATCHER TRAINING IMPERATIVE: While carriers typically provide less training and performance incentives to their dispatchers than to their drivers, dispatchers affect "every line item on a carrier's profit-and-loss statement," writes one management consultant. David Goodson says there will be a lot fewer fires to put out if you pay more attention to dispatcher training. And these pointers can help: (1) Determine knowledge requirements. Dispatchers need to know government regulations and software systems and have a working knowledge of your entire operation. Start their training with knowledge that is critical to preventing major problems. Gradually move beyond that, being sure to test trainees before letting them work alone. You also may want to provide each new dispatcher with documentation outlining essential facts, laws, and instructions. (2) Have a backup dispatcher. Usually when a new dispatcher is hired, he is put to work right away with very little training. But rookie mistakes can be pricey, costing more than what is saved by not having a backup in place. Goodson recommends grooming at least one new dispatcher before you actually need him. Before he gets started in his new job, let the trainee work in other departments like payroll, or send him out in a truck for a few days to better acquaint him with the trucker's job. (3) Hold training lunches. Many carriers offering dispatcher training do so once or twice a month during lunch hour. Dispatchers usually appreciate training during lunch rather than after work or on a Saturday.
LACK OF FAMILY TIME INCREASES DRIVER STRESS: Drivers say one of the biggest problems with their job is not having enough time at home and the resulting stress it causes on family relationships. Most drivers call home frequently thanks to carriers' liberal phone-home allowances or inexpensive phone cards. But here are some additional ideas that carriers are using to keep families together and reduce turnover: (1) Involve the families. Many carriers encourage families to feel connected to the company. Some carriers send welcome letters to families of newly hired drivers. Others use newsletters, hold feedback forums, or send family members cards marking anniversaries, birthdays, or other special occasions. (2) Hire those used to the lifestyle. Some companies go out of their way to hire former military personnel because their families are accustomed to long absences and can cope better. (3) Provide counselors. Young drivers especially appreciate having counselors available to discuss any number of issues, such as personal problems, payroll problems or conflicts with dispatchers or managers. (4) Teach lifestyle skills. Along with drivers' regular training, one Louisiana company provides training on over-the-road lifestyle skills. Topics might focus on family issues, health, diet, time management, and getting enough sleep. (5) Provide a "guaranteed home" policy. One company's director of driver development says to drivers: "You tell us when you need to be home and we guarantee we'll make that happen, even we have to fly or bus the driver to get them there-at our expense."
RULES TO LEAD BY: While great leaders come from across the globe and all economic lines, they share some common characteristics. Here are a few rules that have turned good people into great leaders: (1) Be generous with credit. Robert Woodruff, a former president of Coca-Cola, once said "Man can accomplish great success if he doesn't care who gets the credit." A true leader never takes sole credit for success. (2) Be passionate. Leaders have a true passion not only for the organization and mission they serve, but also for life itself. (3) Forget the crowd. With leadership comes criticism. Leaders must be able to separate what they do and who they are from outside criticism. (4) Never settle. Debbie Field, founder of Mrs. Field's Cookies, always insists on real butter and real chocolate for her enormously successful cookies. She said, " Leadership is about a commitment to quality-good enough never is!" (5) Focus on what really matters. Those who never quite achieve leadership status are often those who "sweat the small stuff." A successful leader can readily distinguish between what is important and what is not. (6) Keep learning. Great leaders know that continuous learning is a must for people in even the highest positions.
Character is doing what's right when nobody's looking.
-J.C. Watts, Jr., U.S. Congress member