Monday, June 30, 2008
Do not commit the following offences, otherwise an endorsement shall be made on your License besides other legal actions which may be taken against you.
Part – A:
Part – A:
- Diving recklessly or dangerously.
- Driving while under the influence of drinks or drugs.
- Taking part in an unauthorised race or trial of speed.
- Driving when disqualified.
- Obtaining or applying for a license without giving particulars for endorsement.
- Failing to stop on the occurrence of an accident.
- Altering a license or using an illegally altered license.
- Any office punishable with imprisonment in the commission of which the vehicle was used.
Part – B:
- Driving without a license, or without a valid license or with a license not applicable to the vehicle driven.
- Allowing your license to be used by another person.
- Driving at excessive speed.
- Driving when mentally or physically unfit to drive.
- Refusing or failing to produce your license within the specified time, to the authority demanding its production.
- Failing to stop when required.
- Driving an unregistered vehicle.
- Driving a vehicle exceeding the permissible limit of weight.
- Driving a transport vehicle not covered by a certificate of fitness.
- Using a vehicle which is in an unsafe condition.
Do not commit the following offences, otherwise an endorsement shall be made on your License besides other legal actions which may be taken against you.
Part – A:
Part – A:
- Diving recklessly or dangerously.
- Driving while under the influence of drinks or drugs.
- Taking part in an unauthorised race or trial of speed.
- Driving when disqualified.
- Obtaining or applying for a license without giving particulars for endorsement.
- Failing to stop on the occurrence of an accident.
- Altering a license or using an illegally altered license.
- Any office punishable with imprisonment in the commission of which the vehicle was used.
Part – B:
- Driving without a license, or without a valid license or with a license not applicable to the vehicle driven.
- Allowing your license to be used by another person.
- Driving at excessive speed.
- Driving when mentally or physically unfit to drive.
- Refusing or failing to produce your license within the specified time, to the authority demanding its production.
- Failing to stop when required.
- Driving an unregistered vehicle.
- Driving a vehicle exceeding the permissible limit of weight.
- Driving a transport vehicle not covered by a certificate of fitness.
- Using a vehicle which is in an unsafe condition.
Wednesday, June 25, 2008
Limited space on a form can result in the use of space saving measures such as a “merging” of data elements into a single field. This can result in fields that don’t appropriately record the intended data. One example would be the use of the same field for the officer to record the registered vehicle owner and the responsible carrier. The owner of the vehicle is NOT always the motor carrier. Another example would be not allowing sufficient space for the officer to write the entire motor carrier name or address. This promotes abbreviations and partial names to be recorded, making it difficult to resolve any errors.
Limited space on a form can result in the use of space saving measures such as a “merging” of data elements into a single field. This can result in fields that don’t appropriately record the intended data. One example would be the use of the same field for the officer to record the registered vehicle owner and the responsible carrier. The owner of the vehicle is NOT always the motor carrier. Another example would be not allowing sufficient space for the officer to write the entire motor carrier name or address. This promotes abbreviations and partial names to be recorded, making it difficult to resolve any errors.
Monday, June 23, 2008
Complete and accurate carrier information is very important when qualifying vehicles recorded on a State's accident report are entered into the Crash Module of SAFETYNET. This collection of crash data allows FMCSA to identify carriers who are potentially “unsafe” for application of enforcement measures. To perform this identification, carriers involved in qualifying crashes are "matched" to their profile compiled in the Motor Carrier Management Information System (MCMIS). Their profile is a historical record of inspection and safety audit information recorded in the SAFETYNET Inspection Module combined with the data collected in the Crash Module. In order for FMCSA to take appropriate action, the process of matching carriers to the proper record is critical.
Complete and accurate carrier information is very important when qualifying vehicles recorded on a State's accident report are entered into the Crash Module of SAFETYNET. This collection of crash data allows FMCSA to identify carriers who are potentially “unsafe” for application of enforcement measures. To perform this identification, carriers involved in qualifying crashes are "matched" to their profile compiled in the Motor Carrier Management Information System (MCMIS). Their profile is a historical record of inspection and safety audit information recorded in the SAFETYNET Inspection Module combined with the data collected in the Crash Module. In order for FMCSA to take appropriate action, the process of matching carriers to the proper record is critical.
Sunday, June 22, 2008
Safety Analysis 2010 (CSA 2010) Operational Model Test
0 comments Posted by car manual and matic at 11:57 PMDuring February 2008, the Federal Motor Carrier Safety Administration (FMCSA) will begin the first phase of the Comprehensive Safety Analysis 2010 (CSA 2010) operational model test. During this test, a representative sample of interstate motor carriers within the States of Colorado, Missouri, New Jersey, and Georgia will be subjected to a new safety measurement system and progressive interventions designed to pinpoint a motor carrier's poor safety performance with significant emphasis placed on the data that is gathered at the roadside.
It is important to note that the operational model test will not provide any regulatory relief. Motor carriers will not be rated during the test because the new methodology must be implemented through rulemaking, which will begin during 2008. In advance of this rulemaking, a motor carrier found to have poor safety performance, and is unresponsive to the new CSA 2010 interventions, will undergo a compliance review and be rated in accordance with FMCSA's current compliance and enforcement process.
During the test, FMCSA will determine the effectiveness of the new operational model; both in safety impact and its effect on State and Federal resources. This test is a critical step in addressing CSA 2010's goals, which include reaching more carriers and drivers, increasing compliance, and decreasing motor carrier-related crashes and fatalities.
The test will continue for 30 months into mid-2010, at which time FMCSA is planning full implementation of the CSA 2010 model. FMCSA would like to thank our State partners who will be participating in the important test: the Colorado State Patrol, the Georgia Department of Public Safety, the Missouri Department of Transportation, and the New Jersey Department of Transportation.
It is important to note that the operational model test will not provide any regulatory relief. Motor carriers will not be rated during the test because the new methodology must be implemented through rulemaking, which will begin during 2008. In advance of this rulemaking, a motor carrier found to have poor safety performance, and is unresponsive to the new CSA 2010 interventions, will undergo a compliance review and be rated in accordance with FMCSA's current compliance and enforcement process.
During the test, FMCSA will determine the effectiveness of the new operational model; both in safety impact and its effect on State and Federal resources. This test is a critical step in addressing CSA 2010's goals, which include reaching more carriers and drivers, increasing compliance, and decreasing motor carrier-related crashes and fatalities.
The test will continue for 30 months into mid-2010, at which time FMCSA is planning full implementation of the CSA 2010 model. FMCSA would like to thank our State partners who will be participating in the important test: the Colorado State Patrol, the Georgia Department of Public Safety, the Missouri Department of Transportation, and the New Jersey Department of Transportation.
Safety Analysis 2010 (CSA 2010) Operational Model Test
0 comments Posted by car manual and matic at 11:57 PMDuring February 2008, the Federal Motor Carrier Safety Administration (FMCSA) will begin the first phase of the Comprehensive Safety Analysis 2010 (CSA 2010) operational model test. During this test, a representative sample of interstate motor carriers within the States of Colorado, Missouri, New Jersey, and Georgia will be subjected to a new safety measurement system and progressive interventions designed to pinpoint a motor carrier's poor safety performance with significant emphasis placed on the data that is gathered at the roadside.
It is important to note that the operational model test will not provide any regulatory relief. Motor carriers will not be rated during the test because the new methodology must be implemented through rulemaking, which will begin during 2008. In advance of this rulemaking, a motor carrier found to have poor safety performance, and is unresponsive to the new CSA 2010 interventions, will undergo a compliance review and be rated in accordance with FMCSA's current compliance and enforcement process.
During the test, FMCSA will determine the effectiveness of the new operational model; both in safety impact and its effect on State and Federal resources. This test is a critical step in addressing CSA 2010's goals, which include reaching more carriers and drivers, increasing compliance, and decreasing motor carrier-related crashes and fatalities.
The test will continue for 30 months into mid-2010, at which time FMCSA is planning full implementation of the CSA 2010 model. FMCSA would like to thank our State partners who will be participating in the important test: the Colorado State Patrol, the Georgia Department of Public Safety, the Missouri Department of Transportation, and the New Jersey Department of Transportation.
It is important to note that the operational model test will not provide any regulatory relief. Motor carriers will not be rated during the test because the new methodology must be implemented through rulemaking, which will begin during 2008. In advance of this rulemaking, a motor carrier found to have poor safety performance, and is unresponsive to the new CSA 2010 interventions, will undergo a compliance review and be rated in accordance with FMCSA's current compliance and enforcement process.
During the test, FMCSA will determine the effectiveness of the new operational model; both in safety impact and its effect on State and Federal resources. This test is a critical step in addressing CSA 2010's goals, which include reaching more carriers and drivers, increasing compliance, and decreasing motor carrier-related crashes and fatalities.
The test will continue for 30 months into mid-2010, at which time FMCSA is planning full implementation of the CSA 2010 model. FMCSA would like to thank our State partners who will be participating in the important test: the Colorado State Patrol, the Georgia Department of Public Safety, the Missouri Department of Transportation, and the New Jersey Department of Transportation.
Saturday, June 21, 2008
SafeStat (short for Motor Carrier Safety Status Measurement System) is an automated, data driven analysis system designed by the Federal Motor Carrier Safety Administration (FMCSA). SafeStat combines current and historical carrier-based safety performance information to measure the relative (peer-to-peer) safety fitness of interstate commercial motor carriers and intrastate commercial motor carriers that transport hazardous materials. This information includes Federal and State data on crashes, roadside inspections, on-site compliance review results and enforcement history. SafeStat enables FMCSA to quantify and monitor the safety status of individual motor carriers on a monthly basis and thereby focus enforcement resources on carriers posing the greatest potential safety risk.
The States are required to provide standard, basic information about large truck and bus crashes to FMCSA within 90 days of the crash event, and the results of roadside inspections within 21 days of inspection. However, the completeness, timeliness and accuracy of crash data – and to a lesser extent roadside inspection data – vary from state-to-state. Accordingly, SafeStat’s ability to accurately and objectively assess the safety fitness of individual motor carriers may be inconsistent and not conclusive without additional analysis.
The States are required to provide standard, basic information about large truck and bus crashes to FMCSA within 90 days of the crash event, and the results of roadside inspections within 21 days of inspection. However, the completeness, timeliness and accuracy of crash data – and to a lesser extent roadside inspection data – vary from state-to-state. Accordingly, SafeStat’s ability to accurately and objectively assess the safety fitness of individual motor carriers may be inconsistent and not conclusive without additional analysis.
SafeStat (short for Motor Carrier Safety Status Measurement System) is an automated, data driven analysis system designed by the Federal Motor Carrier Safety Administration (FMCSA). SafeStat combines current and historical carrier-based safety performance information to measure the relative (peer-to-peer) safety fitness of interstate commercial motor carriers and intrastate commercial motor carriers that transport hazardous materials. This information includes Federal and State data on crashes, roadside inspections, on-site compliance review results and enforcement history. SafeStat enables FMCSA to quantify and monitor the safety status of individual motor carriers on a monthly basis and thereby focus enforcement resources on carriers posing the greatest potential safety risk.
The States are required to provide standard, basic information about large truck and bus crashes to FMCSA within 90 days of the crash event, and the results of roadside inspections within 21 days of inspection. However, the completeness, timeliness and accuracy of crash data – and to a lesser extent roadside inspection data – vary from state-to-state. Accordingly, SafeStat’s ability to accurately and objectively assess the safety fitness of individual motor carriers may be inconsistent and not conclusive without additional analysis.
The States are required to provide standard, basic information about large truck and bus crashes to FMCSA within 90 days of the crash event, and the results of roadside inspections within 21 days of inspection. However, the completeness, timeliness and accuracy of crash data – and to a lesser extent roadside inspection data – vary from state-to-state. Accordingly, SafeStat’s ability to accurately and objectively assess the safety fitness of individual motor carriers may be inconsistent and not conclusive without additional analysis.
Thursday, June 19, 2008
Integrated Vehicle-Based Safety Systems (IVBSS) Field Operational Test
0 comments Posted by car manual and matic at 2:04 AMThe IVBSS initiative seeks to establish a partnership with the automotive and commercial vehicle industries to accelerate the introduction of integrated vehicle-based safety systems into the nation's vehicle fleet. This is the first attempt to fully integrate the individual solutions that address three types of crashes: rear-end, road departure, and lane-change. The IVBSS will combine existing research results and state-of-the-art commercial products and product performance for all systems related to this problem.
Integrated Vehicle-Based Safety Systems (IVBSS) Field Operational Test
0 comments Posted by car manual and matic at 2:04 AMThe IVBSS initiative seeks to establish a partnership with the automotive and commercial vehicle industries to accelerate the introduction of integrated vehicle-based safety systems into the nation's vehicle fleet. This is the first attempt to fully integrate the individual solutions that address three types of crashes: rear-end, road departure, and lane-change. The IVBSS will combine existing research results and state-of-the-art commercial products and product performance for all systems related to this problem.
Wednesday, June 18, 2008
Safety Belt Technology to Increase Comfort and Safety
0 comments Posted by car manual and matic at 12:21 AMBased on the finding in the Safety Belt Countermeasure Study, FMCSA will initiate a Safety Belt SBIR Project starting FY 2007. Phase 1 is Proof of Concept. Phase 2 is principal R&D. (Participation in the SBIR program is Congressionally directed.) FMCSA research has shown that about 55% of commercial motor vehicles (vehicles 10,000 pounds or greater that operate in interstate commerce) drivers buckle their safety belt as compared to abut 85% of passenger vehicle drivers. Increasing safety belt usage by commercial motor vehicle (CMV) drivers is an FMCSA and DOT priority. It is envisioned that this device will be low cost, reliable, comfortable, rugged, and user-friendly, to increase comfort and/or encourage safety belt usage by CMV drivers. Ideas such as window stickers or other similar decals to remind a driver to buckle up will not be considered for this program. Proposers were required to certify that to the best of their knowledge, no such product exists, has been patented, or is patent pending. Examples of potential concepts, if they do not already currently exist for CMVs as discussed above, could include safety belt attachments such as uniquely designed pads or cushions and electronic monitors in connection with onboard recorders.
Safety Belt Technology to Increase Comfort and Safety
0 comments Posted by car manual and matic at 12:21 AMBased on the finding in the Safety Belt Countermeasure Study, FMCSA will initiate a Safety Belt SBIR Project starting FY 2007. Phase 1 is Proof of Concept. Phase 2 is principal R&D. (Participation in the SBIR program is Congressionally directed.) FMCSA research has shown that about 55% of commercial motor vehicles (vehicles 10,000 pounds or greater that operate in interstate commerce) drivers buckle their safety belt as compared to abut 85% of passenger vehicle drivers. Increasing safety belt usage by commercial motor vehicle (CMV) drivers is an FMCSA and DOT priority. It is envisioned that this device will be low cost, reliable, comfortable, rugged, and user-friendly, to increase comfort and/or encourage safety belt usage by CMV drivers. Ideas such as window stickers or other similar decals to remind a driver to buckle up will not be considered for this program. Proposers were required to certify that to the best of their knowledge, no such product exists, has been patented, or is patent pending. Examples of potential concepts, if they do not already currently exist for CMVs as discussed above, could include safety belt attachments such as uniquely designed pads or cushions and electronic monitors in connection with onboard recorders.
Monday, June 16, 2008
Over the past several years, FMCSA has been involved in efforts to test, evaluate, and encourage the deployment of onboard safety and security systems, such as collision warning systems with adaptive cruise control, stability control systems, lane departure warning systems, and vehicle tracking systems. Through systematic deployment planning for onboard systems, FMCSA continues to be engaged in industry-government partnerships to conduct studies and relay information to promote commercial motor vehicle (CMV) safety and security.
Through this collaboration, functional specifications were developed to relay a better understanding of the functions of onboard safety and security systems and to provide insight into the safety and efficiency benefits of using the systems. FMCSA has recently released Commercial Motor Vehicle Onboard Safety and Security Systems Technology Product Guides on its website, which provides a portfolio of existing and emerging safety and security system technologies for the motor carrier industry. The purpose of this information on this site is to assist carriers, drivers, fleet managers, and other interested individuals in learning more about available safety and security systems. Currently, FMCSA is working on completing analyses of the costs and benefits of these systems and assessing the use of the systems by the industry. In the future, FMCSA plans to perform expanded testing of onboard safety systems to identify and resolve technology adoption issues, confirm and extrapolate safety and productivity benefits to the broader industry, and develop focused deployment efforts to promote expanded adoption of the systems by industry.
Through this collaboration, functional specifications were developed to relay a better understanding of the functions of onboard safety and security systems and to provide insight into the safety and efficiency benefits of using the systems. FMCSA has recently released Commercial Motor Vehicle Onboard Safety and Security Systems Technology Product Guides on its website, which provides a portfolio of existing and emerging safety and security system technologies for the motor carrier industry. The purpose of this information on this site is to assist carriers, drivers, fleet managers, and other interested individuals in learning more about available safety and security systems. Currently, FMCSA is working on completing analyses of the costs and benefits of these systems and assessing the use of the systems by the industry. In the future, FMCSA plans to perform expanded testing of onboard safety systems to identify and resolve technology adoption issues, confirm and extrapolate safety and productivity benefits to the broader industry, and develop focused deployment efforts to promote expanded adoption of the systems by industry.
Over the past several years, FMCSA has been involved in efforts to test, evaluate, and encourage the deployment of onboard safety and security systems, such as collision warning systems with adaptive cruise control, stability control systems, lane departure warning systems, and vehicle tracking systems. Through systematic deployment planning for onboard systems, FMCSA continues to be engaged in industry-government partnerships to conduct studies and relay information to promote commercial motor vehicle (CMV) safety and security.
Through this collaboration, functional specifications were developed to relay a better understanding of the functions of onboard safety and security systems and to provide insight into the safety and efficiency benefits of using the systems. FMCSA has recently released Commercial Motor Vehicle Onboard Safety and Security Systems Technology Product Guides on its website, which provides a portfolio of existing and emerging safety and security system technologies for the motor carrier industry. The purpose of this information on this site is to assist carriers, drivers, fleet managers, and other interested individuals in learning more about available safety and security systems. Currently, FMCSA is working on completing analyses of the costs and benefits of these systems and assessing the use of the systems by the industry. In the future, FMCSA plans to perform expanded testing of onboard safety systems to identify and resolve technology adoption issues, confirm and extrapolate safety and productivity benefits to the broader industry, and develop focused deployment efforts to promote expanded adoption of the systems by industry.
Through this collaboration, functional specifications were developed to relay a better understanding of the functions of onboard safety and security systems and to provide insight into the safety and efficiency benefits of using the systems. FMCSA has recently released Commercial Motor Vehicle Onboard Safety and Security Systems Technology Product Guides on its website, which provides a portfolio of existing and emerging safety and security system technologies for the motor carrier industry. The purpose of this information on this site is to assist carriers, drivers, fleet managers, and other interested individuals in learning more about available safety and security systems. Currently, FMCSA is working on completing analyses of the costs and benefits of these systems and assessing the use of the systems by the industry. In the future, FMCSA plans to perform expanded testing of onboard safety systems to identify and resolve technology adoption issues, confirm and extrapolate safety and productivity benefits to the broader industry, and develop focused deployment efforts to promote expanded adoption of the systems by industry.
- Bill of Lading – The receipt for your household goods and the contract for their transportation.
- Extraordinary Value or High Value Article – An article of high or extraordinary value is any item whose value exceeds $100 per pound.
- Hazardous Materials – Explosives, compressed gases, flammable liquids and solids, oxidizers, poisons, corrosives and radioactive materials. Many common household items are considered hazardous materials. These include nail polish remover, paints, paint thinners, lighter fluid, gasoline, propane cylinders, and automotive repair and maintenance chemicals.
- Interstate Move – A move in which goods are transported from one State to another.
- Intrastate Move – A move in which goods are transported from one point to another within the same State; no State borders are crossed.
- Tariff – A list of rules, regulations, available services and resulting charges. Each mover publishes its own tariffs and these must be provided to you upon request.
- Valuation – The designated dollar value of your shipment.
- Bill of Lading – The receipt for your household goods and the contract for their transportation.
- Extraordinary Value or High Value Article – An article of high or extraordinary value is any item whose value exceeds $100 per pound.
- Hazardous Materials – Explosives, compressed gases, flammable liquids and solids, oxidizers, poisons, corrosives and radioactive materials. Many common household items are considered hazardous materials. These include nail polish remover, paints, paint thinners, lighter fluid, gasoline, propane cylinders, and automotive repair and maintenance chemicals.
- Interstate Move – A move in which goods are transported from one State to another.
- Intrastate Move – A move in which goods are transported from one point to another within the same State; no State borders are crossed.
- Tariff – A list of rules, regulations, available services and resulting charges. Each mover publishes its own tariffs and these must be provided to you upon request.
- Valuation – The designated dollar value of your shipment.
Friday, June 13, 2008
Reflashing involves reconfiguring the engine control chip with new software that recalibrates the tractor engine. This recalibration is meant to lower nitrogen oxide (NOx) emissions by slightly modifying the combustion parameters within the engine. This strategy applies to certain engines built by seven different engine manufacturers (Caterpillar, Cummins, Detroit Diesel, Mack, Renault, Navistar/International & Volvo) between the years of 1993 and 1998. Please note that as of March 2004, the California Air Resources Board (CARB) has mandated the reflashing of medium and heavy duty diesel vehicles in the state of California, on a phase-in schedule, at no extra cost to the vehicle owner. For more information, please refer to the CARB rule at http://www.arb.ca.gov/regact/chip04/chip04.htm.
Reflashing involves reconfiguring the engine control chip with new software that recalibrates the tractor engine. This recalibration is meant to lower nitrogen oxide (NOx) emissions by slightly modifying the combustion parameters within the engine. This strategy applies to certain engines built by seven different engine manufacturers (Caterpillar, Cummins, Detroit Diesel, Mack, Renault, Navistar/International & Volvo) between the years of 1993 and 1998. Please note that as of March 2004, the California Air Resources Board (CARB) has mandated the reflashing of medium and heavy duty diesel vehicles in the state of California, on a phase-in schedule, at no extra cost to the vehicle owner. For more information, please refer to the CARB rule at http://www.arb.ca.gov/regact/chip04/chip04.htm.
#1. What are your current Federal/State/local regulations/policies/guidelines concerning the types of buses to be used for school activity trips?
Read, understand and follow any applicable regulations, policies or guidelines.
#2. How long is the trip in terms of hours? Will the driver be able to complete the trip within a normal workday (no more than 10 hours of driving or 15 hours of duty, including any non-driving responsibilities)? Will you need to arrange for relief drivers at locations along the trip?If a trip is interstate commercial carriers are typically more familiar with shuttling drivers for longer distances.
#3. Will the trip require students to have baggage or equipment? Where will this baggage be stored during the trip? [It should not be kept in the aisles or stacked in empty seats -- both of those practices are unsafe.]Many school buses have no external storage capacity. Motorcoaches generally have larger storage capacities for luggage and equipment than school buses. External storage capacity may, or may not, be better than transporting luggage or equipment in a separate vehicle.
#4. Is the trip of such a time length that plans need to be made for rest stops and meal stops? What is the range of motorcoaches and school buses? Will the bus have to refuel en route? Are safe/clean facilities available along the planned route for rest stops?Many motorcoaches are equipped with rest room facilities that can be used while the vehicle is in operation. School buses do not have such facilities.In either type of vehicle, plans for meal stops may have to be considered. If a meal stop is necessary, passengers could use available rest room facilities, and school buses could also be refueled.
#5. Is the bus properly equipped for the intended trip? A highway trip over mountains requires different transmission ratios than local routes over flat terrain. A longer trip may suggest more comfortably designed passenger seats, air ride seat for the driver, and air ride suspension for the vehicle.Generally, motorcoaches are more comfortable for drivers and passengers on long trips. The performance capacity (hill climbing and braking) of the vehicle must be appropriate for the terrain. Importantly, all safety equipment must be in proper operating condition.
#6. While at the destination, will the bus (and its contents) be in an area where it will be secure from theft or vandalism?External storage areas on a motorcoach or on a school bus are usually lockable.
#7. Is the school adequately insured for this activity trip?This question deals with the school, not the carrier. In the event of a crash, where the bus driver is "at fault", it is in your best interest to know you are adequately insured. If a district school bus is used, the school district will have insurance. For a motorcoach or school bus company, definitely determine their level of insurance coverage before being hired. Interstate motor carriers are required to maintain $5 million of liability coverage.
Read, understand and follow any applicable regulations, policies or guidelines.
#2. How long is the trip in terms of hours? Will the driver be able to complete the trip within a normal workday (no more than 10 hours of driving or 15 hours of duty, including any non-driving responsibilities)? Will you need to arrange for relief drivers at locations along the trip?If a trip is interstate commercial carriers are typically more familiar with shuttling drivers for longer distances.
#3. Will the trip require students to have baggage or equipment? Where will this baggage be stored during the trip? [It should not be kept in the aisles or stacked in empty seats -- both of those practices are unsafe.]Many school buses have no external storage capacity. Motorcoaches generally have larger storage capacities for luggage and equipment than school buses. External storage capacity may, or may not, be better than transporting luggage or equipment in a separate vehicle.
#4. Is the trip of such a time length that plans need to be made for rest stops and meal stops? What is the range of motorcoaches and school buses? Will the bus have to refuel en route? Are safe/clean facilities available along the planned route for rest stops?Many motorcoaches are equipped with rest room facilities that can be used while the vehicle is in operation. School buses do not have such facilities.In either type of vehicle, plans for meal stops may have to be considered. If a meal stop is necessary, passengers could use available rest room facilities, and school buses could also be refueled.
#5. Is the bus properly equipped for the intended trip? A highway trip over mountains requires different transmission ratios than local routes over flat terrain. A longer trip may suggest more comfortably designed passenger seats, air ride seat for the driver, and air ride suspension for the vehicle.Generally, motorcoaches are more comfortable for drivers and passengers on long trips. The performance capacity (hill climbing and braking) of the vehicle must be appropriate for the terrain. Importantly, all safety equipment must be in proper operating condition.
#6. While at the destination, will the bus (and its contents) be in an area where it will be secure from theft or vandalism?External storage areas on a motorcoach or on a school bus are usually lockable.
#7. Is the school adequately insured for this activity trip?This question deals with the school, not the carrier. In the event of a crash, where the bus driver is "at fault", it is in your best interest to know you are adequately insured. If a district school bus is used, the school district will have insurance. For a motorcoach or school bus company, definitely determine their level of insurance coverage before being hired. Interstate motor carriers are required to maintain $5 million of liability coverage.
#1. What are your current Federal/State/local regulations/policies/guidelines concerning the types of buses to be used for school activity trips?
Read, understand and follow any applicable regulations, policies or guidelines.
#2. How long is the trip in terms of hours? Will the driver be able to complete the trip within a normal workday (no more than 10 hours of driving or 15 hours of duty, including any non-driving responsibilities)? Will you need to arrange for relief drivers at locations along the trip?If a trip is interstate commercial carriers are typically more familiar with shuttling drivers for longer distances.
#3. Will the trip require students to have baggage or equipment? Where will this baggage be stored during the trip? [It should not be kept in the aisles or stacked in empty seats -- both of those practices are unsafe.]Many school buses have no external storage capacity. Motorcoaches generally have larger storage capacities for luggage and equipment than school buses. External storage capacity may, or may not, be better than transporting luggage or equipment in a separate vehicle.
#4. Is the trip of such a time length that plans need to be made for rest stops and meal stops? What is the range of motorcoaches and school buses? Will the bus have to refuel en route? Are safe/clean facilities available along the planned route for rest stops?Many motorcoaches are equipped with rest room facilities that can be used while the vehicle is in operation. School buses do not have such facilities.In either type of vehicle, plans for meal stops may have to be considered. If a meal stop is necessary, passengers could use available rest room facilities, and school buses could also be refueled.
#5. Is the bus properly equipped for the intended trip? A highway trip over mountains requires different transmission ratios than local routes over flat terrain. A longer trip may suggest more comfortably designed passenger seats, air ride seat for the driver, and air ride suspension for the vehicle.Generally, motorcoaches are more comfortable for drivers and passengers on long trips. The performance capacity (hill climbing and braking) of the vehicle must be appropriate for the terrain. Importantly, all safety equipment must be in proper operating condition.
#6. While at the destination, will the bus (and its contents) be in an area where it will be secure from theft or vandalism?External storage areas on a motorcoach or on a school bus are usually lockable.
#7. Is the school adequately insured for this activity trip?This question deals with the school, not the carrier. In the event of a crash, where the bus driver is "at fault", it is in your best interest to know you are adequately insured. If a district school bus is used, the school district will have insurance. For a motorcoach or school bus company, definitely determine their level of insurance coverage before being hired. Interstate motor carriers are required to maintain $5 million of liability coverage.
Read, understand and follow any applicable regulations, policies or guidelines.
#2. How long is the trip in terms of hours? Will the driver be able to complete the trip within a normal workday (no more than 10 hours of driving or 15 hours of duty, including any non-driving responsibilities)? Will you need to arrange for relief drivers at locations along the trip?If a trip is interstate commercial carriers are typically more familiar with shuttling drivers for longer distances.
#3. Will the trip require students to have baggage or equipment? Where will this baggage be stored during the trip? [It should not be kept in the aisles or stacked in empty seats -- both of those practices are unsafe.]Many school buses have no external storage capacity. Motorcoaches generally have larger storage capacities for luggage and equipment than school buses. External storage capacity may, or may not, be better than transporting luggage or equipment in a separate vehicle.
#4. Is the trip of such a time length that plans need to be made for rest stops and meal stops? What is the range of motorcoaches and school buses? Will the bus have to refuel en route? Are safe/clean facilities available along the planned route for rest stops?Many motorcoaches are equipped with rest room facilities that can be used while the vehicle is in operation. School buses do not have such facilities.In either type of vehicle, plans for meal stops may have to be considered. If a meal stop is necessary, passengers could use available rest room facilities, and school buses could also be refueled.
#5. Is the bus properly equipped for the intended trip? A highway trip over mountains requires different transmission ratios than local routes over flat terrain. A longer trip may suggest more comfortably designed passenger seats, air ride seat for the driver, and air ride suspension for the vehicle.Generally, motorcoaches are more comfortable for drivers and passengers on long trips. The performance capacity (hill climbing and braking) of the vehicle must be appropriate for the terrain. Importantly, all safety equipment must be in proper operating condition.
#6. While at the destination, will the bus (and its contents) be in an area where it will be secure from theft or vandalism?External storage areas on a motorcoach or on a school bus are usually lockable.
#7. Is the school adequately insured for this activity trip?This question deals with the school, not the carrier. In the event of a crash, where the bus driver is "at fault", it is in your best interest to know you are adequately insured. If a district school bus is used, the school district will have insurance. For a motorcoach or school bus company, definitely determine their level of insurance coverage before being hired. Interstate motor carriers are required to maintain $5 million of liability coverage.
Wednesday, June 11, 2008
The Civil Aviation Act received Royal Assent today. It:
* clarifies and strengthens the measures available to airports for dealing with aircraft noise. These include a greater ability to introduce and enforce noise control measures beyond airport boundaries and to impose financial penalties if aircraft breach these measures.
* clarifies the ability of airports to set charges that reflect local emissions from aircraft. The Secretary of State is also given the power to direct them to levy such charges.
* provides powers for a levy on the aviation industry to replenish the Air Travel Trust Fund which, along with the ATOL scheme, protects customers of failed tour operators.
Aviation Minister Gillian Merron said:
"The Act fulfils a number of the commitments we made in our aviation White Paper to limit the impact of aviation on the environment and to safeguard the interests of passengers."
In addition, the Act:
* enables Ministers to authorise local authority airport companies to undertake specified activities - such as making their expertise available to other airports and taking part in joint ventures - which have previously been outside their powers. This would allow local authority airports to be more competitive with privately owned airports.
* allows the Civil Aviation Authority to recoup the costs of its Aviation Health Unit by a levy on the industry. The Unit offers advice to the aviation industry and its customers and to Government,
* removes the right of airlines to appeal to the Secretary of State in aviation route licensing cases decided by the Civil Aviation Authority. By cutting out a layer of bureaucracy and speeding up the process this will contribute to better regulation.
* clarifies the respective roles of aerodrome managers and the police in protecting an airport.
* clarifies and strengthens the measures available to airports for dealing with aircraft noise. These include a greater ability to introduce and enforce noise control measures beyond airport boundaries and to impose financial penalties if aircraft breach these measures.
* clarifies the ability of airports to set charges that reflect local emissions from aircraft. The Secretary of State is also given the power to direct them to levy such charges.
* provides powers for a levy on the aviation industry to replenish the Air Travel Trust Fund which, along with the ATOL scheme, protects customers of failed tour operators.
Aviation Minister Gillian Merron said:
"The Act fulfils a number of the commitments we made in our aviation White Paper to limit the impact of aviation on the environment and to safeguard the interests of passengers."
In addition, the Act:
* enables Ministers to authorise local authority airport companies to undertake specified activities - such as making their expertise available to other airports and taking part in joint ventures - which have previously been outside their powers. This would allow local authority airports to be more competitive with privately owned airports.
* allows the Civil Aviation Authority to recoup the costs of its Aviation Health Unit by a levy on the industry. The Unit offers advice to the aviation industry and its customers and to Government,
* removes the right of airlines to appeal to the Secretary of State in aviation route licensing cases decided by the Civil Aviation Authority. By cutting out a layer of bureaucracy and speeding up the process this will contribute to better regulation.
* clarifies the respective roles of aerodrome managers and the police in protecting an airport.
The Civil Aviation Act received Royal Assent today. It:
* clarifies and strengthens the measures available to airports for dealing with aircraft noise. These include a greater ability to introduce and enforce noise control measures beyond airport boundaries and to impose financial penalties if aircraft breach these measures.
* clarifies the ability of airports to set charges that reflect local emissions from aircraft. The Secretary of State is also given the power to direct them to levy such charges.
* provides powers for a levy on the aviation industry to replenish the Air Travel Trust Fund which, along with the ATOL scheme, protects customers of failed tour operators.
Aviation Minister Gillian Merron said:
"The Act fulfils a number of the commitments we made in our aviation White Paper to limit the impact of aviation on the environment and to safeguard the interests of passengers."
In addition, the Act:
* enables Ministers to authorise local authority airport companies to undertake specified activities - such as making their expertise available to other airports and taking part in joint ventures - which have previously been outside their powers. This would allow local authority airports to be more competitive with privately owned airports.
* allows the Civil Aviation Authority to recoup the costs of its Aviation Health Unit by a levy on the industry. The Unit offers advice to the aviation industry and its customers and to Government,
* removes the right of airlines to appeal to the Secretary of State in aviation route licensing cases decided by the Civil Aviation Authority. By cutting out a layer of bureaucracy and speeding up the process this will contribute to better regulation.
* clarifies the respective roles of aerodrome managers and the police in protecting an airport.
* clarifies and strengthens the measures available to airports for dealing with aircraft noise. These include a greater ability to introduce and enforce noise control measures beyond airport boundaries and to impose financial penalties if aircraft breach these measures.
* clarifies the ability of airports to set charges that reflect local emissions from aircraft. The Secretary of State is also given the power to direct them to levy such charges.
* provides powers for a levy on the aviation industry to replenish the Air Travel Trust Fund which, along with the ATOL scheme, protects customers of failed tour operators.
Aviation Minister Gillian Merron said:
"The Act fulfils a number of the commitments we made in our aviation White Paper to limit the impact of aviation on the environment and to safeguard the interests of passengers."
In addition, the Act:
* enables Ministers to authorise local authority airport companies to undertake specified activities - such as making their expertise available to other airports and taking part in joint ventures - which have previously been outside their powers. This would allow local authority airports to be more competitive with privately owned airports.
* allows the Civil Aviation Authority to recoup the costs of its Aviation Health Unit by a levy on the industry. The Unit offers advice to the aviation industry and its customers and to Government,
* removes the right of airlines to appeal to the Secretary of State in aviation route licensing cases decided by the Civil Aviation Authority. By cutting out a layer of bureaucracy and speeding up the process this will contribute to better regulation.
* clarifies the respective roles of aerodrome managers and the police in protecting an airport.
The Civil Aviation Act received Royal Assent today. It:
* clarifies and strengthens the measures available to airports for dealing with aircraft noise. These include a greater ability to introduce and enforce noise control measures beyond airport boundaries and to impose financial penalties if aircraft breach these measures.
* clarifies the ability of airports to set charges that reflect local emissions from aircraft. The Secretary of State is also given the power to direct them to levy such charges.
* provides powers for a levy on the aviation industry to replenish the Air Travel Trust Fund which, along with the ATOL scheme, protects customers of failed tour operators.
Aviation Minister Gillian Merron said:
"The Act fulfils a number of the commitments we made in our aviation White Paper to limit the impact of aviation on the environment and to safeguard the interests of passengers."
In addition, the Act:
* enables Ministers to authorise local authority airport companies to undertake specified activities - such as making their expertise available to other airports and taking part in joint ventures - which have previously been outside their powers. This would allow local authority airports to be more competitive with privately owned airports.
* allows the Civil Aviation Authority to recoup the costs of its Aviation Health Unit by a levy on the industry. The Unit offers advice to the aviation industry and its customers and to Government,
* removes the right of airlines to appeal to the Secretary of State in aviation route licensing cases decided by the Civil Aviation Authority. By cutting out a layer of bureaucracy and speeding up the process this will contribute to better regulation.
* clarifies the respective roles of aerodrome managers and the police in protecting an airport.
* clarifies and strengthens the measures available to airports for dealing with aircraft noise. These include a greater ability to introduce and enforce noise control measures beyond airport boundaries and to impose financial penalties if aircraft breach these measures.
* clarifies the ability of airports to set charges that reflect local emissions from aircraft. The Secretary of State is also given the power to direct them to levy such charges.
* provides powers for a levy on the aviation industry to replenish the Air Travel Trust Fund which, along with the ATOL scheme, protects customers of failed tour operators.
Aviation Minister Gillian Merron said:
"The Act fulfils a number of the commitments we made in our aviation White Paper to limit the impact of aviation on the environment and to safeguard the interests of passengers."
In addition, the Act:
* enables Ministers to authorise local authority airport companies to undertake specified activities - such as making their expertise available to other airports and taking part in joint ventures - which have previously been outside their powers. This would allow local authority airports to be more competitive with privately owned airports.
* allows the Civil Aviation Authority to recoup the costs of its Aviation Health Unit by a levy on the industry. The Unit offers advice to the aviation industry and its customers and to Government,
* removes the right of airlines to appeal to the Secretary of State in aviation route licensing cases decided by the Civil Aviation Authority. By cutting out a layer of bureaucracy and speeding up the process this will contribute to better regulation.
* clarifies the respective roles of aerodrome managers and the police in protecting an airport.
The Civil Aviation Act received Royal Assent today. It:
* clarifies and strengthens the measures available to airports for dealing with aircraft noise. These include a greater ability to introduce and enforce noise control measures beyond airport boundaries and to impose financial penalties if aircraft breach these measures.
* clarifies the ability of airports to set charges that reflect local emissions from aircraft. The Secretary of State is also given the power to direct them to levy such charges.
* provides powers for a levy on the aviation industry to replenish the Air Travel Trust Fund which, along with the ATOL scheme, protects customers of failed tour operators.
Aviation Minister Gillian Merron said:
"The Act fulfils a number of the commitments we made in our aviation White Paper to limit the impact of aviation on the environment and to safeguard the interests of passengers."
In addition, the Act:
* enables Ministers to authorise local authority airport companies to undertake specified activities - such as making their expertise available to other airports and taking part in joint ventures - which have previously been outside their powers. This would allow local authority airports to be more competitive with privately owned airports.
* allows the Civil Aviation Authority to recoup the costs of its Aviation Health Unit by a levy on the industry. The Unit offers advice to the aviation industry and its customers and to Government,
* removes the right of airlines to appeal to the Secretary of State in aviation route licensing cases decided by the Civil Aviation Authority. By cutting out a layer of bureaucracy and speeding up the process this will contribute to better regulation.
* clarifies the respective roles of aerodrome managers and the police in protecting an airport.
* clarifies and strengthens the measures available to airports for dealing with aircraft noise. These include a greater ability to introduce and enforce noise control measures beyond airport boundaries and to impose financial penalties if aircraft breach these measures.
* clarifies the ability of airports to set charges that reflect local emissions from aircraft. The Secretary of State is also given the power to direct them to levy such charges.
* provides powers for a levy on the aviation industry to replenish the Air Travel Trust Fund which, along with the ATOL scheme, protects customers of failed tour operators.
Aviation Minister Gillian Merron said:
"The Act fulfils a number of the commitments we made in our aviation White Paper to limit the impact of aviation on the environment and to safeguard the interests of passengers."
In addition, the Act:
* enables Ministers to authorise local authority airport companies to undertake specified activities - such as making their expertise available to other airports and taking part in joint ventures - which have previously been outside their powers. This would allow local authority airports to be more competitive with privately owned airports.
* allows the Civil Aviation Authority to recoup the costs of its Aviation Health Unit by a levy on the industry. The Unit offers advice to the aviation industry and its customers and to Government,
* removes the right of airlines to appeal to the Secretary of State in aviation route licensing cases decided by the Civil Aviation Authority. By cutting out a layer of bureaucracy and speeding up the process this will contribute to better regulation.
* clarifies the respective roles of aerodrome managers and the police in protecting an airport.
Sunday, June 8, 2008
Douglas Alexander announces £15 million jump start for walking to school
0 comments Posted by car manual and matic at 9:56 PM Thousands more children around the country could soon be going greener in getting to school, after Transport Secretary Douglas Alexander announced a £15million boost for walking to school initiatives today.
The new investment is mainly aimed at setting up 'walking buses', and could mean the creation of thousands of new ones around the country. Schools can also apply for grants to support other walking to school initiatives.
The money will provide grants for primary schools for up to 3 years. They could use it to:
* pay a teaching assistant to act as 'walking bus' co-ordinator/organiser who would also promote the scheme to parents and seek support from local businesses
* provide incentives to children for taking part in the buses
* provide an escort for a 'walking bus' for an initial period;
* pay the cost of assessing 'walking bus' routes.
Transport Secretary Douglas Alexander said:
"Walking to school isn't just a good way for children to get more exercise and learn important road safety skills - it can also help cut down on congestion and help to combat climate change.
"That's why I want to help as many schools around the country as possible start their own 'walking bus' schemes. They offer children the chance to get to school in a way that's safe, sustainable, and hopefully - fun."
Children's Minister Parmjit Dhanda said:
"Walking to school is a great way to get some fresh air and wake up ready for a day of learning. As part of the new Education and Inspections Act, local authorities now have a new responsibility to promote sustainable travel to school, which means this funding comes at a particularly good time. I hope that many more schools will now be able to introduce 'walking buses' which are a safe, fun and environmentally friendly way of getting to and from school."
The new investment comes in addition to the £7.5 million a year DfT and DfES jointly already spend on the Travelling to School project, which encourages sustainable travel to school. As a result of the project, more than 10,000 schools in England now have a school travel plan in place.
Also published today was a best practice guide on creating 'Links to Schools' - safe and convenient routes for children to walk and cycle to school. The Government contributed £10million to the 'Links to Schools' project. Between 2004 and 2005, the project has created 147 new links, connecting over 300 schools to their communities, allowing up to 200,000 children to walk or cycle to school.
The new investment is mainly aimed at setting up 'walking buses', and could mean the creation of thousands of new ones around the country. Schools can also apply for grants to support other walking to school initiatives.
The money will provide grants for primary schools for up to 3 years. They could use it to:
* pay a teaching assistant to act as 'walking bus' co-ordinator/organiser who would also promote the scheme to parents and seek support from local businesses
* provide incentives to children for taking part in the buses
* provide an escort for a 'walking bus' for an initial period;
* pay the cost of assessing 'walking bus' routes.
Transport Secretary Douglas Alexander said:
"Walking to school isn't just a good way for children to get more exercise and learn important road safety skills - it can also help cut down on congestion and help to combat climate change.
"That's why I want to help as many schools around the country as possible start their own 'walking bus' schemes. They offer children the chance to get to school in a way that's safe, sustainable, and hopefully - fun."
Children's Minister Parmjit Dhanda said:
"Walking to school is a great way to get some fresh air and wake up ready for a day of learning. As part of the new Education and Inspections Act, local authorities now have a new responsibility to promote sustainable travel to school, which means this funding comes at a particularly good time. I hope that many more schools will now be able to introduce 'walking buses' which are a safe, fun and environmentally friendly way of getting to and from school."
The new investment comes in addition to the £7.5 million a year DfT and DfES jointly already spend on the Travelling to School project, which encourages sustainable travel to school. As a result of the project, more than 10,000 schools in England now have a school travel plan in place.
Also published today was a best practice guide on creating 'Links to Schools' - safe and convenient routes for children to walk and cycle to school. The Government contributed £10million to the 'Links to Schools' project. Between 2004 and 2005, the project has created 147 new links, connecting over 300 schools to their communities, allowing up to 200,000 children to walk or cycle to school.
Douglas Alexander announces £15 million jump start for walking to school
0 comments Posted by car manual and matic at 9:56 PM Thousands more children around the country could soon be going greener in getting to school, after Transport Secretary Douglas Alexander announced a £15million boost for walking to school initiatives today.
The new investment is mainly aimed at setting up 'walking buses', and could mean the creation of thousands of new ones around the country. Schools can also apply for grants to support other walking to school initiatives.
The money will provide grants for primary schools for up to 3 years. They could use it to:
* pay a teaching assistant to act as 'walking bus' co-ordinator/organiser who would also promote the scheme to parents and seek support from local businesses
* provide incentives to children for taking part in the buses
* provide an escort for a 'walking bus' for an initial period;
* pay the cost of assessing 'walking bus' routes.
Transport Secretary Douglas Alexander said:
"Walking to school isn't just a good way for children to get more exercise and learn important road safety skills - it can also help cut down on congestion and help to combat climate change.
"That's why I want to help as many schools around the country as possible start their own 'walking bus' schemes. They offer children the chance to get to school in a way that's safe, sustainable, and hopefully - fun."
Children's Minister Parmjit Dhanda said:
"Walking to school is a great way to get some fresh air and wake up ready for a day of learning. As part of the new Education and Inspections Act, local authorities now have a new responsibility to promote sustainable travel to school, which means this funding comes at a particularly good time. I hope that many more schools will now be able to introduce 'walking buses' which are a safe, fun and environmentally friendly way of getting to and from school."
The new investment comes in addition to the £7.5 million a year DfT and DfES jointly already spend on the Travelling to School project, which encourages sustainable travel to school. As a result of the project, more than 10,000 schools in England now have a school travel plan in place.
Also published today was a best practice guide on creating 'Links to Schools' - safe and convenient routes for children to walk and cycle to school. The Government contributed £10million to the 'Links to Schools' project. Between 2004 and 2005, the project has created 147 new links, connecting over 300 schools to their communities, allowing up to 200,000 children to walk or cycle to school.
The new investment is mainly aimed at setting up 'walking buses', and could mean the creation of thousands of new ones around the country. Schools can also apply for grants to support other walking to school initiatives.
The money will provide grants for primary schools for up to 3 years. They could use it to:
* pay a teaching assistant to act as 'walking bus' co-ordinator/organiser who would also promote the scheme to parents and seek support from local businesses
* provide incentives to children for taking part in the buses
* provide an escort for a 'walking bus' for an initial period;
* pay the cost of assessing 'walking bus' routes.
Transport Secretary Douglas Alexander said:
"Walking to school isn't just a good way for children to get more exercise and learn important road safety skills - it can also help cut down on congestion and help to combat climate change.
"That's why I want to help as many schools around the country as possible start their own 'walking bus' schemes. They offer children the chance to get to school in a way that's safe, sustainable, and hopefully - fun."
Children's Minister Parmjit Dhanda said:
"Walking to school is a great way to get some fresh air and wake up ready for a day of learning. As part of the new Education and Inspections Act, local authorities now have a new responsibility to promote sustainable travel to school, which means this funding comes at a particularly good time. I hope that many more schools will now be able to introduce 'walking buses' which are a safe, fun and environmentally friendly way of getting to and from school."
The new investment comes in addition to the £7.5 million a year DfT and DfES jointly already spend on the Travelling to School project, which encourages sustainable travel to school. As a result of the project, more than 10,000 schools in England now have a school travel plan in place.
Also published today was a best practice guide on creating 'Links to Schools' - safe and convenient routes for children to walk and cycle to school. The Government contributed £10million to the 'Links to Schools' project. Between 2004 and 2005, the project has created 147 new links, connecting over 300 schools to their communities, allowing up to 200,000 children to walk or cycle to school.
Thursday, June 5, 2008
Working Time Review: Terms of reference published
0 comments Posted by car manual and matic at 10:34 PM Transport Minister Stephen Ladyman today announced terms of reference for a review of the UK's Regulations implementing the European Road Transport Working Time Directive.
Following discussions with key stakeholders at the Road Haulage Forum, Dr Ladyman said:
"This review will help us to consider key elements of the Regulations in the light of practical experience and to ensure that our arrangements remain relevant. We worked closely with employers and unions in making the Regulations and I am very pleased that we will be continuing that constructive partnership".
The review will be undertaken by a working group involving DfT, trade associations and unions. It will focus on:
* use and interpretation of "periods of availability"
* the exemption for "occasional" mobile workers
* treatment of leave
* compliance with, and enforcement of, the Regulations, and
* the administrative burden placed on business by the Regulations
Any resulting proposals for change will be subject to public consultation.
Following discussions with key stakeholders at the Road Haulage Forum, Dr Ladyman said:
"This review will help us to consider key elements of the Regulations in the light of practical experience and to ensure that our arrangements remain relevant. We worked closely with employers and unions in making the Regulations and I am very pleased that we will be continuing that constructive partnership".
The review will be undertaken by a working group involving DfT, trade associations and unions. It will focus on:
* use and interpretation of "periods of availability"
* the exemption for "occasional" mobile workers
* treatment of leave
* compliance with, and enforcement of, the Regulations, and
* the administrative burden placed on business by the Regulations
Any resulting proposals for change will be subject to public consultation.
Working Time Review: Terms of reference published
0 comments Posted by car manual and matic at 10:34 PM Transport Minister Stephen Ladyman today announced terms of reference for a review of the UK's Regulations implementing the European Road Transport Working Time Directive.
Following discussions with key stakeholders at the Road Haulage Forum, Dr Ladyman said:
"This review will help us to consider key elements of the Regulations in the light of practical experience and to ensure that our arrangements remain relevant. We worked closely with employers and unions in making the Regulations and I am very pleased that we will be continuing that constructive partnership".
The review will be undertaken by a working group involving DfT, trade associations and unions. It will focus on:
* use and interpretation of "periods of availability"
* the exemption for "occasional" mobile workers
* treatment of leave
* compliance with, and enforcement of, the Regulations, and
* the administrative burden placed on business by the Regulations
Any resulting proposals for change will be subject to public consultation.
Following discussions with key stakeholders at the Road Haulage Forum, Dr Ladyman said:
"This review will help us to consider key elements of the Regulations in the light of practical experience and to ensure that our arrangements remain relevant. We worked closely with employers and unions in making the Regulations and I am very pleased that we will be continuing that constructive partnership".
The review will be undertaken by a working group involving DfT, trade associations and unions. It will focus on:
* use and interpretation of "periods of availability"
* the exemption for "occasional" mobile workers
* treatment of leave
* compliance with, and enforcement of, the Regulations, and
* the administrative burden placed on business by the Regulations
Any resulting proposals for change will be subject to public consultation.
Wednesday, June 4, 2008
Ladyman seeks views on EU Maritime Green Paper
0 comments Posted by car manual and matic at 10:42 PM Shipping Minister Stephen Ladyman has published today a consultation paper on the European Maritime Green Paper published earlier this year by the European Commission.
The Green Paper, "Towards a future Maritime Policy for the Union: A European vision for the Oceans and Sea", seeks to stimulate debate on the future direction of EU policy on a number of maritime issues and to encourage greater co-ordination between the various aspects of European legislation that impinge on maritime sectors.
A list of questions being asked by the Green Paper is attached.
Commenting, Dr Ladyman said:
"The EU Maritime Green Paper is a wide ranging discussion document, intended by the Commission to stimulate debate about the future direction and focus of Community maritime policy.
"The responses, together with input from the recent UK stakeholder conference on 12 October, will inform the UK Government's response to the Commission.
"The European Commission intends to develop formal proposals based on the outcome of a Europe-wide consultation and it is vital that the UK has a strong, informed voice in this process. So it's important that all UK maritime interests reflect on the document and send us their comments. "
Those wishing to comment on the proposals should do so before the consultation ends on 28 February 2007.
The Green Paper, "Towards a future Maritime Policy for the Union: A European vision for the Oceans and Sea", seeks to stimulate debate on the future direction of EU policy on a number of maritime issues and to encourage greater co-ordination between the various aspects of European legislation that impinge on maritime sectors.
A list of questions being asked by the Green Paper is attached.
Commenting, Dr Ladyman said:
"The EU Maritime Green Paper is a wide ranging discussion document, intended by the Commission to stimulate debate about the future direction and focus of Community maritime policy.
"The responses, together with input from the recent UK stakeholder conference on 12 October, will inform the UK Government's response to the Commission.
"The European Commission intends to develop formal proposals based on the outcome of a Europe-wide consultation and it is vital that the UK has a strong, informed voice in this process. So it's important that all UK maritime interests reflect on the document and send us their comments. "
Those wishing to comment on the proposals should do so before the consultation ends on 28 February 2007.
Ladyman seeks views on EU Maritime Green Paper
0 comments Posted by car manual and matic at 10:42 PM Shipping Minister Stephen Ladyman has published today a consultation paper on the European Maritime Green Paper published earlier this year by the European Commission.
The Green Paper, "Towards a future Maritime Policy for the Union: A European vision for the Oceans and Sea", seeks to stimulate debate on the future direction of EU policy on a number of maritime issues and to encourage greater co-ordination between the various aspects of European legislation that impinge on maritime sectors.
A list of questions being asked by the Green Paper is attached.
Commenting, Dr Ladyman said:
"The EU Maritime Green Paper is a wide ranging discussion document, intended by the Commission to stimulate debate about the future direction and focus of Community maritime policy.
"The responses, together with input from the recent UK stakeholder conference on 12 October, will inform the UK Government's response to the Commission.
"The European Commission intends to develop formal proposals based on the outcome of a Europe-wide consultation and it is vital that the UK has a strong, informed voice in this process. So it's important that all UK maritime interests reflect on the document and send us their comments. "
Those wishing to comment on the proposals should do so before the consultation ends on 28 February 2007.
The Green Paper, "Towards a future Maritime Policy for the Union: A European vision for the Oceans and Sea", seeks to stimulate debate on the future direction of EU policy on a number of maritime issues and to encourage greater co-ordination between the various aspects of European legislation that impinge on maritime sectors.
A list of questions being asked by the Green Paper is attached.
Commenting, Dr Ladyman said:
"The EU Maritime Green Paper is a wide ranging discussion document, intended by the Commission to stimulate debate about the future direction and focus of Community maritime policy.
"The responses, together with input from the recent UK stakeholder conference on 12 October, will inform the UK Government's response to the Commission.
"The European Commission intends to develop formal proposals based on the outcome of a Europe-wide consultation and it is vital that the UK has a strong, informed voice in this process. So it's important that all UK maritime interests reflect on the document and send us their comments. "
Those wishing to comment on the proposals should do so before the consultation ends on 28 February 2007.
Creating safer traveling environments requires a commitment not just from the police and transport operators but also local authorities, town centre managers, local businesses and the public themselves. And whilst investment in services and facilities can deliver obvious improvements, it is important that they are just part of a broader strategy that also allows the sharing of information and development of community-wide schemes.
Emphasizing the partnership approach, the Department and local transport authorities are involved in a number of initiatives and advisory panels that aim to look at the problems of crime from a broad, longer-term viewpoint:
* Crime and Disorder Reduction Partnerships provide a basis for a unified approach for responsible authorities such as police, local authorities and other stakeholders, such as public transport operators, to tackle crime in their area. These partnerships undertake local audits of reported crimes to develop the appropriate strategies for dealing with issues specific to their area.
* The Secure Stations Scheme is a national accreditation that recognizes rail stations that have reached a required standard of passenger and staff security, which might involve lighting on the platforms, ticket halls and station car parks, provisions of help points and alarms, and effective staff communications. Launched in 1998, the scheme - managed jointly by the Government and British Transport Police - currently has over 300 stations accredited.
* The development of 'secure routes' whereby improvements to the physical and social environment - transport interchanges, taxi ranks, CCTV, pedestrian and walking facilities - help people feel more in control of their journey, are only possible through committed, long-term partnerships between local authorities, police and the local community. Traveling to School: an action plan, is an example where cycle paths, flexible bus services and improved street lighting and sight lines on pedestrian paths have helped to create safer routes from schools to local bus and train stations.
* Safer Travel on Buses and Coaches Panel (STOP) is looking at ways to combat assaults, anti-social behavior and vandalism on vehicles and property. The Panel brings together all those involved in dealing with the issue of safety and security. Its primary responsibility is to facilitate the exchange of ideas and the spread of good practice. For example, the Panel is looking to improve crime data collection and tackle problems around the behavior of school children.
Alongside these projects, lies the work that the relevant transport authorities undertake to ensure transport operators meet expected standards. The Department for Transport for instance issues guidance to operators on improving personal safety for both passengers and staff; as well as creating tighter licensing regulations - on minicab firms for example - to remove less than scrupulous services.
Creating safer traveling environments requires a commitment not just from the police and transport operators but also local authorities, town centre managers, local businesses and the public themselves. And whilst investment in services and facilities can deliver obvious improvements, it is important that they are just part of a broader strategy that also allows the sharing of information and development of community-wide schemes.
Emphasizing the partnership approach, the Department and local transport authorities are involved in a number of initiatives and advisory panels that aim to look at the problems of crime from a broad, longer-term viewpoint:
* Crime and Disorder Reduction Partnerships provide a basis for a unified approach for responsible authorities such as police, local authorities and other stakeholders, such as public transport operators, to tackle crime in their area. These partnerships undertake local audits of reported crimes to develop the appropriate strategies for dealing with issues specific to their area.
* The Secure Stations Scheme is a national accreditation that recognizes rail stations that have reached a required standard of passenger and staff security, which might involve lighting on the platforms, ticket halls and station car parks, provisions of help points and alarms, and effective staff communications. Launched in 1998, the scheme - managed jointly by the Government and British Transport Police - currently has over 300 stations accredited.
* The development of 'secure routes' whereby improvements to the physical and social environment - transport interchanges, taxi ranks, CCTV, pedestrian and walking facilities - help people feel more in control of their journey, are only possible through committed, long-term partnerships between local authorities, police and the local community. Traveling to School: an action plan, is an example where cycle paths, flexible bus services and improved street lighting and sight lines on pedestrian paths have helped to create safer routes from schools to local bus and train stations.
* Safer Travel on Buses and Coaches Panel (STOP) is looking at ways to combat assaults, anti-social behavior and vandalism on vehicles and property. The Panel brings together all those involved in dealing with the issue of safety and security. Its primary responsibility is to facilitate the exchange of ideas and the spread of good practice. For example, the Panel is looking to improve crime data collection and tackle problems around the behavior of school children.
Alongside these projects, lies the work that the relevant transport authorities undertake to ensure transport operators meet expected standards. The Department for Transport for instance issues guidance to operators on improving personal safety for both passengers and staff; as well as creating tighter licensing regulations - on minicab firms for example - to remove less than scrupulous services.
Tuesday, June 3, 2008
Competition Commences for Operator of Intercity East Coast Franchise
0 comments Posted by car manual and matic at 11:26 PM The Department for Transport today announced it is inviting Expressions of Interest to operate services on the InterCity East Coast Mainline. It is expected that the operator for the new franchise will be in place in 12 to 18 months.
Until that date, the Government has entered into agreement with the current operator GNER, to operate the franchise on the Department's behalf under a temporary 'Management Agreement'.
Under this agreement, GNER will continue to deliver train services and will help ensure a smooth transition to the holder of the new franchise. Most of the net worth of the company passes to the Government and GNER has agreed to cover the Department's costs of re-letting the franchise early.
Companies with an interest in running the franchise have been asked to submit expressions of interest to the Department by 15th January 2007.
Short listed bidders will later be asked to bid against a specification based on a consultation published today. It proposes that current services are maintained and that the Leeds half hourly service continue.
For passengers and staff, services will continue to operate as normal. All tickets will be valid and passengers can book and reserve tickets in exactly the same way they do today.
Secretary of State for Transport, Douglas Alexander said:
"The Government made it clear that rail operators that fall into financial difficulty should expect to surrender the franchise and not receive financial support. To do otherwise could set the precedent that we are willing to bail out operators at extra cost to the taxpayer.
"This agreement protects the interests of both passengers and taxpayers. It will ensure services operate as normal until a private sector franchise operator can be put in place."
Until that date, the Government has entered into agreement with the current operator GNER, to operate the franchise on the Department's behalf under a temporary 'Management Agreement'.
Under this agreement, GNER will continue to deliver train services and will help ensure a smooth transition to the holder of the new franchise. Most of the net worth of the company passes to the Government and GNER has agreed to cover the Department's costs of re-letting the franchise early.
Companies with an interest in running the franchise have been asked to submit expressions of interest to the Department by 15th January 2007.
Short listed bidders will later be asked to bid against a specification based on a consultation published today. It proposes that current services are maintained and that the Leeds half hourly service continue.
For passengers and staff, services will continue to operate as normal. All tickets will be valid and passengers can book and reserve tickets in exactly the same way they do today.
Secretary of State for Transport, Douglas Alexander said:
"The Government made it clear that rail operators that fall into financial difficulty should expect to surrender the franchise and not receive financial support. To do otherwise could set the precedent that we are willing to bail out operators at extra cost to the taxpayer.
"This agreement protects the interests of both passengers and taxpayers. It will ensure services operate as normal until a private sector franchise operator can be put in place."
Competition Commences for Operator of Intercity East Coast Franchise
0 comments Posted by car manual and matic at 11:26 PM The Department for Transport today announced it is inviting Expressions of Interest to operate services on the InterCity East Coast Mainline. It is expected that the operator for the new franchise will be in place in 12 to 18 months.
Until that date, the Government has entered into agreement with the current operator GNER, to operate the franchise on the Department's behalf under a temporary 'Management Agreement'.
Under this agreement, GNER will continue to deliver train services and will help ensure a smooth transition to the holder of the new franchise. Most of the net worth of the company passes to the Government and GNER has agreed to cover the Department's costs of re-letting the franchise early.
Companies with an interest in running the franchise have been asked to submit expressions of interest to the Department by 15th January 2007.
Short listed bidders will later be asked to bid against a specification based on a consultation published today. It proposes that current services are maintained and that the Leeds half hourly service continue.
For passengers and staff, services will continue to operate as normal. All tickets will be valid and passengers can book and reserve tickets in exactly the same way they do today.
Secretary of State for Transport, Douglas Alexander said:
"The Government made it clear that rail operators that fall into financial difficulty should expect to surrender the franchise and not receive financial support. To do otherwise could set the precedent that we are willing to bail out operators at extra cost to the taxpayer.
"This agreement protects the interests of both passengers and taxpayers. It will ensure services operate as normal until a private sector franchise operator can be put in place."
Until that date, the Government has entered into agreement with the current operator GNER, to operate the franchise on the Department's behalf under a temporary 'Management Agreement'.
Under this agreement, GNER will continue to deliver train services and will help ensure a smooth transition to the holder of the new franchise. Most of the net worth of the company passes to the Government and GNER has agreed to cover the Department's costs of re-letting the franchise early.
Companies with an interest in running the franchise have been asked to submit expressions of interest to the Department by 15th January 2007.
Short listed bidders will later be asked to bid against a specification based on a consultation published today. It proposes that current services are maintained and that the Leeds half hourly service continue.
For passengers and staff, services will continue to operate as normal. All tickets will be valid and passengers can book and reserve tickets in exactly the same way they do today.
Secretary of State for Transport, Douglas Alexander said:
"The Government made it clear that rail operators that fall into financial difficulty should expect to surrender the franchise and not receive financial support. To do otherwise could set the precedent that we are willing to bail out operators at extra cost to the taxpayer.
"This agreement protects the interests of both passengers and taxpayers. It will ensure services operate as normal until a private sector franchise operator can be put in place."
Monday, June 2, 2008
Government tackles road safety and disadvantage
0 comments Posted by car manual and matic at 10:52 PMThe Government today announced that it has met its target to reduce road casualties in disadvantaged areas.
Since the target was set, road casualties in the 88 most deprived districts in England have fallen by 19% beside a fall of 15% for England as a whole. The target was introduced in 2002 as part of the Government's response following research which showed that children from the poorest communities are up to five times more likely to be involved in road accidents than some of their better off peers.
Transport Minister Stephen Ladyman said:
"We are committed to making our roads even safer for everyone, no matter where they live.
These results are testament to the work of local councils up and down the country who have risen to the challenge of improving safety for people in disadvantaged communities.
But the risks to people in the most disadvantaged groups are still high, so there is no room for complacency and we will continue to work to reduce casualties even further."
The Departments Neighbourhood Road Safety Initiative has awarded grants totalling £17m to local authorities over 3 years to develop and demonstrate strategies for tackling the special road safety problems in disadvantaged communities. Examples of funding include:
* Schemes to provide safer places for children to play and to provide safer access to existing play areas.
* Engineering schemes, for example to improve pedestrian movement and access through new crossing facilities in deprived areas.
* Education projects such as Our Walk to School, an after school project for year 5 pupils in one of the most deprives areas of Liverpool, aims at increasing awareness of road safety issues such as danger recognition and safer routes to school.
* A Neighbourhood Road Safety Initiative central team for the 15 local authorities involved, tasked with developing and delivering innovative collaborative projects across the areas of regeneration and renewal, marketing and publicity , and education and training.
Since the target was set, road casualties in the 88 most deprived districts in England have fallen by 19% beside a fall of 15% for England as a whole. The target was introduced in 2002 as part of the Government's response following research which showed that children from the poorest communities are up to five times more likely to be involved in road accidents than some of their better off peers.
Transport Minister Stephen Ladyman said:
"We are committed to making our roads even safer for everyone, no matter where they live.
These results are testament to the work of local councils up and down the country who have risen to the challenge of improving safety for people in disadvantaged communities.
But the risks to people in the most disadvantaged groups are still high, so there is no room for complacency and we will continue to work to reduce casualties even further."
The Departments Neighbourhood Road Safety Initiative has awarded grants totalling £17m to local authorities over 3 years to develop and demonstrate strategies for tackling the special road safety problems in disadvantaged communities. Examples of funding include:
* Schemes to provide safer places for children to play and to provide safer access to existing play areas.
* Engineering schemes, for example to improve pedestrian movement and access through new crossing facilities in deprived areas.
* Education projects such as Our Walk to School, an after school project for year 5 pupils in one of the most deprives areas of Liverpool, aims at increasing awareness of road safety issues such as danger recognition and safer routes to school.
* A Neighbourhood Road Safety Initiative central team for the 15 local authorities involved, tasked with developing and delivering innovative collaborative projects across the areas of regeneration and renewal, marketing and publicity , and education and training.
Government tackles road safety and disadvantage
0 comments Posted by car manual and matic at 10:52 PMThe Government today announced that it has met its target to reduce road casualties in disadvantaged areas.
Since the target was set, road casualties in the 88 most deprived districts in England have fallen by 19% beside a fall of 15% for England as a whole. The target was introduced in 2002 as part of the Government's response following research which showed that children from the poorest communities are up to five times more likely to be involved in road accidents than some of their better off peers.
Transport Minister Stephen Ladyman said:
"We are committed to making our roads even safer for everyone, no matter where they live.
These results are testament to the work of local councils up and down the country who have risen to the challenge of improving safety for people in disadvantaged communities.
But the risks to people in the most disadvantaged groups are still high, so there is no room for complacency and we will continue to work to reduce casualties even further."
The Departments Neighbourhood Road Safety Initiative has awarded grants totalling £17m to local authorities over 3 years to develop and demonstrate strategies for tackling the special road safety problems in disadvantaged communities. Examples of funding include:
* Schemes to provide safer places for children to play and to provide safer access to existing play areas.
* Engineering schemes, for example to improve pedestrian movement and access through new crossing facilities in deprived areas.
* Education projects such as Our Walk to School, an after school project for year 5 pupils in one of the most deprives areas of Liverpool, aims at increasing awareness of road safety issues such as danger recognition and safer routes to school.
* A Neighbourhood Road Safety Initiative central team for the 15 local authorities involved, tasked with developing and delivering innovative collaborative projects across the areas of regeneration and renewal, marketing and publicity , and education and training.
Since the target was set, road casualties in the 88 most deprived districts in England have fallen by 19% beside a fall of 15% for England as a whole. The target was introduced in 2002 as part of the Government's response following research which showed that children from the poorest communities are up to five times more likely to be involved in road accidents than some of their better off peers.
Transport Minister Stephen Ladyman said:
"We are committed to making our roads even safer for everyone, no matter where they live.
These results are testament to the work of local councils up and down the country who have risen to the challenge of improving safety for people in disadvantaged communities.
But the risks to people in the most disadvantaged groups are still high, so there is no room for complacency and we will continue to work to reduce casualties even further."
The Departments Neighbourhood Road Safety Initiative has awarded grants totalling £17m to local authorities over 3 years to develop and demonstrate strategies for tackling the special road safety problems in disadvantaged communities. Examples of funding include:
* Schemes to provide safer places for children to play and to provide safer access to existing play areas.
* Engineering schemes, for example to improve pedestrian movement and access through new crossing facilities in deprived areas.
* Education projects such as Our Walk to School, an after school project for year 5 pupils in one of the most deprives areas of Liverpool, aims at increasing awareness of road safety issues such as danger recognition and safer routes to school.
* A Neighbourhood Road Safety Initiative central team for the 15 local authorities involved, tasked with developing and delivering innovative collaborative projects across the areas of regeneration and renewal, marketing and publicity , and education and training.
Devon County Council has a policy to remove unauthorized signs from the roadside in accordance with Section 132 of the Highways Act. Discretion is exercised in town and village centers with regards to displays and goods outside local shops, and with local fetes and charitable events, but if the sign obstructs the pavement or cycle way and results in a significant hazard to pedestrians, or interferes with visibility for vehicles, it will be removed.
Devon County Council has a policy to remove unauthorized signs from the roadside in accordance with Section 132 of the Highways Act. Discretion is exercised in town and village centers with regards to displays and goods outside local shops, and with local fetes and charitable events, but if the sign obstructs the pavement or cycle way and results in a significant hazard to pedestrians, or interferes with visibility for vehicles, it will be removed.
Sunday, June 1, 2008
A £38m improvement scheme at junction 6 of the M62, that will ease congestion and further the economic regeneration of Merseyside has been given the go-ahead, Roads Minister Stephen Ladyman announced today.
The improvements will provide two new link roads to increase the capacity of the junction and remove congestion and delay at its busiest periods.
Dr Stephen Ladyman, Roads Minister, said:
"This junction is a key gateway and these improvements will tackle congestion, improve accessibility and make journey times more reliable.
"This will help to boost the economic regeneration of Merseyside - bringing benefits to regional businesses and road users."
A new footbridge/cycleway crossing will also be provided to improve journeys across the M62 for pedestrians and cyclists.
The improvements are expected to start in Spring 2007 and construction will take approximately 22 months.
The improvements will provide two new link roads to increase the capacity of the junction and remove congestion and delay at its busiest periods.
Dr Stephen Ladyman, Roads Minister, said:
"This junction is a key gateway and these improvements will tackle congestion, improve accessibility and make journey times more reliable.
"This will help to boost the economic regeneration of Merseyside - bringing benefits to regional businesses and road users."
A new footbridge/cycleway crossing will also be provided to improve journeys across the M62 for pedestrians and cyclists.
The improvements are expected to start in Spring 2007 and construction will take approximately 22 months.
A £38m improvement scheme at junction 6 of the M62, that will ease congestion and further the economic regeneration of Merseyside has been given the go-ahead, Roads Minister Stephen Ladyman announced today.
The improvements will provide two new link roads to increase the capacity of the junction and remove congestion and delay at its busiest periods.
Dr Stephen Ladyman, Roads Minister, said:
"This junction is a key gateway and these improvements will tackle congestion, improve accessibility and make journey times more reliable.
"This will help to boost the economic regeneration of Merseyside - bringing benefits to regional businesses and road users."
A new footbridge/cycleway crossing will also be provided to improve journeys across the M62 for pedestrians and cyclists.
The improvements are expected to start in Spring 2007 and construction will take approximately 22 months.
The improvements will provide two new link roads to increase the capacity of the junction and remove congestion and delay at its busiest periods.
Dr Stephen Ladyman, Roads Minister, said:
"This junction is a key gateway and these improvements will tackle congestion, improve accessibility and make journey times more reliable.
"This will help to boost the economic regeneration of Merseyside - bringing benefits to regional businesses and road users."
A new footbridge/cycleway crossing will also be provided to improve journeys across the M62 for pedestrians and cyclists.
The improvements are expected to start in Spring 2007 and construction will take approximately 22 months.
Subscribe to:
Posts (Atom)
