Wheels and Wings

Issue 2

January 2008

Wheels and Wings

Director

Jan Dobbs

\(202\) 208-6601

Vehicle Management

Policy Contacts

The Office of Governmentwide Policy, Vehicle Management Policy Program's
mission is to ensure the effective and efficient use of the Federal
Government's 640,000 motor vehicles and the expenditure of close to \$2
billion annually on fleet operations through innovative policies,
adoption of best practices, effective communication, and leading edge
technologies.

Jacquie Perry

\(202\) 501-3347

Jim Vogelsinger

\(202\) 501-1764

Connie Aaron

\(202\) 208-7634

Ed Lawler

\(202\) 501-3354

Mike Moses

\(202\) 501-2507

Please address your questions or comments concerning Wheels & Wings to
the editor:

Jacquie Perry (202) 501-3347 or e-mail to Jacquie.Perry@gsa.gov.

Aviation Management

Policy Contacts

The aviation management policy team, in collaboration with the
Interagency Committee for Aviation Policy (ICAP), develops
governmentwide policies for managing the acquisition, use, and disposal
of aircraft that the federal civilian agencies own or hire. In addition,
it collects, analyzes, and reports information on government aircraft,
using the Federal Aviation Interactive Reporting System (FAIRS); and
promotes best practices in federal aviation management. In cooperation
with ICAP-member agencies, the overarching goal is to foster, most
effective and efficient aviation in U.S. government agencies.

Elizabeth Allison

\(202\) 208-7634

Mike Miles

\(202\) 501-3354

Bob Sherouse

\(202\) 501-3347

Jay Spurr

\(202\) 501-1764

Please address your questions or comments concerning Wheels & Wings to
the editor:

Elizabeth Allison (202) 208-7634 or e-mail to Elizabeth.Allison@gsa.gov.

Graphic Design: Tom Pearlman

GSA Office of Citizen Services and Communications

www.gsa.gov/vehiclepolicy or aircraftpolicy

CONTENTS

Training for Success

Car Regs Not a One-Way Street

Innovations in Fleet Management

Alternative Fuels & Vehicles National Conference Program Announced 7

SAFETY

Runway Safety

Alcohol Misuse + Driving = Crashes

Defensive Driving Course

New AAA Foundation Study Offers Hope for Improving Senior Drivers'
Performance

GREEN ZONE

Hey! What's With the Splice and Staples On Those Retreads?

EDTA Statement on the HR 6 Energy Bill

ON THE HORIZON

Congress Quietly Revises 'Buy America' Rule for Defense Materials

FAA Statement On Pilot Retirement Age

Federal Fleet Policy Council (FEDFLEET) Enrollment

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Article

Training for Success

When people talk about "behind the scenes" at the Smithsonian
Institution (SI), just about everyone assumes you are talking about the
museum curators or the exhibit builders, but rarely does anyone think
about the operational "behind the scenes." The fifteen in-house vehicle
technicians play a crucial role within not only the Transportation
Division, but within the entire Institution.

The Transportation Division is the backbone of Smithsonian; supporting
all the museums throughout the metropolitan area as well as facilities
across the country and even the globe. With a complex fleet comprised of
over 1000 pieces of equipment, the Transportation Division ensures that
the bamboo trucks that feed the National Zoo's pride and joy, the giant
pandas, are up and running as well as maintaining the shuttle buses that
connect over 55,000 employees in the various facilities that comprise
the Smithsonian Institution. Transportation is successful in these areas
due to the hard work and dedication of its maintenance staff.

The technology in today's vehicles and equipment changes quickly. With
flex fuel, hybrid electric vehicles and electronically controlled diesel
engines, it is challenging for today's technicians to stay up to date on
all the latest technology. In order to guarantee the future success of
its technicians, the Transportation Division, through a partnership with
the Montgomery Community College (MCC), is committed to developing a
state of the art automotive training program culminating in a degree in
automotive technology and ASE certification.

Working with MCC, the SI has been able to send four technicians during
the fall 2007 semester to the Rockville campus to attend automotive
courses. The technicians build upon their current skill sets with
advanced automotive training focusing on areas such as computerized
engine controls, fuel and emissions systems. With the additional
knowledge gained from the courses at MCC, the technicians are able to
dramatically decrease vehicle downtime thereby increasing the quality of
vehicle maintenance.

As the Institution's Fleet Manager, Mr. Bill Griffiths wanted to develop
a program where his technicians could have access to the latest
technical knowledge as well as a means to demonstrate how they have
mastered those skills. The partnership between the SI and MCC provides a
platform for such a program through ASE certification and MCC's
automotive degree program.

The training program has thus far been a huge success -- increasing in
size for the spring 2008 semester by almost 100%! Seven mechanics will
be attending the courses offered by MCC. The college courses have not
only positively impacted the quality of work, but they have also
promoted team building and increased confidence among the technicians.

Working in tandem with the MCC courses, Mr. Griffiths has instituted
monthly in-house training since his arrival to the SI in May 2007. His
goal with the monthly in-house training is to provide a forum for his
technicians to continually sharpen their technical skills. By using a
"hands on" approach, Mr. Griffiths transfers classroom concepts into
practical knowledge.

"All of the guys are already motivated to succeed. I want them to know
I'm committed to making sure they have the tools to do their jobs more
effectively and proficiently," says Mr. Griffiths. While Mr. Griffiths
is focused on developing a world-class transportation program, he is
also committed to assisting all his employees in realizing their career
goals and aspirations.

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Article

Car Regs Not a One-Way Street

By William N. Rudman Government Executive

In January 1987, an Interior Department employee was driving in a
government-owned vehicle (GOV) when he spied the loan officer from his
bank. He offered her a ride to a lawyer's office several blocks off his
direct route. Two Interior Department employees saw their colleague
giving the loan officer a ride and reported him. The employee was
suspended without pay for 30 days.

No other type of administrative misconduct carries a penalty as severe
as does the willful misuse of a government vehicle, vessel or aircraft.
Title 31 of the U.S. Code, section 1349(b), states that an employee who
willfully misuses or authorizes the misuse of a government vehicle shall
be suspended for at least one month, and could even be fired.

The statute's wording is deceptively simple. The confusion comes in
deciding when the rule applies and whether the 30-day suspension can be
avoided. Federal managers need to understand what constitutes GOV
misuse, both to avoid it and to ensure none of their employees ends up
on a lengthy, unpaid vacation.

Some agencies are strict in setting rules for use of GOVs and dealing
with misuse, while others are relatively blase. Some inspectors general
follow employees around hoping to catch them violating the rules, while
others wouldn't stoop to getting involved in such "minor" administrative
misconduct.

Personal Use

Sometimes, bad results are a foregone conclusion. After a General
Services Administration police officer took a GOV to get beer for the
boss, the Federal Circuit Court of Appeals ruled the appropriate uses of
government vehicles "do not include frolics and detours-even at the
behest of a supervisor-in order to procure alcoholic beverages for
on-duty consumption."

Most appeals of employee misconduct cases, such as GOV misuse, wind up
at the Merit Systems Protection Board, whose judges' rulings can, in
turn, be appealed to the Federal Circuit Court of Appeals.

At the other end of the spectrum is the doctrine of "minor" personal use
when the primary use is for government business. For example, a Customs
inspector at a border station drove a short distance in a GOV with his
girlfriend in order to scold a guard. The guard had told the girlfriend
she had to submit to a Customs examination when she entered the United
States to bring her boyfriend some food. The Merit Systems Protection
Board ruled the personal use was minor and the vehicle was used
primarily to further agency business. The inspector "merely allowed
\[his girlfriend\] to ride with him in the government vehicle for the
short trip from his duty station to \[the guard's\] post in order to
inquire regarding the proper entry point. . . his inquiry did involve a
matter of official concern with respect to proper entry procedures," the
board found.

In the same vein, the board reversed the suspension of an IRS employee
who had been authorized to use a GOV while on temporary duty. En route
from the restaurant where she had eaten dinner to the motel where she
was staying, the employee stopped at a disco. The board stated that what
constitutes an "official purpose" is not always clear and that a
deviation is "simply one of the circumstances to be considered in
determining the overall nature of the trip."

Following Orders

Disobeying a supervisor's order about a GOV may well be insubordination,
but it isn't necessarily vehicle misuse. For example, a supervisor told
an Army employee to park his government car at a GSA lot, but the
employee instead drove it to his house to drop off and pick up some
work-related equipment. He then headed for a service station, where he
intended to put the car for the weekend, and had an accident. The board
saw no vehicle misuse, stating that "although the driving of the vehicle
to appellant's residence might have involved some minor personal use, it
was primarily for the furtherance of the agency's business."

However, employees should not be misled into believing they can park a
GOV at home with impunity. In one case, a Defense Investigative Service
employee parked his government car at home for two months while his
request for domicile parking was pending. In another case, an
Immigration and Naturalization Service employee kept his GOV at his
residence overnight, even after his supervisor ordered him to return it
to a government garage. Both employees received 30-day suspensions,
which the MSPB upheld, saying that even if the supervisors' refusals to
allow at-home parking were arbitrary and capricious, the employees
should have obeyed the orders and then filed grievances.

Willful Misuse

The case of a supervisor at the Equal Employment Opportunity Commission
(EEOC) gets to the heart of the willful misuse issue. The office's only
typist told the supervisor that her personal car had broken down on the
expressway at a time when the caseload was especially heavy. The boss
authorized the typist to take a government vehicle back to the breakdown
site to secure her own car. The EEOC suspended the supervisor for 30
days. The appeals court reversed the suspension, because even though the
supervisor "knew and intended" to do what she did, "there is no evidence
that she actually knew that the use would be characterized \[by the
agency\] as 'nonofficial'. . . \[the supervisor\] acted in good faith in
attempting to solve an office emergency." In short, she did not act
"with knowledge of or reckless disregard for whether the intended use
was for other than official purposes."

On the other hand, the MSPB upheld the 45-day suspension of an Army
employee for entering a restricted area of Fort Eustis, Va., in his GOV
and using it to kill an injured deer. The employee "voluntarily and
consciously" drove into the restricted area without permission and
likewise lacked the approval to drive over the deer. The board was not
impressed by the employee's profession of humanitarian motives, noting
that he could have phoned the post's game warden.

An Air Force officers club manager also failed to get his suspension
overturned. He used a government truck to commute, five to seven times
in two weeks, while his personal car was being repaired. It was not a
one-time emergency like the EEOC typist's breakdown, or even a case
where the government could derive some benefit.

Drunken Driving

Being under the influence of alcohol excuses or mitigates certain
criminal offenses in many states, but the MSPB regards it as an
aggravating factor, especially if someone is killed or injured in an
ensuing accident. An Army employee who worked as a caretaker at a
national cemetery left the grounds without permission in a government
truck to pick up his daughter. En route he struck a light pole, narrowly
missing some pedestrians. The board upheld the employee's removal and
rejected his claim of handicap discrimination because of his alcohol
abuse. The board said the employee had not established a causal
connection between his handicapping condition and the charged
misconduct.

Even an employee who can establish that his or her free will was so
overborne by alcohol or drugs that he didn't know what he was doing,
still may not prevail. A Bureau of Alcohol, Tobacco and Firearms
employee driving home from a bar in a government car went the wrong way
on an interstate highway and struck a car head on. A 2-year-old in the
other car was killed. Affirming the employee's firing, the board noted
that even though alcoholism is a handicapping condition, the employee
was not a "qualified handicapped individual" because his conduct was "so
egregious and notorious" that it "struck at the very core of the
agency's mission."

Rental Cars

It is a long-held belief that an employee who misuses a rental car can
be punished under the willful misuse statute. Not so, says the appeals
court. An Interior Department employee on temporary duty rented a car on
his government credit card at the government rate and drove 300 miles on
personal business. In reversing his suspension, the court ruled that the
contract was between the employee and the rental company, that
regulations governing government leases were not complied with, and that
the government had assumed no liability to pay the charges. In short,
the car was not "owned or leased by the government," and the willful
misuse statute doesn't apply.

Exercising Mercy

Must an agency exact the harsh penalty of 30 days (or more) when a
decent and productive employee suffers a one-time lapse of judgment? Yes
and no. If the agency charges the employee with willful vehicle misuse,
neither it nor an administrative judge nor arbitrator can mitigate the
30-day suspension. On the other hand, the agency can cite a different
violation that doesn't mandate such a harsh penalty. For example, agency
provisions covering general misuse of property-everything from
telephones to copying machines-carry lighter penalties ranging from a
letter of reprimand to a five- or 10-day suspension. Although
technically an agency is supposed to apply the charge that most closely
fits the offense, it is a rare employee who complains about a three-day
suspension when he could have gotten 30.

Clear as Mud

Any hope of a clear understanding of willful misuse disappeared last
year when the court decided the case of a Bureau of Alcohol, Tobacco,
Firearms and Explosives (ATF) special agent who transported his
3-year-old son "on a few occasions" to and from a daycare facility while
his wife was confined to bed during pregnancy.

An administrative judge reversed the agent's 30-day suspension, noting
that the job required him to be on call round the clock, the car had
specialized equipment necessary to remain in contact with the office,
and the employee worked a lot of overtime. The special agent testified
that he deviated 2.6 miles each way to take his son to day care, but if
he had used his own car, returned home and picked up his GOV, he would
have had a 21.2-mile, 40-minute round trip. The judge said the employee
was making the most efficient use of his and the agency's time during
his wife's medical emergency, adding that he is a "highly decorated ATF
agent with more than 10 years of service, a flawless record and an
excellent reputation," and "would be unlikely to violate a rule
knowingly" or "lie about his motives."

"Even if (the employee) could have first secured permission to transport
his son, his failure to do so given the circumstances does not amount to
'reckless disregard' for the regulations," the court found.

The court found further that the ATF staffer "was authorized to commute
to work in his GOV, which contained specialized equipment necessary to
remain in contact with the agency."

The agent's adventure stretches credibility to its furthest extent, and
most employees lacking his wings and halo, probably would not fare so
well. Nonetheless, "willful misuse" is difficult to define and must be
judged on a case-by-case basis. Agencies should not assume that every
deviation or apparent violation is actionable misconduct. The charge,
with its 30-day minimum suspension and possible removal, is a serious
one and should not be made before careful deliberation by management,
agency counsel, and labor and employee relations staff. Somewhere
between the EEOC's well-intentioned supervisor and the Army's deer
slayer is the line.

Article

Innovations in Fleet Management

by Russ Pentz, GSA, Assistant Deputy Associate Administrator

It's no longer adequate to simply have a Management Information System
(MIS). Industry has the technology that makes it possible to connect our
management information system with on-board vehicle event management
systems providing us with real time vehicle event management
capabilities. These on-board systems can connect to our management
information system with any available communication device currently
being used by the fleet owner which provides immediate notification of
adverse events such as an engine failure, crash, or deployment of an
airbag. On-board vehicle event management systems include such
technologies as electronic readers that connect directly to the vehicle
On-Board Diagnostic (OBD) Control Module, and vehicle operator readers
that measure the performance of the operator such as how fast they were
driving.

The OBD reader provides the maintenance manager with real time vehicle
inventory and performance data. The availability of performance data
will warn them of serious safety or maintenance issues that require
immediate action, or to create a deferred maintenance item for the next
scheduled maintenance. In either case, the maintenance manager will have
the information necessary to reduce maintenance costs, and minimize
vehicle downtime reducing the number of back-up vehicles required. Used
in conjunction with an MIS and managed correctly, fleets will be able to
significantly reduce maintenance costs, increase vehicle life, and
reduce the size of the fleet.

The vehicle operator reader is a digital recorder that is activated by a
vehicle movement event such as quick or sudden starts and stops. These
recorders provide managers with the ability to predict and prevent risky
driving behaviors and save lives. Risky driving is a global problem
resulting in crashes, serious injuries and deaths each year. Using these
devices, managers will have the tools needed to reduce claims costs and
save lives by improving the way vehicle operators drive and assessing
liability in collisions. By using this technology in our fleet vehicles
combined with good program management, expert analysis and driver
coaching, we can reduce vehicle damages, workers' compensation and
personal injury costs by 30 to 90 percent.

The OBD reader and the vehicle operator reader have the capability to
interact with another new technology- Smart Highway and Smart Car
systems. These technologies provide tools for vehicle-to-vehicle and
highway-to-vehicle communications that literally help operators drive
their vehicles thereby reducing or eliminating risky driving events. The
goal of the Smart Highway is to improve traffic flow and to alert
motorists to potential hazards on the road. The Smart-Car or Intelligent
Vehicle performs functions such as warning a driver if the car gets to
close to another vehicle. If the driver does not react then it will
automatically apply the brakes, preventing the collision. The system has
the ability to take charge of steering the vehicle if the driver happens
to be very careless. There is even an existing technology that will
parallel park the car without assistance from the operator. Another
feature of Smart Car and Smart Highway systems are the ability to
interact with the vehicle navigation system to inform the operator of
speed limits in the zone, hazards, patches of black ice or rain,
potholes, and available parking. These technologies reduce vehicle
crashes and improve employee productivity by eliminating the time they
spend on our highways.

The OBD reader and the vehicle operator reader combined with Smart
Highway and Smart Car technology make it easier for a Fleet Manager to
manage their fleets by notifying them of maintenance issues, potential
unsafe driving patterns by operators, and crash prevention technology
that helps operators drive and park vehicles. This past Fall, GSA
published an advisory bulletin on the Requirements for Management
Information Systems in Federal Vehicle Fleets GSA Bulletin FMR B-15.
This bulletin will help your agency to move closer to incorporating the
newest technological innovations in fleet management into your programs.
You can find a copy of this bulletin at
[www.gsa.gov/vehiclepolicy](http://www.gsa.gov/vehiclepolicy).

Your Guide to Federal Fleet Management!

The Guide to Federal Fleet Management (GFFM) is available on GSA's
website at www.gsa.gov/vehiclepolicy in the Reference section. It is a
comprehensive guide to help you manage your agency's fleet. Federal
fleet management incorporates five areas of competency that Fleet
Managers require to perform as professionals:

• Legal Requirements

• General Management

• Fleet Asset Management

• Fleet Operations Management

• Risk Management

The GFFM discusses these topics in detail to give you the information
you need to perform your job at all levels of Federal fleet management
from the driver in the field to the National Agency Fleet Manager. The
GFFM will be updated on a continual basis as we receive input from
Federal fleet personnel. It can be used as a model for developing your
own agency fleet management guidelines. It also has a list of electronic
resources available to you to help perform you job.

If you have any comments or suggested changes to the GFFM, please e-mail
them to <vehicle.policy@gsa.gov>.

Article

Alternative Fuels & Vehicles National Conference Program Announced

Focus is on Funding, Fueling and Fleets

Alternative Fuel Vehicle Institute (AFVi) announces the concurrent
sessions that will be offered as part of the Alternative Fuels &
Vehicles National Conference and Expo 2008. The conference will be held
in Las Vegas, Nevada, May 11-14. This fuel and technology neutral
gathering is designed to bring one-stop information and product shopping
to fleets, policy-makers, and advocates for clean transportation
choices.

AFVi concurrent sessions complement the General Session proceedings,
which feature keynote presentations by Amy Myers Jaffe, head of the
Baker Institute Energy Forum; race car icon Bobby Rahal; and,
billionaire entrepreneur and chief of BP Capital, T. Boone Pickens. The
AF&V Conference & Expo features more than 125 exhibitors from all
corners of the globe, as well as a Ride-n-Drive showcasing light-,
medium-, and heavy-duty vehicles. The AF&V Conference concurrent session
lineup is organized around the categories of electric drive, fuels &
fueling, money, policy, and vehicles.

Electric Drive

• All Charged Up: Electric Vehicle Product Rollouts

• Changing Gears: The Medium- and Heavy-Duty Hybrid Promise

• Charge It Please: Electric Vehicle Investments that Make Sense

• Creative Outlets: Growing the Market for Plug-in Hybrids

Fuels & Fueling

• An Ounce of Prevention: How to Select the Right Alternative Fuels for
Your Fleet

• Cream of the Crop: Ethanol Leading the Way

• Fuels Rush In: Retailers Leading the Way in Infrastructure Development

• Hindsight Is 20/20: Drivers and Mechanics Share Lessons Learned

• It's a Gas: Running Your Fleet on Propane

• Ready, Set, Grow: How to Incorporate Biodiesel into Your Fleet Today

• Smog Busters: Why Natural Gas is Gaining Traction as a Clean, Cost
Effective Transportation

Fuel

• Waste Not, Want Not: The Promise of Biogas

Money

• Breathing Easy: Understanding Credit Trading Options for Business

• Clearing the Air: An Emissions Focused Well-to-Wheels Analysis

• Fed Fever: Using Federal Incentives to Drive Your Fleet

• Prophetic Profits: Early Adopters Show How Green Begets Gold

Policy

• Auto Motion: Clean and Green Goods Movement

• Bottoms Up: Local Government Paving the Alternative Fuel Pathway

• California Greenin': The Alternative Fuel Plan that Could Change the
World

• Hydrogen Cells: Paving the Way for the Hydrogen Highway

Vehicles

• AFV Converts: Small Volume Manufacturer Product Rollouts

• Car Talk: Light-duty Product Rollout

• Heavy Lifting: Medium- and Heavy-Duty Product Rollouts

• The Right Fit: A Toolkit of After-Market Solutions for Heavy-Duty
Vehicles

AF&V Conference + Expo is presented on behalf of AFVi's sponsors. The
2008 lead partners at the Platinum level include American Honda, Clean
Energy, and General Motors. Diamond sponsors include American Clean
Skies Foundation, Foton America, and Toyota. Other confirmed sponsors
include Alloy Custom Products, ARB, Inc., Bosch, Chrysler, Cummins
Westport, Ethanol Promotion and Information Council, FirmGreen, Ford
Motor Company, Global Electric Motorcars, GreenField Compression, Luxfer
Gas Cylinders, Miles Automotive Group, National Biodiesel Board, South
Coast Air Quality Management District, Westport Innovations, and Wheels
Inc.

Alternative Fuel Vehicle Institute (AFVi) is an entrepreneurial
organization that works through industry to bring people in need of
proven transportation technologies together with those who can meet
their needs. AFVi is the education provider and information link between
the alternative fuels and vehicles industry and public/private fleets.
The primary business of the company is to advance the interests of OEMs,
fuel providers and their associated business partners through education,
outreach and deployment. AFVi is fuel and technology neutral. More
information on the conference is available by going to
[www.afvi.org/NationalConference2008](http://www.afvi.org/NationalConference2008).

For more information contact Kimberly Taylor at (702) 203-4982 or email
her at <ktaylor@afvi.org>.

Section

SAFETY

Article

Runway Safety

Reducing the risk of runway incursions is one of the Federal Aviation
Administration's (FAA) top priorities. The agency has been aggressively
addressing the issue and has made progress reducing the most serious
incidents, particularly those involving commercial aircraft. The number
of serious runway incursions --- called Category A and B --- has dropped
by more than 40 percent since fiscal year 2001 (see chart below). The
number of serious runway incursions dropped from 31 in fiscal year 2006
to 24 in FY 2007 --- an all-time low.

Over the years, the FAA has made significant advances in improving
runway safety, including better airport layout, signage and lighting;
implementation of technology designed to prevent accidents and reduce
the number of incursions; and human factors training for both pilots and
air traffic controllers. In addition, the FAA continues to conduct
research into new technology that will provide direct warnings to
pilots.

Graphic -- Chart

Serious Runway Incursions

  --------------------------- ------------------------ ------------------
  Total A and B Incursions    Number Involving\        Fiscal Year
                              Commercial Aircraft      

  53                          26                       2001

  37                          11                       2002

  32                          10                       2003

  28                          9                        2004

  29                          9                        2005

  31                          10                       2006

  24                          8                        2007
  --------------------------- ------------------------ ------------------

What is a Runway Incursion?

A runway incursion is any instance on a runway involving an aircraft,
vehicle, person, or object that creates a collision hazard or results in
loss of required separation with an aircraft preparing to take off or
land. (The term "loss of required separation" refers to the loss of
minimum safe distances between aircraft and other objects on the runway
surface.)

Background

To realize the scope of this challenge, it is important to note that
more than 600,000 pilots made about 62 million takeoffs and landings
last year, and about 14,000 air traffic controllers at more than 500
towered airports handled them. Adding to this complex choreography are
the hundreds of thousands of individuals who drive vehicles on the
airport grounds. The sheer number of flights, people, and vehicles
moving across airport runways and taxiways means there is no single way
to reduce runway incursions. Runway safety is a shared responsibility
among pilots, controllers, and vehicle drivers. Automated warning
systems enhance runway safety, but education and situational awareness
are the keys to preventing incursions.

New Technologies

The FAA has implemented important new technologies to allow tower
controllers to see everything that is taking place around them.

One of these is an advanced warning system called the Airport Movement
Area Safety System (AMASS). AMASS tracks ground movements and provides
an alert to controllers if evasive action is required. The FAA has
installed AMASS at the nation's top 34 airports.

Airport Surface Detection Equipment, Model X (ASDE-X) is an even more
sophisticated surface detection technology. While AMASS is radar-based,
meaning signals might bounce off rain and fog, ASDE-X integrates data
from a variety of sources, including radars and aircraft transponders,
to give controllers a more reliable view of airport operations. ASDE-X
capabilities will be added to many of the sites that already have AMASS,
as well as other busy airports.

The FAA is also testing new technologies that will alert pilots to
potential runway incursions. One of these, called Runway Status Lights,
is just as it sounds: a series of runway lights, not unlike traffic
lights, that tell pilots whether or not runways are clear. Surface and
terminal surveillance systems, such as ASDE-X and AMASS, detect the
presence and motion of aircraft and vehicles on or near the runways; the
Runway Status Light safety logic then assesses any possible conflicts
with other surface traffic. Red in-pavement runway entrance lights are
illuminated if the runway is unsafe for entry or crossing, and red
in-pavement takeoff hold lights are illuminated if the runway is unsafe
for departure. The operational evaluation of the runway entrance lights
using ASDE-X surface surveillance was completed in June 2005 at
Dallas/Ft. Worth International Airport, and the system showed promising
initial results. The lights were compatible with the tempo and style of
operations at a busy airport, there was no increase in air traffic
controller workload, and the lights proved useful to pilots. An enhanced
lighting configuration is being installed on a second runway at
Dallas-Ft. Worth this year. The evaluation of Runway Status Lights with
AMASS began last year at San Diego Lindbergh Field.

Other new technologies include an experimental system called the Final
Approach Runway Occupancy Signal (FAROS), which is being tested at the
Long Beach/Daugherty Field Airport in California. FAROS is designed to
prevent accidents on airport runways by activating a flashing light
visible to landing pilots to warn them that the runway is occupied and
hazardous.

FAA's Runway Safety Management Strategy

To address the errors committed by pilots, air traffic controllers, and
airport-authorized vehicle operators and pedestrians, the FAA is
focusing on outreach, awareness, improved infrastructure, and
technology. Recent efforts include:

Outreach to Pilots

The FAA recently released a new booklet for pilots that highlights
communication procedures for safe surface operations at towered and
non-towered airports.

In collaboration with the industry, the FAA created two online courses
that educate pilots on runway safety. One is tailored for commercial
aviation, the other for general aviation.

Every year, the FAA conducts hundreds of safety seminars across the
country to encourage safe practices on the airfield.

The FAA provided information to pilot training facilities on use of
aircraft lighting during taxi and takeoff operations and appropriate air
traffic language.

The role of Flight Service Station (FSS) specialists was expanded to
provide runway safety information to pilots using towered and
non-towered airports.

FAA Aviation Safety Inspectors now verify that pilots have current
surface movement charts (airport diagrams) available and that they are
in use.

Situational Awareness

To enhance general aviation runway safety education, the FAA produced
DVDs that highlight safe surface operations and proper communications
procedures. A similar DVD for commercial pilots is currently in
production.

To enhance air traffic supervisor and controller discussions of serious
runway incursions during team briefings, the FAA is developing simulated
recreations of actual incursions.

Airport managers and fixed-base operators participate in Runway Safety
Action Teams to address airport-specific factors (e.g., procedures,
environment, and infrastructure) that affect runway safety. The FAA
awarded more than \$170 million in Airport Improvement Program grants in
fiscal years 2005 and 2006 to implement recommendations of these teams.

The FAA provided airline maintenance personnel operating "tug and tow"
vehicles with standardized best practices while operating on the airport
surface.

The FAA requires driver training programs for all airport operators who
access the airfield movement areas at commercial airports. The movement
area includes runways and taxiways and other parts of an airport used
for taxiing and takeoff and landings, exclusive of ramps and aprons.

The FAA published a small placard with a key of all airport markings and
signs, for the benefit of vehicle operators who operate on the airfield.
The placard can be placed on a vehicle dashboard and includes radio
frequencies, as well as the different types of markings and signs.

The agency also developed and initiated controller training to enhance
their skills in teamwork, communication, problem solving, situational
awareness, and managing workloads.

Standardizing Runway Safety Data for Global Use

While the FAA already has a runway incursion rating system, the agency
is developing a system that uses the new standard ICAO (International
Civil Aviation Organization) definitions for runway incursion severity
categories. Several factors are considered during the rating of a runway
incursion, such as the time of day, aircraft type, speed, and visibility
condition. The FAA is testing the system now and hopes to offer it to
ICAO as a tool that can be given to all of ICAO's member states.
International use of the system would support collaborative studies of
runway incursion data. Such collaboration would help the agency identify
trends and develop mitigation strategies that could be shared around the
world to reduce runway incursions.

Evaluating Incursions

The FAA has established a new voluntary program that gathers runway
safety data on surface incidents and runway incursions. The information
is available in a centralized database. The primary means of gathering
the data is through in-depth interviews of pilots and maintenance
technicians involved in these incidents. Analysis of the data is used to
implement risk-reduction mitigation programs, produce guidance and
augment technologies. Called the Runway Incursion Information and
Evaluation Program (RIIEP), it provides safety information that
identifies the root causes of pilot deviations that result in runway
incursions.

Improved Management Oversight

The FAA established regional runway safety program manager positions for
each region. Additionally, Runway Incursion Action Teams were
established for specific airports. To date, more than 700 action team
meetings have been held at approximately 430 airports with countless
follow-up meetings at every airport.

Airfield Changes

The FAA developed standards for end-round taxiways, which can keep
aircraft from having to cross runways being used for takeoffs and
landings at the busiest airports. New end-round taxiways at Atlanta and
Dallas-Fort Worth will eliminate more than 2,000 runway crossings each
day.

![](media/image3.jpeg){width="4.520138888888889in" height="3.0in"}

The FAA encourages operators to build perimeter roads around the
airfield so that vehicles do not have to be driven across taxiways and
runways.

Airport Signs, Marking and Lighting

Throughout the years, the FAA has published substantially revised and
comprehensive standards for the marking and signing of airports for
standardization purposes, thus eliminating confusion on airfields. Some
of the many standards/changes implemented by the FAA include:

Changing the airfield markings (paint) standard for taxiway centerlines
at 72 airports (based on enplanements) to require new markings that will
alert pilots when they are approaching hold short lines.

Creating new standards for surface markings that require the use of
glass beads in the paint for better reflectivity.

Doubling the size of standard holding position markings and requiring
them to be outlined in black on light colored pavements, for greater
conspicuity. The standard is now 12-inch wide lines and 12-inch spaces
between the lines. The prior standard was 6 inches wide and 6 inches
apart.

Where runway guard lights are installed to help pilots identify holding
position markings during marginal weather, the FAA encourages airport
operators to leave the lights on in good weather conditions as well,
serving as an additional alert. Runway guard lights are flashing yellow
lights that may be elevated on posts or installed in-pavement, and are
placed immediately before a holding position marking.

Working with airport operators to install stop bars at certain
runway/taxiway intersections. A stop bar is a series of in-pavement and
elevated red lights that indicate to pilots that they may not cross.

Encouraging airport operators to barricade taxiway access to closed
runways and taxiways and to use the lighted "X" device. This device is
used to indicate to a pilot landing that a runway is closed.

Revising the color coding of taxiway centerline lights at taxiway/runway
intersections. The alternating green and yellow lights inform a pilot
that the aircraft is within the runway safety area. This change has been
proposed to ICAO and was well received. We expect it to be incorporated
into ICAO Standards and Recommended Practices.

Recommending that airports improve how they provide information on
rapidly changing runway and taxiway construction and closings. The FAA
wants airports to provide airlines and pilots with diagrams giving the
latest information on runway construction and closings. This would be
distributed by email, on a web site or hand-delivery. It would
supplement Notices to Airmen (NOTAMS), which are printed as text or
delivered verbally, and thus do not have diagrams.

Runway Safety Areas

Since the late 1980's the FAA has had in effect standards for runway
safety areas that exceed ICAO standards.

The FAA has instituted a program to accelerate the improvement of runway
safety areas that do not meet agency design standards. Since 2000, 53
percent of the runway safety areas identified as "high priority" have
been improved, with the remainder to be improved by 2015.

The FAA, in partnership with industry and airport operators, conducted
research to develop a soft-ground arrestor system to quickly stop
aircraft that overrun the end of a runway. On the basis of that
research, the FAA issued a specification for engineered material
arresting systems, or EMAS. An EMAS bed provides a safety enhancement on
runway ends where there is not enough level, cleared land for a standard
runway safety area. EMAS has been installed at more than 18 runway ends
in the U.S. and more are planned.

For more information contact:

Paul Takemoto at (202) 267-3883.

Article

Alcohol Misuse + Driving = Crashes

For any organization with employees on the roadway

From the Network of Employers for Traffic Safety

Scope of the problem: Alcohol-related motor vehicle crashes

• 16,885 deaths (39%) of all fatal crashes and 500,000 injuries are
alcohol-related.

\- 1 alcohol-related fatality every 31 minutes.

\- 1 alcohol-related injury every 2 minutes (NHTSA, 2006).

• Drugs other than alcohol are involved in 18% of motor-vehicle-related
driver deaths. These other

drugs are generally used in combination with alcohol. (Jones et al 2003)

• 25% of occupational fatalities are motor-vehicle related (DOL-BLS,
2005)

Alcohol impaired driving contributes to:

• 40% of crashes involving serious injury.

• 30% of crashes involving minor injury.

• 10 to 15% of minor crashes.

Most drinking and driving episodes are undetected

• 159 million self-reported episodes of drunk driving each year.

• 1.4 million arrests for DUI (driving under the influence).

• An arrest rate of 1 for every 135 licensed drivers.

• 1 arrest occurs for every 772 drunk driving incidents. (Quinlan et al.
2005)

Cost of alcohol-related crashes

• Alcohol accounts for about 22% of all costs associated with all motor
vehicle crashes.

(Blincoe et al. 2000)

• 15% of total costs to employers for all crashes are due to
alcohol-related crashes by employees or

their benefit eligible dependents.

\- Two-thirds of these crashes occur off-the-job.

Drunk driving can be a symptom of a larger problem, alcohol misuse

• As many as one-third of impaired drivers have a previous DUI
conviction.

• More than 50% of people arrested for DUI have serious drinking
problems.

• 16-29 year olds arrested for DUI are 4 times as likely to die in a
future crash involving alcohol.

• Drivers 30 years and older arrested for DUI are more than 11 times as
likely to die in future

alcohol-related crashes.

The business case for addressing alcohol impaired driving in the
workplace

• The vast majority of the 14 million Americans with alcohol problems
are between 18 and 49

years old and are employed full-time.

• Light and moderate alcohol users cause 60% of alcohol-related
problems. Dependent drinkers

cause 40%.

• Employees who drink in ways that endanger safety and
well-being---spend four times as many

days in the hospital as the national average, mostly as the result of
alcohol-related crashes.

• Employers can reap productivity gains and savings from a reduction in
alcohol-related motor

vehicle crashes. A University of Wisconsin study found problem drinkers
that did not receive brief interventions had more traffic fatalities,
55% more crashes with nonfatal injuries and 46% more arrests.

• Employers are in a potentially unique position to change the way
alcohol problems are

addressed.

Article

Defensive Driving Course

GSA Fleet has made safety a priority by offering a variety of safety
programs geared towards its customers' and employees' needs. GSA Fleet's
most recent program is a free online defensive driving course offered
through the National Safety Council. This course is a comprehensive
driver improvement program offering practical knowledge and techniques
to avoid crashes and to improve driving behaviors. GSA Fleet is offering
this course to all drivers of GSA Fleet vehicles and is absorbing all
costs associated with the course.

GSA Fleet launched the course five months ago. We are seeing outstanding
results. Participants take a standardized test before beginning the
course and after they complete it. Pre-test scores have averaged 60
points while post-test scores have averaged 92 points (on a 100 point
scale). To date more than 20,000 drivers from 55 agencies have
registered to take the course. Our goal is to have at least 120,000
customers complete the course in 2008.

In addition, GSA Fleet in partnership with the Public Buildings Service
has held an annual Safety Day for the past two years. The event promotes
office, home, and driver safety. More than 50 agencies from the
Washington metropolitan area and across the country have attended. We
plan to hold the event again in June 2008.

Direction to sign up for the course:

New Students:

1\. Go to http:drivethru.fss.gsa.gov

2.  Enter your GSA Fleet customer number (15 digits without hyphens) NO
    ACCESS CODE

NEEDED.

3\. Click on the GSA Fleet Driving Course Button to the left of Customer
number.

4.  You will be presented with a registration page. Fill in all your
    information, including a login ID

and a password of your choice, then click on Submit. (Please note - you
will receive a confirming email reminding you of the user name and
password you created for access to the site at a later date).

5\. On the My Place page, click on Safety.

6.  Then on My Course page, click on NSC Defensive Driving Course 8th
    Edition to begin the course.

Customer Numbers

Region 2 02-01-00-472455-103

Region 3 03-11-00-473455-002

Region 4 04-01-00-474455-201

Region 5 05-01-00-475455-001

Region 6 06-01-00-476455-111

Region 7 07-12-00-477455-815

Region 9 09-02-00-479455-001

Region 10 10-01-00-47A455-001

Central Office - 03-11-00-473455-002

Your customer number is the 15 digit number that corresponds with your
region.

For more information contact

Lauren Allen at (703) 605-2929.

Article

New AAA Foundation Study Offers Hope For Improving Senior Drivers'
Performance

Provided by the AAA Foundation for Traffic Safety

![](media/image4.jpeg){width="3.0in" height="4.106944444444444in"}

Senior drivers 70 years of age or older who take classroom driving
improvement courses and behind the wheel training can improve their
driving performance, according to a new study released today by the AAA
Foundation for Traffic Safety and Yale University.

Out of 27 million people currently aged 70 or older in the United
States, an estimated 20 million have active drivers' licenses. The
Census Bureau predicts by 2020, those aged 70 or over will grow to 37
million and by 2030, over 50 million. The study was undertaken to
research ways to reduce the safety risk of older drivers, according to
AAA Foundation President and CEO Peter Kissinger.

"An intervention, such as driving improvement classes that include
behind-the-wheel training, can enhance senior driving performance and
potentially prolong their safe driving years," Kissinger said.
"Hopefully, this study will encourage seniors, families and health care
professionals to engage in discussions about this important traffic
safety issue."

The research, "Enhancement of Driver Performance Among Older Drivers,"
used 126 drivers aged 70 years or older who recorded sub-optimal driving
performance scores during road tests. Participants were then divided
into two groups, one undergoing eight-hours of classroom training, based
in part on AAA's Driver Improvement Program, plus two-hours of
behind-the-wheel training and the other serving as the control group.
Drivers who took the classroom and on- road training showed significant
improvement in their driving skills.

"Senior drivers cherish their mobility and families and health
professionals struggle with the issue of how long their loved one or
patient should be allowed to drive," said Kissinger. "This study shows
there are ways to improve driving performance of seniors."

"There are a number of changes that can occur with aging that may
potentially affect driving safety," said Dr. Richard Marottoli, the
study's principal investigator from Yale University. "Doctors and other
rehabilitation specialists can take an active role in helping seniors
identify and work on potential problems in advance that may limit their
mobility later."

Generally available throughout the United States, various driver
training programs for older drivers are provided by AAA and other
organizations. In 33 states and the District of Columbia a senior can
qualify for an insurance discount upon taking a course, most of which do
not include on-road instruction. Bills proposing car insurance discounts
for senior drivers are pending in three states.

Established in 1947 by AAA, the AAA Foundation for Traffic Safety is an
independent, publicly funded, 501(c)(3) charitable research and
educational organization. The AAA Foundation's mission is to prevent
traffic deaths and injuries by conducting research into their causes and
by educating the public about strategies to prevent crashes and reduce
injuries when they do occur. The report "Enhancement of Driver
Performance Among Older Drivers," is available online at
www.aaafoundation.org

For more information contact Fairley Mahlum at (202) 638-5944 x4, or
email at fmahlum@aaafoundation.org. You may also try Allison Soule at
(202) 638-5944 x5, or email at asoule@aaafoundation.org.

Section

GREEN ZONE

Article

Hey! What's With the Splice and Staples On Those Retreads?

An Often Asked Question

Many people who have been in a modern retread plant using the pre-cure
system often ask about the splice where the pre-cured rubber is cut to
fit the tire casing circumference. And when they see the spliced ends
STAPLED, they usually say, "Whoa! What's with the staples? Is THIS how
the tread is held on to the casing?"

Let's remember that perception is NOT reality

After a tire has been retreaded, the splice happens to be far stronger
than the staples that are ONLY used during the manufacturing process and
are REMOVED before the finished retread is completed. They have nothing
to do with keeping the tread in place on the finished retreaded tire.

The staples do the same thing that staples or stitches do when treating
a cut or wound -- they TEMPORARILY hold the two sides in place while the
permanent process (healing or curing) takes place.

For those of you who are familiar with welding, you understand that the
weld is the STRONGEST part on the finished metal product. The analogy
between the weld in metal and the splice on a pre-cured retread is a
good one. In fact, the new tread on the retreaded tire is held in place
with over 1,000 square inches of the bond between the tread and the
underlying tire! This bond is stronger than the rubber itself. The
splice doesn't even play in important role in holding the tread on the
tire, and is not even remotely the cause of the "gators" on the highway.
Underinflation gets the credit for the vast majority of the tire debris
we all see on our roads.

But, please don't take our word for any of the above. Let us arrange for
a tour of a modern pre-cure retread plant and while you are there, ask
to see the adjustment records of retread failures. Any reputable plant
manager will be happy to review his adjustment records with you and you
will then see that there is nothing to worry about when you see "the
splice".

Our materials are non-commercial and there is no cost.

For more information about the economic and environmental benefits of
retreading, including a Retread Tire Information Packet, a CD & DVD,
please contact us toll free from anywhere in North America at
888-473-8732, or by email to: <info@retread.org>.

Article

EDTA President's Response to the State of the Union Address

![](media/image5.jpeg){width="4.240972222222222in"
height="2.9993055555555554in"}

The Electric Drive Transportation Association (EDTA), the trade
association promoting battery, hybrid and fuel cell electric drive
technologies and infrastructure, supports the President's commitment to
investment in advanced battery and other transportation technologies
that can reduce dependence on oil and greenhouse gas emissions.

"We agree that development of clean and efficient technologies is
critical to our national interests," says EDTA president Brian Wynne.
"Based on the president's remarks last night, we are optimistic that the
Administration\'s FY09 budget request will specifically acknowledge the
unique contribution that electric drive technology can make to a
sustainable transportation and a secure energy future."

"EDTA members are committed to working with the Administration and
Congress to displace petroleum through the increasing electrification of
transportation," says Wynne.

Background:

• Transportation accounts for 50% of U.S urban air pollution and roughly
33% of U.S. greenhouse

gas emissions. 50% of all Americans live in areas that fail to meet
national air quality standards. Electric drive vehicles reduce petroleum
use by up to 40% and emissions by up to 50%. Current hybrid buses reduce
particulate matter by up to 90% and nitrous oxides by up to 50%.

• Global oil consumption is expected to reach 119 million barrels a day
in 2025; 60% of which

will be supplied by OPEC members. Even reliance on non-OPEC supply, with
increasing global competition for the commodity and political
instability of supplier nations, poses risks to our national security.

• By 2030, the Energy Information Administration is projecting that
imports will be required to

meet 61% of our liquid fuel demand. That dependence has significant
security and economic implications for the United States.

• By 2030, if ALL of the light duty vehicles in the US had electric
drive technology, emissions

from the light duty sector would be reduced by 832 million tons per
year, oil imports would be reduced by 65% and oil consumption by the
light duty vehicles would decline by 83%.

About EDTA:

The Electric Drive Transportation Association (EDTA) is the trade
association representing battery, hybrid and fuel cell electric drive
technologies and infrastructure. EDTA conducts public policy advocacy,
education, industry networking, and international conferences. EDTA's
membership includes automotive and other equipment manufacturers,
utilities, technology developers, component suppliers, and government
agencies. For more information about EDTA and its members, visit
[www.electricdrive.org](http://www.electricdrive.org/).

For additional information contact: Jennifer Watts at (202) 408-0774
x306, or e-mail her at <jwatts@electricdrive.org>.

Section

ON THE HORIZON

Article

Congress Quietly Revises 'Buy America' Rule for Defense Materials

By Megan Scully

CongressDaily December 17, 2007

Much to the surprise of the Defense Department's legion of industry
suppliers, Congress last week approved legislation that would give them
some relief from heartburn-inducing restrictions regulating the amount
of domestic metal content in the U.S. military's weapons systems.

The fiscal 2008 defense authorization bill, which President Bush is
expected to sign into law, revises language in last year\'s defense bill
that stipulated that all "specialty metals," including titanium,
zirconium and certain steel alloys, in U.S. defense hardware come from
domestic sources.

The provision is a relatively obscure one in the sweeping policy
measure. But it is almost certain to have significant long-term effects
on the defense industry\'s ability to deliver equipment, such as
vehicles and aircraft, to the military.

With fervent "Buy America" heavy hitters, including House Armed Services
ranking member Duncan Hunter, R-Calif., behind last year's law, many in
the defense industry were resigned to living with the domestic-content
restrictions a little while longer.

But it became apparent this year that the restrictions weren't working.

The specialty metals industry complained that the Defense Department had
found a way to work around them by using waivers allowed by last year's
law.

Meanwhile, defense suppliers cried that it had become too difficult and
too costly to comply with the law's requirements. Both sides of the
polarizing "Buy America" debate agreed that the law simply was getting
impossible to live with.

"You can't bend the laws of physics; it's like ordering me to get
taller," quipped House Armed Services Air and Land Forces Subcommittee
Chairman Neil Abercrombie, D-Hawaii.

Defense suppliers had to track the origins for every specialty metal in
their products \-- an arduous and expensive task, they said.

Often hit the hardest were firms that sell mainly in the commercial
market, forcing them to weigh whether their limited defense business was
worth the headaches associated with last year's law.

One subcontractor on Boeing's massive C-17 Globemaster III cargo plane
learned at the last minute that some of the parts it had provided were
from foreign sources, John Douglass, the retiring president of the
Aerospace Industries Association, recounted in an interview this fall.

The subcontractor ultimately had to charter a jet and fly several
engineers to the plane's assembly site to replace "maybe \$10 worth of
nuts and bolts" before Boeing could deliver the C-17 to the military, he
said.

Chris Myers, the Washington manager for Caterpillar Inc., a largely
commercial firm that also sells engines and other equipment to the
Defense Department, said this fall that executives were doing a
cost-benefit analysis of their military business in light of the
specialty metals law.

In an e-mailed statement last week, Caterpillar praised the new
language, which the company believes will "streamline the compliance
process."

Bill Greenwalt, deputy undersecretary of Defense for industrial policy,
said he is still reviewing the new legislation, but noted, "The problem
with the earlier law is that it doesn't recognize that the department's
industrial base is highly dependent upon commercial vendors."

"At the end of the day, I don't think anybody wants to see the
Department of Defense unable to take products," Greenwalt added.

To deal with last year's law, the Pentagon issued a broad waiver
exempting all fasteners, a major portion of the specialty metals
business. That move drew immediate concerns among U.S. metal
manufacturers, who feared the department's work-around was the beginning
of a slippery slope toward the gutting of last year's law.

The recently approved FY08 defense bill puts less focus on the waiver
process and includes more specific exemptions that leave less wiggle
room for the Pentagon while at the same time giving defense suppliers
more breathing space.

It closely resembles language pushed by the Senate and the defense
industry last year, but ultimately shot down by House lawmakers.

Supporters of "Buy America" laws called the new language a compromise
that still reaches their overarching goals of supporting domestic metals
suppliers.

Rep. Robin Hayes, R-N.C., a senior member of the House Armed Services
Committee and advocate of last year's law, said the intent of the new
provision is to "make it realistic, make it practical, make it as
flexible as we can." Still, several industry sources said they were
surprised with the outcome of this fall's conference negotiations.

The House originally tried to expand last year's restrictions by
tightening the rules and provided little, if any, new relief for defense
suppliers while giving greater protection to U.S. specialty metals
manufacturers.

Some said they believed the final language came about because Hunter was
on the presidential campaign trail and often absent during negotiations.

"Mr. Hunter was otherwise occupied running for president," Abercrombie
said. "Buy America" restrictions "did not have the same prominence" in
the House-Senate conference this year, he said.

But Hunter \-- and congressional aides on both sides of the aisle \--
said he was very involved with crafting the new provision, which he
touted in an interview as a way to give defense suppliers some relief
while still protecting the domestic specialty metals sector.

"I put this package together at the behest of the specialty metals
industry that wanted to accommodate the industrial base," Hunter said.
He acknowledged concerns that last year's law might have been "too
complicated" and "couldn't be complied with." The specialty metals
industry, meanwhile, is still reviewing the conference to determine how
it will affect their sector.

"The specialty metals industry is studying the conference report," said
Jeff Green, a former House Armed Services aide who runs a lobbying firm
representing several small defense contractors, including metal
producers.

Larry Lasoff, who represents the Specialty Steel Industry of North
America, likewise said he is still sorting through the language.

"What I see so far is there seems to be real effort here by Congress to
achieve some fair balance between the need for flexibility and also the
need to preserve the integrity of the law," Lasoff said.

We have only 60 days before the authorization expires; 60 days to
determine if indeed the passenger can get there from here.

Article

FAA Statement On Pilot Retirement Age

The Federal Aviation Administration (FAA) welcomes the legislation
signed into law by the President that allows U.S. commercial pilots to
fly until age 65. The determined efforts of Congress have averted a
lengthy federal rulemaking process while enabling some of our nation's
most experienced pilots to keep flying.

Effective last night, the Fair Treatment for Experienced Pilots Act
allows both pilots on a domestic flight to be up to age 65. For
international flights, one pilot may be up to age 65 provided the other
pilot is under age 60, consistent with the November 2006 International
Civil Aviation Organization (ICAO) standard.

While the law is not retroactive, airlines do have the option to rehire
pilots who are under age 65. The rehiring of pilots is not mandatory and
is the decision of each airline.

In January, the FAA announced that it would raise the retirement age for
commercial pilots to 65. The mandatory federal rulemaking process would
have taken 18 months to two years. The FAA took a renewed look at its
longstanding rule in September 2006 with the help of aviation industry
and medical experts who provided the agency with valuable insight and
analysis. The "Age 60 Rule" had been in effect since 1959.

Article

FedFleet 2008 Spurring Innovation

Federal Fleet Policy Council (FEDFLEET) Enrollment

If you are new to area of Federal fleet management, please enroll for
FEDFLEET. The Council consists of representatives and alternates from
agencies or activities operating a federal motor vehicle fleet. If you
would like to be a member of FEDFLEET and receive notices from GSA
regarding Council meetings and federal fleet policy initiatives,
complete the registration form at www.gsa.gov/fedfleetenroll.

Looking for an answer to a question about Federal fleet management?

Email your questions to vehicle.policy@gsa.gov for help! A vehicle
policy expert will respond to your question and help you navigate your
way through all the laws, policies, procedures, regulations, and
advisory bulletins.

Register today for

FedFleet 2008!

June 24- 26, 2008

Hilton Anatole

Dallas, Texas

Registration and agenda information can be found at www.fedfleet.org.