Roemer Report – March 2008

TRUCK SAFETY KEEPS IMPROVING: The number of heavy trucks involved in fatal accidents is at its lowest since the U.S. Department of Transportation began tracking such statistics in 1975. The Federal Highway Administration (FHWA) recently released vehicle mileage statistics from 2006 showing that three figures—the number of large trucks involved in fatal crashes, the fatality rate for large trucks, and the fatal crash rate for trucks—have all declined to their lowest levels since 1975. In 2006 there were 1.93 fatal truck accidents per 100 million miles traveled, compared to the previous low in 2002 of 1.97 fatal crashes per 100 million miles traveled. “These figures illustrate the effectiveness of the trucking industry’s continuous efforts to increase safety on the nation’s highways,” said Bill Graves, American Trucking Associations (ATA) president and CEO. “The motor carrier commitment to safety and industry outreach efforts are playing major roles in improving highway safety for all drivers.” Safety figures have improved despite the growing number of vehicles on U.S. roadways. According to the FHWA, there were nearly 3 million more registered trucks and cars in 2006 than in the previous year. The trucking industry’s continual efforts to improve safety appear to be working. The ATA’s safety agenda includes increasing law enforcement for vehicles that operate unsafely around large trucks and educating drivers about sharing the road with heavy trucks.

STATES RETHINK REGULATIONS: State agencies are getting serious about tightening trucking laws. They believe the Department of Transportation is dragging its feet on federal transportation regulations by failing to enforce existing rules and not finalizing pending regulations in a timely way. “States are serious about taking back jurisdiction over their highways,” said a transportation attorney in Traffic World. “If you look at the number of laws states are enacting and considering, they will have a sweeping impact on motor carriers.” John R. Bagileo says states across the country are considering “hundreds of pieces of [transportation] legislation…. The states aren’t waiting for federal leadership.” Pennsylvania, for example, is considering legislation that would limit truck idling time, and North Carolina is tightening enforcement of its ban on 53-foot trailers. Many states had disbanded their trucking regulatory agencies, but they appear to be making a comeback. Bagileo urges carriers and shippers alike to engage state legislators and be more aware of local issues. “You have to become involved in state legislation and if there are any traffic clubs still active in your area” he said, “it’s time to revitalize them.”

BUDGET INTENDED TO EASE CONGESTION: The U.S. Secretary of Transportation said the Bush administration’s $68 billion budget for transportation will help fund safety programs and congestion relief programs. “This budget helps us move forward on a new course that delivers high levels of safety, takes advantage of modern technology and financing mechanisms, and eases congestion with efficient and reliable transportation systems,” Secretary Mary Peters said. The budget focuses on identifying and implementing new ways to fight gridlock on the nation’s roads and in the air. “If last year’s record traffic jams and flight delays taught us anything,” she said, “it is that traditional approaches are not capable of producing the results we need to keep America’s economy growing.” However, Stephen E. Sandherr, CEO of the Associated General Contractors of America, says the Bush budget fails to meet the six-year spending commitments under SAFETEA-LU, because the budget would slash $1.8 billion from the highway program, $200 million from the transit program, and $750 million from the airport program. To see highlights of the DOT budget, visit www.dot.gov/bib2009.

CAMERAS SLOW TRAFFIC: A report by the Insurance Institute for Highway Safety finds that speed cameras cause most drivers to slow down when they suspect a camera is nearby. Speed cameras measure how fast vehicles are going and take pictures of the license plates of speeding cars and trucks. The owner of the vehicle then gets a ticket in the mail. Law enforcement officers like speed cameras because they free up officials to be elsewhere. Critics, however, say they’re unfair because they invade privacy and motorists don’t have the opportunity to explain themselves to officers. The study, performed in Montgomery County, Maryland, found that locations with warning signs about cameras and the actual cameras, had a 70 percent drop in the number of drivers traveling 10 mph or more over the speed limit. The study also found that places with warning signs only experienced a drop in speeding by almost 40 percent. A similar study performed in Scottsdale, Arizona, found that even vehicles as far as 25 miles away from cameras slowed down. Arizona has been planning to expand the safety program, with Governor Janet Napolitano hoping to introduce 170 mobile, stationary, and red-light cameras across the state within five years. The plan would net the state $90 million in 2009 and $125 million the next year. However, some state legislators object to linking traffic enforcement to state income. Consequently, three issues will be on the Arizona’s November ballot, including two that would limit or ban the use of cameras on state roads but not municipal areas.

EASING CONGESTION IN NYC: New York City is “drowning in traffic,” according to one mass transit advocate. To ease chronic gridlock and reduce pollution, the city is considering a plan—the first of its kind in the nation—that would charge drivers for entering the busiest parts of Manhattan. A commission, charged with reducing the city’s gridlock, recommended that trucks pay $21 and cars $8 for entering certain parts of the city. Trucks with low emissions would be exempt from the fee, and fees would be effective only between 6 a.m. and 6 p.m. on weekdays. Two of the 17 commission’s members voted against the plan, arguing that it was a regressive tax on poorer people living outside Manhattan and that there is no clear plan for implementation. The fees would generate an estimated $491 million a year for transit improvements and would reduce traffic in the entire region. The federal government has pledged $354 million toward the program, but there are still wrinkles to iron out. Skeptics say they want assurances that the fees would be dedicated to transit improvements, and they also are calling for tax credits for poor households. “Congestion pricing” is catching on in cities around the globe, so many believe it’s just a matter of time before the idea becomes popular in this country.

ONE STEP AT A TIME: The lifestyle of a truck driver is not conducive to healthy living. Job logistics lead to stressful conditions, meals on the go, and lack of exercise. But a new study by a Toronto researcher may come as a real wake-up call to drivers. Dr. Martin Moore-Ede found that truck drivers have a 10- to 15-year lower life expectancy than the average American male, who lives on average to age 76. This statistic has served as a life-changing jolt for some drivers. One Wisconsin driver, finding himself overweight and barely able to pass his physical, decided to start a walking routine. Instead of waiting around for his truck to be unloaded, Jeff Clark would walk a mile or so into the nearest town. Eventually his walk turned into a jog. In fact, he’s currently training for the Green Bay Marathon in May. He admits that long-distance running is not for most drivers, but wherever he goes, he urges drivers to make just one lifestyle change: walk, join a gym, or quit smoking. Because truckers are on tight schedules and are away from home, they have to be more creative in finding time to exercise than those in other professions. “When you pull in, park at the farthest stall,” a 30-year-old trainer says. “Strap on some ankle weights and jog to the rest area. Then jog back. Next time, jog around the truck stop.” Many guys will feel self-conscious jogging around with ankle weights, but “it’s about what kind of commitment will you make to yourself,” he says. “It’s not about anybody but you.”

SUMMON YOUR COURAGE: When you think of courageous leaders, you first might think of military leaders. But courage is also an important trait for business leaders. Michael Staver, author of Leadership Isn’t for Cowards, contends that the path to courageous leadership has these components: (1) Accept your situation. Most leaders tend to overestimate or underestimate their organization. That’s why it’s imperative that you look reality squarely in the face and accept what you see. Otherwise, your organization won’t be able to move forward in a positive direction. (2) Take responsibility. Courageous leaders accept the results of their choices. Look beyond the blame game and instead focus on the best response. (3) Act. Leaders rarely have all the information they want to make a decision. That’s why it’s important to be sure your actions are aligned with not just your head but also with your heart, values, and company culture. (4) Commit to learning. Courageous leaders should continuously learn about three things: themselves, their people, and their profession. (5) Develop relationships. Courageous leaders care about people’s progress. They challenge people and don’t let them get away with being less than they can be.

It takes a great deal of courage to stand up to your enemies, but even more to stand up to your friends.—J. K. Rowling