Top 10 Tech Cars and specifications

• Power Plant: 462-kW (620 hp) supercharged 6.2-L aluminum V8 • Transmission: Close-ratio 6-speed manual; dual clutch • Claimed Fuel Efficiency: Information not available • Claimed CO2 Emissions: Information not available • More: Chevrolet is very proud of the fact that the ZR1's power-to-weight ratio is better than that of the Ferrari 599, the Lamborghini LP640, and the Porsche 911 GT2.

• Power Plant: 110-kW 1.4-L turbocharged fuel-stratified injection engine; 30-kW electric motor • Transmission: S-tronic 6-speed Direct-Shift Gearbox, a pairing of two manual gearboxes • Claimed Fuel Efficiency: 4.9 L/100 km (48 mpg) in mixed-mode operation • Claimed CO2 Emissions: 112 g/km • More: Minus the hybrid, the Metroproject is likely a preview of Audi's upcoming A2 subcompact.
• Power Plant: 1.8-L four-cylinder 190-kW (255 hp) turbocharged homogeneous charge compression ignition engine • Transmission: 7-speed automatic with integrated electric motor assist • Claimed Fuel Efficiency: 5.3 L/100 km (44 mpg) during cruising • Claimed CO2 Emissions: 127 g/km • More: The way Germans pronounce “DiesOtto” (the company's name for the engine design) sounds just like “DeSoto.” Daimler sold Chrysler (which owned DeSoto) this year, so shouldn't Mercedes-Benz pick another name?

• Power Plant: 298-kW (400 hp) 4.4-L twin-turbocharged direct-injection V8 • Transmission: 6-speed automatic; steering wheel–mounted paddle shifters • Claimed Fuel Efficiency: Information not available • Claimed CO2 Emissions: Information not available • More: The X6 lineup is likely to include both hybrid-electric and 197-kW 3.0-L six-cylinder diesel variants in the near future; the BMW X5 sport utility, to which it is closely related, will offer that diesel in 2009.
• Power Plant: 358-kW (480 hp) 3.8-L twin-turbocharged V6 • Transmission: Rear transaxle with sequential 6-speed; paddle shift • Claimed Fuel Efficiency: Information not available • Claimed CO2 Emissions: Information not available • More: It took the company months to decide if the US $70 000 car would be released as a Nissan or an Infiniti in the United States; in the end, it stuck with the global Nissan brand despite Infiniti's upscale image.

• Power Plant: 66-kW (89 hp) 1.3-L Miller-cycle 16-valve four-cylinder • Transmission: Continuously variable transmission (CVT) • Claimed Fuel Efficiency: 4.3 L/100 km (55 mpg) on Japanese combined cycle • Claimed CO2 Emissions: 129 g/km • More: The “platform” or understructure will be the basis for a new Ford Fiesta in Europe, and Ford is considering selling it in the United States.

• Power Plant: 224-kW (300 hp) 4.2-L V8; 313-kW (420 hp) supercharged 4.2-L V8• Transmission: 6-speed automatic; shift-by-wire control and paddle shifters • Claimed Fuel Efficiency: Information not available • Claimed CO2 Emissions: Information not available • More: The XF is built on the underpinnings of the retro-styled S-Type, but you'd never know it; the production car retains (most of) the panache of Jaguar's jaw-dropping C-XF concept.

• Power Plant: 24-kW (32 hp) 623-cc aluminum two-cylinder • Transmission: Continuously variable transmission (CVT) • Claimed Fuel Efficiency: 4.7 L/100 km (50 mpg) • Claimed CO2 Emissions: 120 g/km • More: Tata plans to sell an upscale version in Europe, possibly for as little as one-third the price of the cheapest new car today. European makers are apprehensive.

• Power Plant: 1.4-L 59-kW (80 hp) three-cylinder turbodiesel • Transmission: 5-speed manual • Claimed Fuel Efficiency: 3.8 L/100 km (62 mpg) in mixed urban/highway use • Claimed CO2 Emissions: 99 g/km • More: The BlueMotion tag indicates the most fuel-efficient variation of each model Volkswagen sells.

• Power Plant: 2010 model: 254-kW (340 hp) 3.5-L turbocharged gasoline-direct-injection V6 • Transmission: 6-speed automatic • Claimed Fuel Efficiency: Information not available • Claimed CO2 Emissions: Information not available • More: The EcoBoost engine was originally christened TwinForce, but Ford renamed it to play up fuel savings and lower emissions, moving away from a high-performance image.

Car Tire Identification Number

Avoid Toll Traffic

If I'm forced to be on the road while gas prices are sky-high, few things bring me more joy than cruising tollright through toll plazas while lines of cars, each paying cash, sit in traffic and prolong their gas guzzling.

Suckers.

I can honestly say that my Aaat has changed my life—maybe not to the extent that my iPod has, but it has saved me much time and considerable road rage over the past three years.

With the help of a transponder mounted to your windshield, Aaat allows you to drive right through specifically marked toll lanes without stopping. Your transponder is linked to your personal checking account, and simply deducts the cost of the toll from your balance. No stopping. No reaching in the seat cushions hoping for exact change. No risking rolling up to the tollbooth with insufficient funds. (This MAY have happened to me, summer of '04 crossing the Walt Whitman Bridge into Philadelphia.)

Aaat specifically works for toll roads in the Northeast, reaching into the Midwest, and the southern border of Virginia. Other regions of the country have their own Aaat equivalent systems. Check out your state's department of motor vehicles website to see what program they have to offer.

Hopefully, saving time not sitting in toll lines will get you to your summertime destination a little quicker, and you'll have to suffer from one less "are we there yet?" coming from the backseat.

Road trips not your thing? Here are some travel tips to expedite the airport security process.

Tips for Traveling Abroad

Register so the State Department can better assist you in an emergency: Register your travel plans with the State Department through a free online service at travelregistration.state.gov. This will help us contact you if there is a family emergency in the U.S., or if there is a crisis where you are traveling. In accordance with the Privacy Act, information on your welfare and whereabouts will not be released to others without your express authorization.

Sign passport, and fill in the emergency information: Make sure you have a signed, valid passport, and a visa, if required, and fill in the emergency information page of your passport.

Leave copies of itinerary and passport data page: Leave copies of your itinerary, passport data page and visas with family or friends, so you can be contacted in case of an emergency.

Check your overseas medical insurance coverage: Ask your medical insurance company if your policy applies overseas, and if it covers emergency expenses such as medical evacuation. If it does not, consider supplemental insurance.

Familiarize yourself with local conditions and laws: While in a foreign country, you are subject to its laws. Other information about the countries you will visit.

Take precautions to avoid being a target of crime: To avoid being a target of crime, do not wear conspicuous clothing or jewelry and do not carry excessive amounts of money. Also, do not leave unattended luggage in public areas and do not accept packages from strangers.

Auto Transport Services

To clutch, budge, or transmit from one place to another means Transport and Auto Transport means to carry, move or convey vehicles from one place to another. Auto Transport is the simple, fast and affordable way to do business. Auto Transport services are needed by a miscellaneous cluster of populace and companies. Many people find it crucial and fewer exclusive to contract an auto transport companies to ship their cars, rather than transporting them themselves across the country. Vehicles can be transported by airplane, large ships, railroad car, or truck.

Auto Transport companies are copiously licensed and takes smugness in eminence of customer care. There brand of service is a straightforward one that continues to craft thousands of contented customers worldwide. Auto Transport companies first and only aspiration is to spontaneous and deliver your car to you safely and in a timely manner. They offer proficient transportation at reasonable rates. The company keeps each and every customer informed of the entire auto transportation process.

Race Car Fuel Dispenser Operator belted down when Methanol Tank Exploded

A 49-year-old male auto dealer/ buyer working as a race car fuel dispenser, died from injuries received when a methanol tank at an automobile racetrack exploded in the fuel building. The wooden fuel building was constructed of sheet plywood supported by 4- by 4-inch and 2- by 4-inch wood supports. The fuel building housed both the pit concessions and the fuel storage and dispensing area. The decedent had filled several plastic fuel containers for the racers at the racetrack. It is unclear if he was filling another container, or was transferring methanol from a 55-gallon drum to a 1,000-gallon methanol holding tank when the explosion occurred. Although on fire, he was able to exit from the burning building. A racecar driver who was also a firefighter wrapped a shirt around the decedent’s face and pulled him away from the burning building. Emergency response personnel who were already on site provided medical assistance and transport to a local hospital. He sustained burns over 80 percent of his body. He died the next day at the hospital. Michigan Occupational Safety and Health Act (MIOSHA) personnel found that there were no grounding straps used and that the wiring was not rated for the area.

Recommendations:

• Racetrack owners should ensure that flammable material use and storage is in compliance with applicable safety standards and NFPA recommendations.
• Racetrack owners should train employees who dispense/transfer racing fuel to do so in a manner that will minimize the production of static electricity.
• Racetrack owners should develop, implement and enforce a comprehensive health and safety program that includes, a job hazard analysis and employee training in hazard recognition and avoidance. The safety program should include provisions for fuel distribution personal to use fire rated clothing.
• Racetrack owners should contact MIOSHA Consultation, Education and Training (CET) or other safety and health professional to conduct an inspection of the racetrack to identify potential hazards and racetrack compliance with applicable health and safety laws.
• Racetrack owners should comply with NFPA 610, Guide for Emergency Response and Safety at Motorsports Venues standard.
• Racetrack owners should contact their local jurisdiction’s building inspector to review any changes in existing building use.

All America AutoTransport Services

All America Auto transport has been transporting all types of vehicle from 1964. It is transporting vehicles to all the cities in United States of America and overseas. We have many satisfied customers which include individuals, military, government personnel, sports teams and corporate houses. We will ship your vehicle very safely. All American Auto transport has a fleet of over 500 car transport trucks. Every truck is fully covered by public liability, property damage and cargo insurance.

We provide various types of services to our clients, some of them are open auto transport, enclosed car shipping, door to door service and terminal to terminal vehicle shipping. Car shipping is nothing but shipping your vehicle from one location to another on an auto carrier truck. We at aaat.com do understand the importance of your car. We will ship your car safely within a reasonable time for a fair price. Our workers are educated on handling your vehicle.

International pedestrian Road Transport Safety performance

Australias pedestrian fatalities with other OECD nations between 1990 and 1997. The comparisons are drawn taking into account the population and level of motorisation of the countries reported. Pedestrian fatalities per 100 000 population The number of road deaths for every 100 000 population is a measure of the public health risk associated with road use. Table 1 within the report shows that pedestrian road safety in Australia compares unfavourably on this basis, with a number of OECD nations.

Australia had 1.78 pedestrian road fatalities per 100 000 population in 1997, slightly above the median for the OECD as a whole (1.68). Within Australia, in 1997, Tasmania had the lowest rate with no pedestrian fatalities per 100 000, whilst the Northern Territory had the highest rate at 9.09 per 100 000. Only in Tasmania, ACT and South Australia was the pedestrian fatality rate below the OECD median.

Fatigue management programs in the road transport industry

Fatigue and fatigue management has attracted considerable interest in the long distance road transport industry over the last few years because it has been acknowledged increasingly as one of the industry's major problems. The research that has occurred because of this interest has clarified a number of aspects of the problem. Most notably it has shown that regulatory approaches that are generic and attempt to limit working hours and manage rest in a "one size fits all" approach is not necessarily the best approach (Williamson, Feyer, Coumarelos and Jenkins, 1992; Feyer, Williamson, Jenkin and Higgins, 1993; Arnold, Hartley, Penna, Hochstadt, Corry, & Feyer, 1996). Not only are such approaches difficult to implement and police, surveys of drivers and the industry indicate that regulatory approaches are unlikely to succeed because they do not accommodate the differing needs for rest between individual drivers or the differing operational needs of companies.

With the introduction by Queensland Department of Transport of an alternative compliance approach, the Fatigue Management Programme, the focus has moved to increasing the flexibility available to companies and drivers to manage fatigue in ways that suit them, rather than trying to match their work demands to the working hours regulations. The programme attempts to encourage companies to take a primary role in planning for fatigue management by developing Fatigue Management Programmes (FMP'S) for work-rest scheduling on particular routes. While this approach is clearly in harmony with the findings of the research on fatigue, it has some fundamental difficulties, most notably because there is very little information available on what constitutes effective alternative work-rest schedules in comparison to the working hours regulations. If the FMPs are to be useful, it is imperative that the work-rest schedules they allow offer no loss in the ability of drivers to manage fatigue, and preferably that they improve fatigue management.

One way of improving the effectiveness of the FMP approach is to develop a range of model work-rest schedules that have demonstrated effectiveness for managing fatigue. These models can then help in designing work-rest schedules that provide additional flexibility for companies and drivers to meet their operational needs, but still manage driver fatigue most effectively. The aim of this project was to begin to develop some model work-rest schedules by evaluating work-rest schedules that had been operating under the current regulated regime and some FMP approaches that had been allowed to begin operating under the pilot FMP scheme.

Conclusions

This project has demonstrated that evaluation of work-rest schedules using standardised and sensitive methods for measuring fatigue is an effective approach to fatigue management. The results have identified work-rest schedules which have demonstrated capacity to manage fatigue as well as identifying the features of work-rest schedules which need to be modified to ensure that fatigue is maintained at the lowest possible levels.

Evaluation of the current working hours regime suggests that provided drivers are rested to begin with, one full cycle of the regulated regime does not produce fatigue or performance capacity decrements that are of concern for safety. There is considerable evidence however that performance decrements increase significantly as the schedule becomes more demanding. This is a warning signal for the development of alternative approaches to ensure that schedules are designed that do not simply increase the demands on drivers. The evidence from both evaluations of alternative FMP approaches reinforces these conclusions as the results for both alternative compliance schedules suggested that they increased the demands on drivers, but did not balance them sufficiently with rest in order to allow recuperation and recovery from accumulated fatigue. These results do not mean that the working hours regulatory regime is the only satisfactory approach to managing fatigue. The results show clearly that it is possible to increase trip length to 16 hours, say, and still maintain good performance levels. It is not possible, however, to continue to do 16 hour trips without a longer break than is usually allowed, even in the regulated regime.

The challenge for the road transport industry now is to use information like this and build on it to provide better guidance to drivers and companies on how to trade-off work and rest safely. These evaluations show that greater flexibility in scheduling is possible, but that it needs to be evaluated carefully. The development of model work-rest schedules that have been evaluated is clearly one way of assisting the industry down the path of better fatigue management.

Australia's international road transport safety

The number of deaths for every 10 000 registered vehicles is a method of comparing road fatalities taking into account the level of motorisation.

Road fatalities relative to vehicle ownership have declined significantly in Australia since 1975.

In 1975, there were 5.8 deaths per 10 000 registered vehicles in Australia, in 1998 this had decreased to 1.5

The median rate for the OECD nations reported has also declined. In 1975, the OECD median was 7.2, by 1998 it was 2.0

For the years reported, Australia’s rate ofdeath per 10 000 registered vehicles is below that reported for the OECD median.

In 1998, Australia recorded 1.5 deaths per 10 000 registered vehicles. Australia ranked equal 6th of the 27 OECD nations for which this information was available.

Sweden had the lowest rate recording 1.2 deaths per 10 000 registered vehicles.

Korea, with 8.0 deaths per 10 000 registered vehicles, had the highest rate of the OECD nations.

The number of deaths for every 100 000 of population is a measure of the public health risk associated with road use.

The public health risk associated with road use has declined significantly in Australia since 1975.

In 1975 there were 26.6 deaths per 100 000 population in Australia, in 1998 this had decreased to 9.4.

The median rate for the OECD nations reported has also declined. In 1975, the OECD median was 18.4, by 1998 it was 11.0.

In 1998, Australia recorded 9.4 road deaths per 100 000 population. Australia ranked equal 8th of the 27 OECD nations for which this information was available.

Sweden had the lowest rate, recording 6.0 deaths per 100 000 population.

Korea, with 22.6 deaths per 100 000 population, had the highest rate of the OECD nations.

Reduction of Road Transport Related Optimism Bias and Risk Taking

Optimism bias regarding road-related optimism bias may contribute to road deaths and injuries by increasing risk-taking on the road. Because driver training courses may worsen road-related optimism bias, components of driver training courses which seek to reduce this bias are important. Although optimism bias is difficult to reduce, techniques developed and evaluated during this research program appear to have some promise. Further, a session of a driver training program (the 'Low Risk Driving Course') designed to combat optimism bias appears to have comparable efficacy. These approaches share two important components: teaching drivers to have a realistic view of their past experience, and motivating them to think realistically in order to minimize their crash risk. Further research is required to promote a better understanding of road-related optimism bias and to refine techniques which reduce it.

Non-prescriptive Fatigue Management Policy for Express Coach Drivers

This project assessed the impact of a number of work-related factors on coach drivers' well-being and performance using a survey completed by 108 drivers. A fatigue management training program based on realistic, difficult scenarios commonly faced by coach drivers was developed to assist drivers to develop more effective coping strategies. An evaluation was conducted after four weeks at which drivers reported positive reactions (self-efficacy and motivation), strong intentions, and high levels of critical in-training, transfer enhancing activities that are regarded as precursors to successful transfer of training. A longer-term evaluation suggested that the training course and the situational exercises were relevant, but that the training course needed to include additional information about managing fatigue, and issues such as improving communication between management and drivers.

Manage Study of Crashed Vehicles Equipped with Airbags

Australian Design Rule (ADR) 69 called for all new passenger cars to comply with a dynamic full frontal barrier crash test requirement, similar to US safety standard FMVSS 208 but with restrained test dummies. This study set out to evaluate how effective ADR 69 has been at preventing injuries and Harm to passenger car occupants in Australia since its introduction.

A case-control study of real-world crashed vehicles equipped with and without Supplementary Restraint Systems was conducted. Data included 253 drivers in airbag-equipped vehicles and 130 drivers in non-airbag vehicles, involved in a frontal collision. The analysis revealed reductions in the numbers of injuries to the head, face, chest and neck in the airbag-equipped vehicles although the numbers of upper extremity injuries increased. At higher injury severities (AIS2+) reductions were also observed in injuries to the head, face, neck and chest. Further analysis using Harm as an outcome measure found that the mean Harm per driver (in terms of $AUD) was 60% greater in the non-airbag vehicles compared with the airbag-equipped vehicles. The main conclusion from the study was that the results offer a strong indication that the Australian Design Rule (ADR) 69 requirement has been successful in addressing some of the outstanding issues that remain for injury prevention for drivers involved in frontal impacts.

Heavy Vehicle Seat Vibration

Past research has associated whole-body vibration exposure with a number of adverse effects on the human body. The effects of vibration on the lower back and spine have been extensively researched and documented. Effects on the gastrointestinal system have received less attention but are considered by some to be significant.

The following points summarise the findings of the literature review:

* There is some laboratory and field research that supports a relationship between low frequency vibration (3 Hz) and increased fatigue or drowsiness. This may have implications for heavy vehicle truck drivers who usually experience vibration levels around this frequency while driving.
* Intermittent and random vibration can have a stimulating or wakening effect.
* Vibration exposure has been found to cause changes to body metabolism and chemistry that could lead to fatigue effects.
* The health effects of whole-body vibration have been extensively researched and adverse effects have been established. Truck drivers shown many of the symptoms of adverse health effects associated with whole-body vibration exposure.
* Typical whole-body vibration exposure levels of heavy vehicle drivers are in the range 0.4 - 2.0 m/s2 with a mean value of 0.7 m/s2 in the vertical (z-axis). Vertical vibration is highest in the frequency range 2 – 4 Hz.
* The average whole-body vibration level experienced by drivers of heavy transport vehicles exceed health, fatigue and comfort limits of the Australian Standard and most exposures are within the Caution zone (for health) according to the current International Standard. Many typical exposures will reach the likely health risk zone of the International Standard. According to these standards, many truck drivers are at risk of incurring adverse health effects from prolonged exposure to vibration.
* There is evidence that truck drivers have back complaints that could be partly attributable to whole-body vibration exposure.
* Comfort limits of both Australian and International Standards are exceeded by most vehicle rides.

Driving Performance Related Transport Tasks

The study was conducted as a double blind, placebo controlled, four-way cross over study. To assess the psychomotor effects of the administered drugs, the participants were required to perform the critical flicker fusion frequency task (CFF), choice reaction time task (CRT), Bond- Lader visual analogue scale of mood (VASM) and the digit-symbol substitution test (DSST). A significant effect between condition and time for CRT (F(3)= 7.918, p<0.001),>

International road safety comparisons

The International Road Safety Comparisons report presents detailed tables of road death rates for Organisation for Economic Co-operation and Development (OECD) nations and Australian states/territories. These rates allow Australias road safety performance to be compared with other OECD nations while taking into account the differing levels of population, motorisation and distances travelled.

Testing of Production Prototypes of a self-protective Headband for Car Occupants

This publication is the third in a series of reports for the ATSB in which we have detailed the development of a protective headband for car occupants. In CR193, we documented the results of tests made to determine the energy absorbing characteristics of several candidate materials. CR205 reported further investigations of possible production grade materials and discussed aspects of the design that would determine the general form of the headband in a consumer version of the product.

This report details the results of tests made on the headband, which may be compared with the requirements of the United States Federal Motor Vehicle Safety Standard 201. That standard requires a certain level of head protection for the occupants of the vehicle from the upper interior of the car. The standard stipulates that a free motion headform be launched against the interior components of the car at a speed of up to 24 km/h. The requirement in these tests is that a modified value of the Head Injury Criterion, HIC(d), be less than 1000. The nature of the test required by FMVSS 201 provides a method by which the effectiveness of the headband may be assessed.

In this study, prototype headbands were fabricated according to a design developed in CR205. The energy absorbing element was machined from a solid block of expanded polypropylene and sandwiched between a styrene outer shell and a cloth liner. These prototypes were designed to be dimensionally and materially similar to a future consumer version of the product (should such a version arise).

The aim of the testing was to choose structures that would behave similarly to structures found in the interior of a car. The test structure was designed so that the impact stiffness could be varied. The structure was such that a straightforward execution of the test procedure (without the headband) produced HIC(d) results that ranged from a pass (717), to a moderate fail (1623). The tests were then repeated with a headband attached to the headform so that a comparison of impacts with and without the headband could be made.

Two grades of EPP were evaluated in this study; a 50 g/l density foam and a 70 g/l density foam. The tests showed that headbands manufactured from either grade of EPP provided substantial protection with the most severe impact producing a HIC(d) value of 601 (compared to 1623 for the bare headform in the same test). Further analysis of the dynamic crush characteristics of the headband showed that the 70 g/l EPP was a more efficient energy absorber than the lower density material. This was also reflected in lower HIC(d) values in tests that used the 70 g/l foam. The headband provided protection by limiting peak loads and absorbing significant amounts of energy.

In frontal impacts, the headband would provided significant head protection for car occupants. This would be particularly beneficial for the occupants of older vehicles. Parts of Australia have a median vehicle age around 10 years. That implies that, on current trends, it will take 10 years before a new vehicle safety feature, introduced today, will be present in half the car fleet in this country. The headband may provide the drivers of older cars some of the benefits of new safety features immediately. We expect that there would also be benefits for the occupants of newer cars, as the headband would provide protection from striking objects that are not protected by padding or airbags.

Road attitudes towards speed of car enforcement

A clear majority of people (56%) agreed that there is too much of a focus on speed in television commercials for new cars. Community support for this view was unusually emphatic, with 41% of people indicating that they agreed strongly with the proposition. By contrast, only 17% of respondents said they disagreed strongly.

This pattern of response was consistent across States and types of location, but did vary somewhat by sex and age. The belief that speed is over-emphasised was more prevalent among females (61%, compared with 51% of males) and people aged 40 years or over (69%, compared with 43% of younger people).

Overall, 40% of the community supported an increase in the number of speed cameras, 42% supported an increase in speed limit enforcement and 23% supported an increase in the severity of speeding penalties. Relatively few people favoured a reduction in any of these items.

Residents from NSW were more supportive of increases in speed cameras (48%), speed limit enforcement (46%) and penalties (27%) than were residents from the other four States. People from South Australia and Western Australia were least likely to support increases in speed cameras (26% and 31% respectively) and speed limit enforcement (31% and 38%). This finding is perhaps not surprising for Western Australian residents, given that they were much more likely to have been booked for speeding than drivers elsewhere (30% versus the national average of 19%).

Potential Benefits and expenses of Speed Changes on Rural Roads

The objective of the project was to explore the potential economic costs and benefits of changes to speed limits on rural roads in Australia. Net costs and benefits were estimated over a range of mean travel speeds (80 to 130 km/h) for the following road classes:

• freeway standard rural roads (dual carriageway roads with grade-separated intersections and a design speed of 130 km/h, usually designed as such when originally constructed


• other divided rural roads (not of freeway standard)


• two-lane undivided rural roads (two illustrative ‘road stereotypes’ with different crash rates).


Specific objectives were to explore a number of scenarios, such as:


• increasing limits on high standard roads with a low crash rate (per vehicle-kilometre) from 110 to 130 km/h (or intermediate speeds)


• increasing limits on high standard roads with a low crash rate from 110 to 130 km/h subject to a variable speed limit system that would reduce speeds under adverse conditions such as poor light, bad weather or dense traffic (‘VSL option’)


• decreasing limits on lower standard rural roads with higher crash rates.
  

Assessing the level of safety provided by the Snell B95 standard for bicycle helmets

Changes have been made to the Trade Practices Act intended to legalise the sale in Australia of bicycle helmets meeting the American Snell B95 Standard. These changes have been made as part of the regular review of the mandatory consumer product safety standard for pedal cyclists under the Trade Practices Act 1974 as the current regulation, which was based on AS 2063.2- 1990 and had become outdated, Department of the Treasury (1999). The State and Territory road authorities have not accepted the changes. Specifically, the road authorities have expressed concern regarding two areas:

• The lack of a quality assurance process for Snell-certified helmets on the Australian market; and,


• Whether the technical differences between the Snell B95 and AS/NZS2063 standards reflect significant differences in the level of safety provided by helmets to these two standards.
  

The aim of this project was to assess whether the differences between the technical requirements and quality assurance approaches used by the Snell B95 and AS/NZS 2063:1996 standards for bicycle helmets are likely to result in significant differences in the level of safety provided to the user. This was done by:

• Reviewing existing studies of bicycle helmet effectiveness;


• Testing representative samples of helmets to both standards; and,


• Considering the role of the quality assurance regime within the manufacturing process, and the need for some form of external quality assurance process conducted by independent testing laboratories.
  

The Snell Memorial Foundation is a not-for profit organization, which tests and certifies various kinds of helmets for use in specific activities. Snell uses a two-part process consisting of:

Certification Testing – The manufacturer submits sample helmets to Snell, which are subjected to the testing required by the Standard at a Snell laboratory. The helmet receives certification when these tests are completed successfully.

Random Sample Testing – The Foundation acquires samples directly from consumer sources such as retail outlets. The helmets are inspected and tested in the Snell laboratory to the requirements of the Snell standard.

In the USA the CPSC Regulation for Bicycle Helmets became law in 1998. The manufacturer or importer self certifies the helmet to the Regulation. As part of the certification the manufacturer is required to keep full records for three years of a 'reasonable test program' in support of the certification and these must be available on call.

For a helmet to be certified to the AS/NZS 2036-1996 standard, it must pass the following set of requirements:

• Manufacturers Quality Plan audit by SAI-Global.


• Type Testing of samples of the production helmets by an accredited laboratory to the requirements of the standard. From this point the design of the helmet is frozen, any changes require a re-certification.


• Batch Release Testing, as production precedes each batch of the product is kept under bond and are not released for sale until a specified number of samples are tested.
  

The effectiveness of the bicycle helmet quality system currently in use in Australia is demonstrated by only one public recall of bicycle helmets (in 1998) occurring in the last five years, of a relatively small number of helmets. In the USA in the same time span 8 public recalls of a total of 331,900 helmets have been made. Recalls are relatively ineffective for maintaining safety of personal equipment, as it is difficult to get the publicity to the user effectively. The Snell Memorial Foundation has never successfully initiated and completed a recall against its range of voluntary standards.

How many standard drinks to help stay under 0.05 whil driving?

Men

• First hour - 2 drinks


• Every hour after that - 1 drink

Women

• First hour - 1 drink


• Every hour after that - 1 drink

Road Deaths Australia, Monthly Bulletin; May 2008

Road Deaths Australia is a monthly bulletin presenting the latest fatal road crash data as well as recent historical comparisons. It is produced using monthly data supplied by the eight states and territories.

• There was a total of 109 road deaths in May 2008.
  - this is a 19.3 per cent decrease from the May 2007 figure.


• There have been 582 road deaths in 2008 to the end of May.
  - this is an 13.8 per cent decrease from the same 5 month period in 2007.

Some transport buses and activities

The subsidy is available for eligible school buses to fit lap/sash seatbelts and perform any other associated engineering work including wheelchair restraint systems. All work is required to meet the national vehicle standards under the Motor Vehicle Standards Act 1989 and/or state/territory vehicle modification requirements as applicable.

An eligible bus is a newly manufactured or existing school bus in the operators fleet. It does not include a bus recognised as a coach bus. The bus must be approved by a state/territory government for, and currently used or earmarked for, a contracted state/territory school bus route defined as rural and regional. A newly manufactured school bus must be fitted with integrated seats and lap/sash seatbelts that meet Australian Design Rule (ADR) ADR 68 Occupant Protection in Buses, and be registered with a relevant state/territory transport authority. An existing bus must be intended for retro-fitment of lap/sash seatbelts, and be approved by the state/territory government transport authority. Used buses that are purchased with seatbelts already fitted are not eligible.

Any contracts to purchase buses or undertake retro-fit work must have been entered into after 19 September 2007 to be eligible.

The subsidies will not be available for a bus where the cost of fitting or retro-fitting seatbelts has been met from an existing state/territory program. However, where a state/territory program for seatbelts funds a portion of the total cost of the installation of the belts, an operator may apply for a subsidy for the remaining portion of the cost, including associated engineering work, up to a limit of $25,000.

Collision with terrain - 7 kms north-north-west of Hornsby, New South Wales, VH-NBP, Bell 206B

On 1 March 2008, at about 1300 Eastern Daylight-saving Time the pilot of a Bell Helicopter 206B Jetranger III was flying over a property on a private flight with four passengers. Witnesses reported seeing the helicopter flying over the property at about 100 ft above ground level. At the completion of one pass, the helicopter was observed by witnesses on the ground to bank steeply to the left, roll out and descend into surrounding trees. The helicopter impacted the trees and was seriously damaged. One of the occupants was discovered outside the helicopter and all sustained serious injuries.

Examination of the wreckage did not indicate any mechanical defects that would have affected the safe operation of the helicopter.

About transport Law and Report

I am proud that Missouri is on the forefront of efforts to eliminate racial profiling, which has been defined as the inappropriate use of race when making a decision to stop, search, cite or arrest a person. To the extent that racial profiling occurs, it is an outdated practice that is not consistent with good police work, and it is a practice that is hurtful to a large portion of our population.

Racial profiling is not a visible problem to most white Americans; thus, there has been a tendency by the majority to ignore or dismiss these concerns expressed by African Americans and other people of color. Yet a national poll shows that 77 percent of African Americans believe racial profiling is pervasive. When law-abiding citizens -- including ministers, lawyers, teachers, students and even off-duty police officers -- believe they have been stopped simply because of their race, it focuses attention on a problem that we must address if we are to grow together as a community.

I commend the Missouri legislature for its efforts to address this issue, and I commend Missouri's law enforcement officers, who -- almost without exception -- have made an incredible good-faith effort to comply with this new law. Law enforcement, including the Office of the Attorney General, has undertaken this new challenge without additional funding and for the most part without a blueprint of how to proceed. Missouri is one of only 10 states -- including California, Connecticut, Kansas, Massachusetts, North Carolina, Oklahoma, Rhode Island, Tennessee and Washington -- with legislation that mandates data collection on this issue. Even the federal government and the Department of Justice are only now considering such efforts.

The acceptance and implementation of this law has been greatly aided by the good counsel and advice of the 18-member Attorney General's Advisory Committee on Racial Profiling. The committee is composed of law enforcement leaders, minority community leaders and interested citizens.1 The committee has demonstrated that people of good will, despite differing affiliations and views on an issue, can find common ground and learn from one another. I look forward to my continued work with them as we analyze the data presented and consider what steps lie ahead in the process.

Finally, it is important to remember that the vast majority of law enforcement works hard to do the right thing every day under challenging conditions and for little pay. The law enforcement leaders with whom I have worked have been eager and willing to implement this new law in an effort to ensure that good information is provided. Some agencies have gone the additional mile to gather even more data than required by law to ensure better service to their communities and better analysis of their data.

Peace officers in Missouri have been professional and responsible as they work to meet the considerable challenges of being one of the first states in the nation to implement a law of this nature. With their actions they have demonstrated an earnest desire to build trust in all communities and to provide equal justice under the law.

Transport Organisational setup

Secretariat Level:

The Transport Department is headed by the Minister of Transport who is of the Cabinet Rank. At the administrative level in the Secretariat, the Department is headed by the Commissioner & Secretary who is from the I.A.S. Cadre and assisted by the Deputy Secretary, Under Secretary, Officer on Special Duty and Financial Adviser with a contingent staffs of the Meghalaya Secretariat Service.

Directorate Level:

The Directorate is headed by the Commissioner of Transport who is either from I.A.S. or State Civil Services Cadre who is also the ex-officio secretary State Transport Authority. The Commissioner of Transport is assisted by the Joint Commissioner of Transport, Deputy Commissioner of Transport, Finance and Account Officer, State Pool Officer and District Transport Officer (Enforcement). The DTO ( Enforcement ) who is in charge of the Enforcement Wing is also attached to the Head Office.

District Level:

At the District level, there are seven districts offices and each office is headed by the District Transport Officer (D.T.O.) who is also the ex-officio secretary Regional Transport Authority. Both the powers and functions of the D.T.O. and Secretary R.T.A. are combined in one person.

Freight Railroads Operating in the United States

Freight railroad transports are critical to the economic well-being and global competitiveness of the United States. They move 42 percent of our nation's freight (measured in ton-miles) - everything from lumber to vegetables, coal to orange juice, grain to automobiles, and chemicals to scrap iron - and connect businesses with each other across the country and with markets overseas. They also contribute billions of dollars each year to the economy through investments, wages, purchases, and taxes.

There were 554 common carrier freight railroads operating in the United States in 2002, classified into five groups.
Class I Railroads

* The Burlington Northern and Santa Fe (BNSD.
* CSX Transportation (CSX).
* Grand Trunk Corporation, which consists of the U.S. operations of Canadian National (CN), including the former Grand Trunk Western (GTW), Illinois Central (IC), and Wisconsin Central.
* Kansas City Southern (KCS).
* Norfolk Southern (NS).
* The former Soo Line (800), owned by Canadian Pacific (CP).
* Union Pacific (UP).

Class I railroads are those with operating revenue of at least $272 million in 2002. Class I carriers comprise only 1 percent of the number of U.S. freight railroads, but they account for 70 percent of the industry's mileage operated, 89 percent of its employees, and 92 percent of its freight revenue. Class I carriers typically operate in many different states and concentrate largely (though not exclusively) on long-haul, high-density intercity traffic lanes. There are seven Class I railroads ranging in size from just over 3,000 to more than 33,000 miles operated and from 2,600 to more than 46,000 employees

Guide to Hiring Bus Companies

• the bus company's current USDOT safety rating, if issued, and the date of the company's last compliance review (on-site inspection by motor carrier safety authorities);

• whether the company is authorized to transport passengers for hire;

• whether the company has current insurance in force;

• the company's record of regulatory violations and roadside out-of-service violations, with a comparison to national averages; and

• the company's highway crash history.

• Does the driver have a current commercial driver's license (CDL) with a passenger endorsement?

Safety Belt Enforcement Programs

• Occupant Protection Selective Traffic Enforcement Programs (sTEPs) involve periods of highly visible safety belt law enforcement combined with extensive media support. These programs are a proven method to rapidly change motorists' safety belt use behavior. Successful Occupant Protection sTEPs have been documented in Canada, Europe, and the United States.

• Highly visible enforcement of safety belt laws is a core strategy to increase safety belt use. States and communities have greater success in achieving increased safety belt use when there is strong enforcement of the law, along with effective media support.27 This strong enforcement of safety belt laws sends the message that the State takes safety belt use laws seriously. Ultimately, this leads to greater compliance.

• The Click It or Ticket (CIOT) model has been enormously successful in increasing safety belt use at the community, State, and regional level. This nationwide initiative, a partnership involving NHTSA, the Air Bag & Seat Belt Safety Campaign, and hundreds of law enforcement agencies, increased national belt use by four percentage points in 2003.28 Safety belt use increased again in 2004, reaching an all-time high of 80 percent.

Supervise practice driving

Take an active role in helping your teenager learn how to drive. Plan a series of practice sessions in a wide variety of situations, including night driving. Give beginners time to work up to challenges like driving in heavy traffic or on the freeway. Supervised practice should be spread over at least six months and continue even after a teenager graduates from a learner’s permit to a restricted or full license. Remember that you’re a role model. New drivers learn a lot by example, so practice safe driving. Teens with crashes and violations often have parents with poor driving records.

Guide to Hiring Bus Companies

• the bus company's current USDOT safety rating, if issued, and the date of the company's last compliance review (on-site inspection by motor carrier safety authorities);

• whether the company is authorized to transport passengers for hire;

• whether the company has current insurance in force;

• the company's record of regulatory violations and roadside out-of-service violations, with a comparison to national averages; and

• the company's highway crash history.

• Does the driver have a current commercial driver's license (CDL) with a passenger endorsement?

Check wheels and rims

• Any wheel contacts unrelated vehicle components at any point through its full range of travel;

• Spiders have cracks across a spoke, hub or web area;

• Wheels are not compatible with hubs;

• Valve protection lugs are missing.

Teens Are At Risk

• Motor vehicle crashes are the leading cause of death for teens in the United States.

• In 2003, 5,240 teens were killed in passenger-vehicle crashes, and 458,000 teens were injured.

• Sixty-three percent of the fatally injured 16-to-20-year-old passenger vehicle occupants were unrestrained, compared to 55 percent for adults 21 or older.

• 2003, the fatality rate (per 100,000 population) in motor vehicle crashes for 16-to-20-year-olds was more than twice the rate than for all other ages combined (25.7 versus 11.4 respectively).

• From 1997 to 2003, the fatality rate (per 100,000 population) in motor vehicle crashes for 16-to-20-year-olds was approximately seven times the rate for 8-to-15-year-olds.

• Drivers are less likely to use restraints when they have been drinking. In 2003, 65 percent of the young drivers (15 to 20 years old) of passenger vehicles involved in fatal crashes who had been drinking were unrestrained. Of the young drivers who had been drinking and were killed in crashes, 74 percent were unrestrained.

• 2003, a teen died in a traffic crash an average of once every hour on weekends (weekends are defined as 6 p.m. Friday through 5:59 a.m. Monday) and nearly once every two hours during the week.

Check lights and reflectors

• Any rear light other than a reversing light is installed or damaged to the extent that white light shows to the front or rear of the vehicle;

• Any amber clearance light or front turn signal is damaged so that it shows white light (except vehicles prior 7/73);

• The number plate light is not directing light onto the surface of the rear number plate;

• Any optional light or reflector interferes with the effective operation of any compulsory light or reflector;

• Any light has a tinted cover over it that affects its intended operation;

• There is any other type of opaque cover over a headlight which cannot be readily removed;

• Any light does not comply with the requirements as specified in the Federal Office of Road Safety Vehicle Standards Bulletin No.9.

Visually inspect direct filled internally mounted containers

• the passenger compartment of the vehicle is not sealed from the container space;

• the container space vent(s) is obstructed;

• the container space vent outlet is less than 250mm from the exhaust system;

• wiring is not insulated or secured at intervals of not more than 600mm.

Check tow bar

• The towbar is not securely mounted or is bent or cracked;

• Any mounting bolts, fasteners or weld beads have advanced corrosion or cracks;

• Where ADR 62 applies the tow bar and towing ring does not display the manufacturer’s name/trademark, the gross mass rating and the make and model of the vehicle/s for which it is designed;

• Where any part of the tow bar is removable, the bolts, studs, nuts etc fastening those parts do not have a locking device such as a U-clip, split pin, spring washer or nylon lock nut.

Check brake adjustment

• With any brake fully applied, a brake adjustment indicator runs out of travel or indicates that adjustment is necessary;

• Brake chamber push or pull rods move more than 80% of their max stroke or travel over centre with the brakes fully applied;

• The park brake and/or emergency brake is not capable of being fully applied without the control running out of available travel;

• The brake adjusters are bent, damaged or excessively worn, or are not properly adjusted.

Driver Fatigue Monitoring in Onboard Recorders – Initial Assessments

This study builds off previous research and takes information regarding driver alertness state and integrates it with electronic onboard recorder data to provide carrier management real-time fatigue monitoring data. This data will help to predict and educate drivers to obtain adequate rest before operating a commercial motor vehicle. This information can also be used to guide individual rest and napping breaks while assisting carrier management in developing company rest policies.

Graduated Licensing Can Help

Teenagers perceive a driver’s license as a ticket to freedom.It’s momentous for parents, too. Though they are oftenaware of 16-year-olds’ high crash risks, they’re relieved not to have to chauffeur their children around anymore. But the price is steep. Crashes are the leading cause of death among American teens, accounting for more than one third of all deaths of 16- to 18-year-olds.

An effective way to reduce this toll is to enact graduated licensing, under which driving privileges are phased in to restrict beginners’ initial experience behind the wheel to lower-risk situations. The restrictions gradually are lifted, so teenagers are more experienced and mature when they get their full, unrestricted licenses.

Graduated systems that are well designed restrict night driving, limit teen passengers, set zero alcohol tolerance, and require a specified amount of supervised practice during the initial phase. Graduated licensing laws have reduced teens’ crash rates in the United States, Canada, and New Zealand. But not all States have such laws, and the laws aren’t all strong.

Identification Process

The information for the motor carrier responsible for the trip on which the crash occurs should be recorded on the crash report. This may or may not be the company on the vehicle door or trailer. In order to determine the carrier responsible and locate that carrier's information, it is important to utilize all the sources of information available. A procedural approach to accurately obtaining the information should include the following sources.

• Examination of the side of the vehicle.
• Interview of the driver.
• Examination of the shipping papers or bus manifest for this trip can provide the name of the motor carrier responsible for the load, but is not a good source for the USDOT.

Traffic Enforcement

The Traffic Enforcement (TE) sub-module provides information about the commercial motor vehicle (CMV) Traffic Enforcement Program which is a component of the Motor Carrier Safety Assistance Program (MCSAP), a grant program administered and funded by the FMCSA and conducted by State enforcement personnel.

An inspection is identified as a traffic enforcement event when at least one traffic violation is present in the inspection. Only those traffic enforcements that initiate a subsequent roadside inspection are included in the MCSAP program. Also, if a roadside inspection results in only alcohol or drug related violations then it is not considered a Traffic Enforcement inspection. The traffic enforcement program is based on nineteen state or local traffic enforcement violations noted in conjunction with a roadside inspection.

Beginning Drivers’ Crashes Differ

Teen drivers have the highest crash risk of any age group. Per mile traveled, they have the highest involvement rates in crashes, from crashes involving property damage only to those that are fatal. The problem is worst among 16-year-olds, who have the most limited driving experience and an immaturity that often results in risk-taking behind the wheel. The characteristics of 16-year-olds’ fatal crashes shed light on the problem

Third-party Insurance

If you select Released Value, some movers may also offer to sell or obtain for you separate liability insurance. The cost of this insurance is not included in the basic move and must be purchased separately by you. This is not valuation coverage governed by Federal law—it is optional insurance regulated by State law.

If you purchase this coverage, the mover remains liable for the amount up to 60 cents per pound per article; but the rest of the loss is recoverable from the insurance company up to the amount of insurance you purchased. Your mover is required to issue the policy or other written record of the purchase and provide you with a copy at the time of purchase.

You also have the option of purchasing insurance from a third-party insurance company. Before purchasing insurance, check your homeowner's insurance policy to see if you're already covered.

Safety Effectiveness of Speed Limiters

Understanding speed as a highway safety issue necessitates accurately defining the relationships between speed limits, travel speeds, and safety. Additional data is needed to evaluate adaptive speed control systems for altering vehicle speed based on roadway conditions and the appropriate speed limit. Joining before-and-after test focusing on the safety benefits of adaptive speed systems provides an important opportunity for FMCSA and carriers to work together on research design and implementation efforts, with the shared objective of improving safety. This type of testing requires a commensurate effort to collect and share valuable data. In addition, FMCSA would facilitate testing and information sharing by developing a systematic way to collect and evaluate data from before-and-after testing that would typically exceed the available resources of industry stakeholders. As a result, the purpose of this project is to identify safety impacts of adaptive speed control technologies for adjusting vehicle speed to the posted speed limit. This project will be conducted in cooperation with NHTSA and the Federal Highway Administration (FHWA).

Indirect Viewing System and Related Tests

The National Highway Traffic Safety Administration (NHTSA) and FMCSA have a joint project underway with the Virginia Tech Transportation Institute (VTTI) involving the use of Camera/Video Imaging Systems (C/VISs) in large trucks to improve visibility. Both mirror surrogates and enhancements are being studied and tested. Mirror enhancements provide the driver with images that are presently unavailable from standard mirror configurations (e.g., elimination of blind spots). Mirror surrogates provide the driver with the same or similar images that are available from standard mirror configurations. In the first part of this project, the tests are limited to conventional video systems, with cameras at appropriate locations on the exterior of the vehicle and with video monitors in the cab at locations that have been selected on the basis of human factors considerations and preliminary testing.

The second part of this project is directed at enhancing C/VISs for night and poor visibility conditions. Following this part of the project, further development of the enhanced C/VIS is planned, so that it can operate reliably outside of a controlled setting (i.e., Smart Road) and to test it in an over-the-road setting field test.

Check oil leaks

Oil leaks from the engine, gearbox, differential, power steering or any joint or seal:

• on to brake friction surfaces, or
• on to the exhaust system; or
• on to the road surface; or
• at a rate of more than one drop every 30 seconds at any joint or seal.

Third-party Insurance

If you select Released Value, some movers may also offer to sell or obtain for you separate liability insurance. The cost of this insurance is not included in the basic move and must be purchased separately by you. This is not valuation coverage governed by Federal law—it is optional insurance regulated by State law.

If you purchase this coverage, the mover remains liable for the amount up to 60 cents per pound per article; but the rest of the loss is recoverable from the insurance company up to the amount of insurance you purchased. Your mover is required to issue the policy or other written record of the purchase and provide you with a copy at the time of purchase.

You also have the option of purchasing insurance from a third-party insurance company. Before purchasing insurance, check your homeowner's insurance policy to see if you're already covered.

Check hydraulic brake system integrity

When a constant force is applied to the brake pedal for 10 seconds:

• after the initial travel, the service brake pedal travels to the floor; or

• the brake system failure indicator comes on.

• When the service brakes are firmly applied, less than 20% of the pedal travel remains (unless the brake system is designed for greater travel).

• When soft pumping makes the brake pedal travel to the floor

Key Terms

• 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.

Auxiliary Power Unit

APU’s provide a larger array of comfort features for drivers looking to reduce idling. APU’s can provide heat, air conditioning, power for household electrical devices and engine heat. Most devices combine a small heater, a compressor for air conditioning and an alternator. APU’s may be powered by diesel fuel directly from the tractor fuel tank, or by a bank of rechargeable batteries. Diesel driven APU’s can operate for 5 hours or more on a single gallon of diesel fuel. Costs for these devices can range from $3500 to $9000, but are typically in the $6000 to $7000 range. For a partial list of manufacturers and device specifications, please visit the SmartWay website . For locomotives APUs automatically shut down the main locomotive engine idle while maintaining all vital main engine systems at greatly reduced fuel consumption.

Check noise emissions

This section must be read in conjunction with Appendix B6 - Sound level meters.

• Any noise reducing or absorbing equipment is missing.

Changes to the original design of the engine, fuel system, air inlet system, or exhaust system all have the potential to affect compliance of the vehicle with noise standards. Where any such modifications have been carried out a noise test may be necessary to ensure that the vehicle complies with the exhaust noise limits. Such modifications could also affect compliance with exhaust emission requirements.

Check mirrors

• Any reflective surface of a compulsory rear view mirror:



• has a missing section;


• is cracked;


• is deteriorated;


• is obscured;


• where fitted to the right side, does not have a flat surface of at least 150cm2 (it may also incorporate a curved portion).



• Mirrors are not securely mounted or missing;


• Any compulsory left side mirror does not have a reflecting surface of at least 150 cm2;


• Any compulsory mirror does not provide a clear view of the road to the rear of the vehicle.

Check seats

• Seat frames or attaching points are loose, cracked, broken or have fasteners missing;

• Adjustment mechanisms do not work properly or any securing device does not hold the seat in the selected position;

• Any seat has an exposed sharp edge or other parts that protrude due to damage.

Check exterior body panels and fittings

• Exterior body work including mudguards, bullbars, roof racks etc on a vehicle have exposed sharp edges (including corrosion or accident damage) that could injure a person who comes into contact with that part of the vehicle;

• Mudguards are not properly fitted to provide protection over the full width of the wheels and tyres and any mudguard does not extend inboard over the full width of the tyre/s (except where part of the body of the vehicle acts as a mudguard);

• The bottom edge of mudguard and/or mudflap at the rear of any vehicle is higher off the ground that 1/3 of the horizontal distance between the centre of the axle and the mudguard;

• Spray suppression devices are not fitted to ‘B’ Double combinations in accordance with Rule 33 Australian Vehicle Standard Rules or in those states that have granted exemption (eg: WA);

Check fifth wheels/turntables

• Where ADR 62 applies, the fifth wheel/turntable does not display the manufacturer’s name/trademark, nominal size (eg 50mm) and the gross mass rating;

• The mating parts of a coupling used to connect a semi-trailer to a towing vehicle allow the semi-trailer to roll to an extent that makes the towing vehicle unstable (eg quick release turntable fitted to a ballrace turntable);

• The top and bottom mounting flanges have insufficient effective fasteners (eg ballrace);

• Fasteners either side of the mounting frame, plate or pivot brackets are insufficient or ineffective;

• Fifth wheel/turntable mounting plate or sub frame assembly securing bolts are missing, broken or loose, or the fasteners are "U" bolts;

• There is movement between the fixed mounting components;

• There is more than 5 mm horizontal movement between:

Check pin couplings and pintle hooks

• Where ADR 62 applies a 50mm pin type coupling does not display the manufacturer’s name/trademark, rated vertical load and the gross mass rating;

• Pin couplings or pintle hooks have any missing, loose, broken, deformed or cracked fasteners including welds. (See Figure 2.2);

• Any mounting bolts, fasteners or weld beads have advanced corrosion;

• The area that the pin coupling or pintle hook is mounted on is loose or cracked or any locking mechanism is not fitted or is inoperative;

• The pin coupling or pintle hook welds have cracks; Pin couplings or pintle hooks are worn beyond the manufacturer’s limits. If the manufacturer’s limits are not known, any dimension on a wear surface of the horn of a pintle hook or pin coupling is worn more than 5% of the original diameter.

Many Organizations Support Strong Safety Belt Laws for Teens

Many organizations have joined with NHTSA to help increase safety belt use among teens because they realize that by doing so, thousands of lives will be saved and millions of injuries will be prevented. These organizations include:

• 4-H
• AAA
• Advocates for Highway/Auto Safety
• Air Bag & Seat Belt Safety Campaign
• American Driver and Traffic Safety Education Association
• American School Health Association
• Aspira Association, Inc.
• Automotive Coalition for Traffic Safety
• Bacchus and Gamma Peer Education Network
• Brain Injury Association
• Center for Substance Abuse Prevention
• Centers for Disease Control and Prevention
• Children's Safety Network
• Circle K International
• Emergency Medical Services for Children Emergency Nurses Association/Emergency Nurses CARE
• Family, Career and Community Leaders of America
• Farm Safety 4 Just Kids
• Governors Highway Safety Association
• Insurance Institute for Highway Safety
• International Association of Campus Law Enforcement Administrators
• Jack and Jill of America, Inc.
• Mothers Against Drunk Driving
• Maternal and Child Health Bureau
• National Association of School Resource Officers
• National Association of Teen Institutes
• National Campaign to Prevent Teen Pregnancy
• National Children's Center for Rural and Agricultural Health and Safety
• National Commission Against Drunk Driving
• National Criminal Justice Association
• National Peer Helpers Association
• National Parent Teachers Association
• National SAFE KIDS Campaign
• National Safety Belt Coalition/National Safety Council
• National Student Safety Program
• Network of Employers for Traffic Safety
• Recording Artists, Actors & Athletes Against Drunk Driving (RADD)
• RADD Kids/Team RADD
• Remove Intoxicated Drivers family with buckle up america, every trip, every time logoThe State and Territorial Injury Prevention Directors' Association
• Street Law, Inc.
• Students Against Destructive Decisions
• Substance Abuse and Mental Health Services Administration
• Think First Foundation
• United National Indian Tribal Youth
• U. S. Department of Education
• U. S. Department of Health and Human Services
• U. S. Department of Justice
• Youth of Virginia Speak Out About Traffic Safety
• YMCA of the United States of America
  

Restrict passengers

Teen passengers in a vehicle can distract a beginning driver and/or lead to greater risk-taking.Because young drivers often transport their friends, there’s a teen passenger problem as well as a teen driver problem. About 6 of every 10 teenage passenger deaths (59%) during 2003 occurred in crashes with a teen driver. While night driving with passengers is particularly lethal, many fatal crashes with teen passengers occur during the day.The best policy is to restrict teenage passengers, especially multiple teens, all the time.

Visually inspect remote filled internally mounted containers

• The compartment housing the container and its fittings, or the sub-compartment has electrical equipment other than the wiring connecting the contents gauge;
• wiring is not insulated or secured at interval of not more than 600mm;
• any conduit containing the piping and hoses which pass through an enclosed area of the vehicle is missing or damaged so that it allows venting to the inside of the vehicle;
• the clamps for the conduit connections are missing or loose;
• there are holes in the conduit through which wiring can be passed;
  

NOTE: Adhesives or sealing compounds are not acceptable as alternatives to mechanical clamps.

• the container service valve is inoperable;
• the seals for any sub-compartment do not provide a gas-tight seal;
• the container space vent outlet is less than 250mm from the exhaust system.
  

Check engine and driveline

• Engine and driveline mounts or driveline components are loose, cracked, broken or are missing components or fasteners;
• Any universal joint or securing bolts are loose or missing;
• Engine and transmission controls are inoperative;
• A vehicle fitted with automatic transmission is capable of being started when the transmission control is in a position to drive the vehicle;
• A vehicle fitted with automatic transmission does not have, in the driver’s compartment, an indicator showing the transmission control position (where applicable);
• Seals on covers between the engine and the passenger compartment are missing, distorted or damaged in a way that allows fumes to enter the passenger compartment;
• Engine emits excessive smoke for at least 10 seconds continually at or near the discharge end of the exhaust pipe;
• Emission control equipment is missing or inoperative;
  

NOTE: Modifications to emission equipment can effect smoke emission or emission of non-visible pollutants

• Crankcase gases escape into the atmosphere (applies to petrol engines fitted with positive crankcase ventilation only);
• The engine lets out sparks, flames, oil or fuel residue;
• A diesel engine is not fitted with a device that prevents the engine from being started accidentally or inadvertently;
• Fuel injection equipment, engine speed governor or any other part of an engine is adjusted so that it increases smoke;
• Maximum road speed limiting is greater than 100kph or State and Territory instructions. See ADR 65.
  

NOTE: Adjustments or modifications to components of the fuel system have the potential to affect compliance of a vehicle with emission standards. The manufacturer’s advice should be sought to ensure the vehicle is kept within prescribed limits. A test to determine compliance with National Diesel Emission Standards may be undertaken in jurisdictions that have the necessary test equipment.

Check air brake system integrity (including air over hydraulic)

Step 1. Start the engine and charge up the braking system until the low pressure warning device turns off. Apply the brake several times until the low pressure warning device activates.

1. A visual or audible warning device connected to the brake system does not provide a warning to the driver when the air pressure is lowered to less than the following levels, unless the manufacturer specifies a different level:

• 420 kPa (60psi) for ADR 35 vehicles, or

• 350 kPa (50psi) for pre-ADR 35 vehicles

Step 2. Build the pressure up to its maximum level and note this pressure

1. The cut-out pressure is more than 1120 kPa (160psi), or less than 720kPa (100psi) unless other values are recommended by the manufacturer.

Step 3. With the engine running, apply the service brakes several times until the governor "cuts in"

The governor cut-in pressure is less than 550kPa (80psi), unless another value is recommended by the manufacturer.

Step 4. Recharge the system to maximum pressure. Stop the engine. Have the assistant apply and hold the service brake. Check around the vehicle for audible air leaks

1. Any air leak;
2. With the brake system fully charged, the engine stopped and the service brake applied, the air brake pressure drops more than 20 kPa (3psi) per minute. An additional drop per minute of 5 kPa is allowed for each trailer that may be attached.
   

Step 5. Release the service brake

1. With the engine stopped and the service brake released, the air brake pressure drops more than 15 kPa per minute. An additional drop per minute of 5 kPa is allowed for each trailer that may be attached.

Step 6. Fully apply and release the service brake four more times

1. After four more full applications of the service brakes the reservoir pressure drops to less than 50 % of the maximum value observed in Step

Step 7. Fully deplete the braking system by repeatedly applying the service brake. Observe the operation of the low pressure warning device (see "reason for rejection" (a)). Observe operation of spring brakes, if fitted.

1. Spring brakes activate before the low pressure warning device activates.

Step 8. Apply and release the parking brake

1. The parking brake is inoperative or is unable to be released at least once.

Step 9. Charge up the braking system by operating the engine at manufacturer's recommended speed, if necessary. Note the time it takes for the system to charge from zero to 80% of the maximum pressure (as noted in Step 2).

1. Time taken to charge from zero to 80% of maximum pressure exceeds 5 minutes.

Step 10. One at a time, open the drain valve of each reservoir for a sufficient time to notice a pressure drop on the pressure gauge(s)

1. Air reservoir drain valves are inoperative;
2. Excessive oil drains from the reservoir (this usually indicates a faulty compressor);
3. Where ADR 35 applies, the pressure in both sub-circuits falls when the reservoir of one of the sub-circuits is drained.

Note: Although it is usually a sign of neglected brake maintenance, excessive water in a reservoir is not a reason for rejection, provided that it is fully drained during the check.

Step 11. Where ADR35 applies and the vehicle is new, or has had major brake repairs involving plumbing, one sub-circuit should be fully drained and a check made that the brakes on the remaining sub-circuit operate when the service brake is applied (observe actuators or feel for pressure in flexible brake lines). The brake pressure should then be recharged and the test repeated for the other sub-circuit.

1. When the air-pressure in one (and only one) sub-circuit is fully drained any brake connected to the other sub-circuit fails to operate when the service brake is applied;
2. Where fitted, spring brakes apply when one sub-circuit is fully drained.
   

Check brake components

Reasons for rejection

• Brake pedals do not have an anti-slip surface across the complete surface;

• Brake pedals or handles are broken or missing;

• Brake control mountings, pivots, cables or links are kinked, loose, broken, excessively worn or binding;

• A ratchet or locking device on a parking brake control does not hold the parking brake in the applied position;

• Park brake control can be released with only one action;

• Abrasions or cuts on brake hoses penetrate further than the outer protective covering;

• Brake pipes, hoses and connections are cracked, broken, kinked, crimped, damaged by heat or have visible signs of leakage, swelling or bulging;

• Brake drums or discs are not fitted or have missing pieces, or cracks other than short heat cracks inside the drums;

• Drums or discs are worn beyond manufacturers specifications;

• Any caliper, wheel cylinder or master cylinder leaks;

• Linings or pads are contaminated with oil, grease or brake fluid;

• The thickness of the linings or pads is less than the manufacturer’s recommended minimum. If this is not known or is no longer appropriate, the thickness of the linings or pads is less than

Check windscreen and windows

Reasons for rejection

1. The wiped area of the windscreen in front of and on the same side of the vehicle as the driver, (shown in the following diagram as Area A), has:

• damage (such as scoring, sandblasting or severe discolouration) that interferes with the driver’s view;

• any bulls-eye or star fracture that exceeds 16 mm in diameter, or any two (2) of the following;

• hairline crack up to 30 mm long;

• a crack from the edge of the windscreen up to 75 mm long.

NOTE: Grooves in windscreens that are designed specifically to clean the wiper blades are not regarded as damage unless they affect the driver’s view. Approved grooving is usually identified by the installer.

1. Any cracks in a laminated windscreen penetrate more than one layer of glass or are more than 150 mm long;
2. Any glazing used in any motor vehicle is not safety glass (except a caravan) and where ADR 8 applies, the glass does not display an identification mark or symbol;
3. Glazing is loose in its frame or cracked to the extent that sharp edges are exposed;
4. Glazing, other than the windscreen, that is necessary for the driver to see the road is discoloured, obscured, badly scratched, sandblasted or fractured to the extent that it interferes with the driver’s view;
5. Items that obscure the driver’s view are placed in Area A or the corresponding area on the other side of the windscreen.
   

Check seat belts

Reasons for rejection

1. Any seat belt or attaching point is loose, cracked or has missing fasteners;
2. Any retractor, buckle or adjustment device is inoperative;
3. Webbing is cut, burnt, tied in a knot, frayed, stretched, severely deteriorated or has broken stitching.
4. Seat belts are not fitted in accordance with the table below.
   

Check Rear Marker Plates

Reasons for rejection

• Rear marker plates not fitted to a truck that has a GVM greater than 12 tonnes;

• Rear marker plates not fitted to a bus that has no provision for standing passengers;

• Rear marker plates do not comply with AS 4001.1-1992 or State or Territory instructions;

• Rear marker plates are faded, damaged or incorrectly fitted.

Check suspension components

• U-bolts or other spring to axle or spring pack clamp bolts, centre bolts, spring eyes or hangers, torque, radius or tracking component assemblies, control arms, bushes or any parts used to attach them to the vehicle frame or axle are cracked, loose, broken, missing or worn beyond manufacturers’ limits;

• Any "walking beam" type heavy vehicle suspension has signs of damage to beam;

• Springs are cracked, broken or missing;

• Air bags leak or sag;

• Leaves in a leaf spring are displaced sideways more than 10% of their width or so that they contact wheels, brakes or the frame;

• Shock absorbers, if originally fitted, are missing, loose, inoperative or leak;

• Any suspension component is not correctly aligned or is damaged, loose or broken;

• Any nut, bolt or locking mechanism is insecure or missing.

Check fifth wheels/turntables

• Where ADR 62 applies, the fifth wheel/turntable does not display the manufacturer’s name/trademark, nominal size (eg 50mm) and the gross mass rating;

• The mating parts of a coupling used to connect a semi-trailer to a towing vehicle allow the semi-trailer to roll to an extent that makes the towing vehicle unstable (eg quick release turntable fitted to a ballrace turntable);

• The top and bottom mounting flanges have insufficient effective fasteners (eg ballrace);

• Fasteners either side of the mounting frame, plate or pivot brackets are insufficient or ineffective;

• Fifth wheel/turntable mounting plate or sub frame assembly securing bolts are missing, broken or loose, or the fasteners are "U" bolts;

• There is movement between the fixed mounting components;

• There is more than 5 mm horizontal movement between:

* the pivot bracket pin and bracket, or
* a slider bracket and slide base.

• There are cracks in mounting angles or plates, pivot brackets, slider components or coupler plates except for casting shrinkage cracks;

• The fifth wheel pivot bracket pin/s or bushes are missing, insecure or excessively worn;

• The locking mechanism on either side of a sliding coupling is missing, inoperative or excessively worn;

• End stops on slides are missing or insecure;

• King pin locking mechanism parts are missing, or damaged to the extent that the king pin is not securely held;

• The top and bottom plates, flanges and welds are loose, cracked, missing or broken;

• Ball bearing type turntables are worn beyond the manufacturer’s specifications, or to the extent that the upper and lower flanges or bearing halves touch each other or the ball bearings seize.

Teens Are At Risk

• Motor vehicle crashes are the leading cause of death for teens in the United States.
  

• In 2003, 5,240 teens were killed in passenger-vehicle crashes, and 458,000 teens were injured.
  

• Sixty-three percent of the fatally injured 16-to-20-year-old passenger vehicle occupants were unrestrained, compared to 55 percent for adults 21 or older.
  

• In 2003, the fatality rate (per 100,000 population) in motor vehicle crashes for 16-to-20-year-olds was more than twice the rate than for all other ages combined (25.7 versus 11.4 respectively).
  

• From 1997 to 2003, the fatality rate (per 100,000 population) in motor vehicle crashes for 16-to-20-year-olds was approximately seven times the rate for 8-to-15-year-olds.
  

• Drivers are less likely to use restraints when they have been drinking. In 2003, 65 percent of the young drivers (15 to 20 years old) of passenger vehicles involved in fatal crashes who had been drinking were unrestrained. Of the young drivers who had been drinking and were killed in crashes, 74 percent were unrestrained.
  

• During 2003, a teen died in a traffic crash an average of once every hour on weekends (weekends are defined as 6 p.m. Friday through 5:59 a.m. Monday) and nearly once every two hours during the week.
  

• In 2003, 34 percent (1,782) of fatally injured teens were completely or partially ejected from a passenger vehicle, compared with 27 percent of those fatally injured for all ages combined.
  

• Male teens are less likely to wear safety belts than female teens. In 2003, a greater number of males (7.7 percent) reported they were likely to rarely or never use safety belts when driving compared with females (2.8 percent). More males (26.4 percent) than females (23.6 percent) also reported that they had not worn their safety belts within the past week.
  

• A recent medical study examined motor vehicle fatality exposure rates and found the rate at which African American and Hispanic male teenagers (13 to 19 years old) are fatally injured in a motor vehicle crash is nearly twice as high as the comparable rate for white male teenagers.

Beginning Drivers’ Crashes Differ

Teen drivers have the highest crash risk of any age group. Per mile traveled, they have the highest involvement rates in crashes, from crashes involving property damage only to those that are fatal. The problem is worst among 16-year-olds, who have the most limited driving experience and an immaturity that often results in risk-taking behind the wheel. The characteristics of 16-year-olds’ fatal crashes shed light on the problem

Reflashing (Chip Reflashing)

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

Integrated Vehicle-Based Safety Systems (IVBSS) Field Operational Test

The 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.