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FMCSA’s apparent plan to push forward on the safety fitness determination and then make corrections, if needed, will cause burdensome midstream changes, creating confusion and forcing additional training and expense.
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If FMCSA decides to include the “S” endorsement requirements in a new federal mandate for entry-level commercial drivers, NAPT asks that states already meeting or exceeding the proposed requirements be exempt.
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The provision, supported by the National School Transportation Association, addresses FMCSA’s Safety Fitness Determination proposal.
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No one can argue the intent of this system. The problem is that some of the key methodologies and structural elements are misaligned and can misrepresent a carrier’s safety performance.
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FMCSA’s proposal addresses prerequisite training for entry-level drivers of commercial vehicles, including school buses.
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Several voluntary safety program best practices would be worthy of inclusion in a beyond compliance program. NSTA encourages FMCSA to utilize the performance metrics of preventable accidents, non-preventable accidents and Department of Transportation reportable crashes when measuring all programs.
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We fully support ensuring that school bus transportation remains the safest form of transportation, but we cannot support significant new mandates on the industry without data showing that improved safety could be realized.
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NSTA applauds the passage of the FAST Act, which advances many of the school bus contractor group’s priorities.
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MAP-21 stands for “Moving Ahead for Progress for the 21st Century.” It was the most recent multi-year surface transportation reauthorization bill, and is past due to be reauthorized.
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The multi-year surface transportation reauthorization now heads to the House floor. NSTA says that the bill includes several provisions to resolve threats to the private school bus industry.
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