Intended to provide our own search engines and external engines with highly rich, chapter-representative searchable text on the opening pages of each chapter. Because it is UNCORRECTED material, please consider the following text as a useful but insufficient proxy for the authoritative book pages.
Do not use for reproduction, copying, pasting, or reading; exclusively for search engines.
OCR for page 21
21 4.5 4 3.5 3 Count 2.5 2 1.5 1 0.5 0 General safety OSHA Ramp Push Back Driving Marshalling Communication Other orientation Operations (phraseology) GSP Safety Training FIGURE 7 GSP safety training. (If yes, what types of safety training are required? Select all that apply.) provided further insight into its training duration requirements: safety training, whereas one believes its current training pro- "We have a 30-day classroom training program in CSR Certi- cedures are adequate. No matter the perceived benefit, none fication for our drivers that operate front-loads, then they par- of the participating providers have plans to increase the amount ticipate in a ramp experimental component working with an of training given to their employees. experienced mentor. The trainee is monitored and assessed three times during training and must be certified by a manager before release for full duty." STANDARDIZED SAFETY TRAINING PROGRAM Another major practice executed by the participants was The survey contained a uniform question asking if the partic- standardized training at all locations. Requirements are set ipants would be interested in a standardized safety training within company policy and carried out in initial and refresher program. A total of 39 answers by airports, airlines, and GSPs training courses. To combat changes made in training require- were given to the choices of "Yes," "No," and "Other." A ments, all four respondents reported they require safety combined rate from all reporting survey participants indicated refresher training. Refresher training is provided annually by that 74.4% of respondents would like to see a standardized three of the respondents and biannually by one. Based on the safety training program, whereas 7.7% are against such a prac- survey results, the refresher training courses were conducted tice. The remaining 17.9% were "Other" and stated various rea- by airports 25% of the time, by the GSPs 50% of the time, and sons why such a practice may or may not work at every loca- by both airport and GSPs the remaining 25% of the time. tion. Comments regarding the standardization included airport uniqueness, inclusion of specific features that are commonly To further maximize the results of their training, all four of omitted from standardized material, specific training require- the respondents stated they audit the programs and measure ments, the amount and type of training is a corporate decision, outcomes against procedures. This practice helps identify and consistency of IATA processes and procedures vary gaps within the training program and provides the necessary depending on clientele therefore training may vary. Depicted information for management to shape training requirements. in Tables 17 and 18 are the responses and comments from all In doing so, two of the GSPs identify the benefit of additional participants on standardized safety training. TABLE 17 STANDARDIZED TRAINING Respondent Total Surveyed Yes No Other No Reply Airport 29 24 1 4 0 Airline 7 3 1 2 1 GSP 4 2 1 1 0 Total Count 40 29 3 7 1 "Would you like to see a standardized safety training program used by airports, airlines, and ground service providers, similar to the NATA fuel service training program?"