1. All America auto transport - Auto transport company
7514 Wisconsin Ave.
Bethesda, MD 20814
1-800-227-7447
1-800-CAR-SHIPPING
Fax: 877-859-4500 (toll free)
Website: http://www.aaat.com
Car transport quote: http://www.aaat.com/quote.cfm
2. American Interstate Crossings - Auto transport company
14661 Myford Road, Suite C
Tustin, California, 92780
Daytime phone: 949-480-3762
Fax: 714-734-0537
website: http://www.viatruck.com and Car Transport quote
3. American Transportation - Auto transport company
25055 Starr St
Loma Linda, California, 92354
Daytime phone: 909-583-4220
Secondary phone: 909-583-4993
Fax: 909-796-0594
Website: http://www.americanautotransportation.com and Car Transport quote
4. Ats Transportation Services - Auto transport company
1355 Heritage Way
Gilroy, California, 95020
Daytime phone: 408-842-5341
Secondary phone: 800-229-9781
Fax: 408-842-1692
Website: http://www.atstransport.com and Car Transport quote
5. Auto Transport 4 Less - Auto transport company
PO Box 39926
Downey, California, 90240
Daytime phone: 310-227-2861
Fax: 310-263-1208
Website: http://www.autotransport4less.com and Car Transport quote
6. Big Brothers Auto Transport - Auto transport company
3335 Placer Street #132
Redding, California, 96001
Daytime phone: 877-235-2330
Secondary phone: 530-243-2330
Fax: 530-243-2322
Website: http://www.bigbrotherstransport.com and Car Transport quote
7. Bullseye Auto Transport - Auto transport company
18900 Live Oak Rd.
Red Bluff, California, 96080
Daytime phone: 530-529-6972
Secondary phone: 530-529-6986
Fax: 530-527-8122
Website: http://www.bullseyeautotransport.com and Car Transport quote
8. D&B AUTO TRANSPORT - Auto transport company
3610 BANBURY DR #2D
RIVERSIDE, California, 92505
Daytime phone: 951-534-2002
Secondary phone: 951-500-5262
Fax: 951-479-8718
Website: http://www.dbautotransport.com and Car Transport quote
9. Nationwide Carriers - Auto transport company
6359 seastone way
sacramento, California, 95831
Daytime phone: 877-251-4394
Secondary phone: 916-613-4588
Fax: 916-422-5877
Website: http://nationwidecarriers.com and Car Transport quote
10. Reliable Carrier Group - Auto transport company
6233 Ravenna Way
Elk Grove, California, 95757
Daytime phone: 800-381-2068
Secondary phone: 916-230-3659
Fax: 916-200-0193
Website: http://www.rcgauto.com and Car Transport quote
11. Wise Auto Shipping - Auto transport company
41002 Langerfield Curt
lake Elsinore, California, 92532
Daytime phone: 866-604-6414 x704
Secondary phone: 951-240-5726
Fax: 866-401-2324
Website: http://www.wiseautoshipping.com and Car Transport quote
Inspection of Vehicles and Parts by a Qualified Car Club Representative
As a Qualified Car Club Representative you shall:
Inspections you conduct shall include:
Completion of the Qualified Car Club Representative Inspection Statement for Classic Assembled Motor Vehicles:
- Only inspect vehicles not owned by you or any immediate family member;
- Only inspect vehicles that are of the type, era, make and model that the Recognized Car Club you are a member of specializes in;
- Not charge for the inspection or for completion of the Inspection Statement;
- Immediately notify the Department of Motor Vehicles, Driver and Vehicle Records Division if you relinquish your membership in the Recognized Car Club that has designated you as a Qualified Car Club Representative.
Inspections you conduct shall include:
- Verification of the origination of each major component part on the vehicle. Major component parts include: the engine, transmission, cowl, door, frame, body, rear clip or nose;
- Verification that each non-original part is essentially the same in design and material to that originally supplied by the manufacturer for the specific year, make and model of vehicle, including the appropriate engine, body material, and body shape. A modification from the original specifications may be permitted if the modification is of historic nature and essentially the same in design and material to that originally supplied by the manufacturer for vehicles of that era or if the modification could be considered to be in the category of safety features. Safety-related modifications include hydraulic brakes, sealed-beam headlights and occupant protection systems. A modification involving accessories shall be limited to those accessories available in the era to which the vehicle belongs; and
- Completion of a Recognized Car Club Representative Inspection Statement for Classic Assembled Motor Vehicles.
Completion of the Qualified Car Club Representative Inspection Statement for Classic Assembled Motor Vehicles:
- Section 1 shall be completed by the vehicle owner;
- You will need to complete Section 2 by indicating the vehicle year, make, model and serial numbers for all major component parts. If a part does not have a serial number, be sure to indicate this on the statement;
- Indicate in the appropriate area, which of the major component parts are not original parts for the vehicle you are inspecting;
- Indicate in the appropriate area, whether or not the parts listed on the inspection statement are essentially the same in design and material to that originally supplied by the manufacturer for the year, make and model of vehicle;
NHTSA, CPSC and Evenflo to Announce Recall of Embrace Infant Car Seat/Carriers
The U.S. Consumer Product Safety Commission and the National Highway Traffic Safety Administration (NHTSA), in cooperation with Evenflo Company Inc., today announced a recall of the following consumer product. (To access color photos of the following recalled products, see CPSC’s Web site at www.cpsc.gov.)
Name of Product: Evenflo Embrace Infant Car Seat/Carriers.
Units: About 450,000
Manufacturer: Evenflo Company Inc., of Vandalia, Ohio
Hazard: When used as an infant carrier, the handle can unexpectedly release, causing the seat to rotate forward. When this happens, an infant inside the carrier can fall to the ground and suffer serious injuries.
Incidents/Injuries: Evenflo has received 679 reports of the handle on the car seat/carriers unexpectedly releasing, resulting in 160 injuries to children. These reports include a skull fracture, two concussions, cuts, scrapes and bruises.
Description: The recall involves Evenflo Embrace Infant Car Seat/Carriers made before April 8, 2006. The recalled car seat/carriers have model numbers beginning with 317, 320, 397, 398, 540, 548, 549, 550, 556, 597, 598 or 599. The model number and production date information can be found on a white label on the bottom of the carrier and on the top of the convenience base. Models beginning with “5” are units sold with the travel system (compatible stroller). “Evenflo” is on the carrying handle and car seat base. Embrace infant car seat/carriers made on or after April 8, 2006, are not included in this recall.
Sold at: Department and juvenile products stores nationwide sold the car seat/carriers from December 2004 through September 2006 for between $70 and $100 when sold alone and between $140 and $200 when sold with a compatible stroller.
Manufactured in: United States and China
Remedy: Consumers should not use the handle until the repair kit has been installed. The product can continue to be used as a car seat when secured in a vehicle. Contact Evenflo to receive a free repair kit that strengthens the handle latch. Recall notice will be sent to all registered owners of the recalled product. The recalled units should not be returned to the retailer.
Name of Product: Evenflo Embrace Infant Car Seat/Carriers.
Units: About 450,000
Manufacturer: Evenflo Company Inc., of Vandalia, Ohio
Hazard: When used as an infant carrier, the handle can unexpectedly release, causing the seat to rotate forward. When this happens, an infant inside the carrier can fall to the ground and suffer serious injuries.
Incidents/Injuries: Evenflo has received 679 reports of the handle on the car seat/carriers unexpectedly releasing, resulting in 160 injuries to children. These reports include a skull fracture, two concussions, cuts, scrapes and bruises.
Description: The recall involves Evenflo Embrace Infant Car Seat/Carriers made before April 8, 2006. The recalled car seat/carriers have model numbers beginning with 317, 320, 397, 398, 540, 548, 549, 550, 556, 597, 598 or 599. The model number and production date information can be found on a white label on the bottom of the carrier and on the top of the convenience base. Models beginning with “5” are units sold with the travel system (compatible stroller). “Evenflo” is on the carrying handle and car seat base. Embrace infant car seat/carriers made on or after April 8, 2006, are not included in this recall.
Sold at: Department and juvenile products stores nationwide sold the car seat/carriers from December 2004 through September 2006 for between $70 and $100 when sold alone and between $140 and $200 when sold with a compatible stroller.
Manufactured in: United States and China
Remedy: Consumers should not use the handle until the repair kit has been installed. The product can continue to be used as a car seat when secured in a vehicle. Contact Evenflo to receive a free repair kit that strengthens the handle latch. Recall notice will be sent to all registered owners of the recalled product. The recalled units should not be returned to the retailer.
Classes of License
The Federal standard requires States to issue a CDL to drivers according to the following license classifications:
Class A - Any combination of vehicles with a GVWR of 26,001 or more pounds provided the GVWR of the vehicle(s) being towed is in excess of 10,000 pounds.
Class B - Any single vehicle with a GVWR of 26,001 or more pounds, or any such vehicle towing a vehicle not in excess of 10,000 pounds GVWR.
Class C - Any single vehicle, or combination of vehicles, that does not meet the definition of Class A or Class B, but is either designed to transport 16 or more passengers, including the driver, or is placarded for hazardous materials.
Class A - Any combination of vehicles with a GVWR of 26,001 or more pounds provided the GVWR of the vehicle(s) being towed is in excess of 10,000 pounds.
Class B - Any single vehicle with a GVWR of 26,001 or more pounds, or any such vehicle towing a vehicle not in excess of 10,000 pounds GVWR.
Class C - Any single vehicle, or combination of vehicles, that does not meet the definition of Class A or Class B, but is either designed to transport 16 or more passengers, including the driver, or is placarded for hazardous materials.
10 Steps to Buying a New Auto Car
Step 1: Getting Ready to Buy a New Car
Step 2: New Car Incentives and Rebates
Step 3: Finding Your New Car
Step 4: Getting the Best New Car Price
Step 5: The New Car Test Drive
Step 6: Trading In Your Old Car
Step 7: Negotiating with the Car Dealer
Step 8: Finishing the New Car Deal
Step 9: Signing the Paperwork
Step 10: Driving Your New Car Home
Step 2: New Car Incentives and Rebates
Step 3: Finding Your New Car
Step 4: Getting the Best New Car Price
Step 5: The New Car Test Drive
Step 6: Trading In Your Old Car
Step 7: Negotiating with the Car Dealer
Step 8: Finishing the New Car Deal
Step 9: Signing the Paperwork
Step 10: Driving Your New Car Home
Automobile Emissions: An Overview
Cars and Pollution
Emissions from an individual car are generally low, relative to the smokestack image many people associate with air pollution. But in numerous cities across the country, the personal automobile is the single greatest polluter, as emissions from millions of vehicles on the road add up. Driving a private car is probably a typical citizen's most "polluting" daily activity.
Sources of Auto Emissions
The power to move a car comes from burning fuel in an engine. Pollution from cars comes from by-products of this combustion process (exhaust) and from evaporation of the fuel itself.
The Combustion Process
Gasoline and diesel fuels are mixtures of hydrocarbons, compounds which contain hydrogen and carbon atoms. In a "perfect" engine, oxygen in the air would convert all the hydrogen in the fuel to water and all the carbon in the fuel to carbon dioxide. Nitrogen in the air would remain unaffected. In reality, the combustion process cannot be "perfect," and automotive engines emit several types of pollutants. "Perfect" Combustion: FUEL (hydrocarbons) + AIR (oxygen and nitrogen) ==>> CARBON DIOXIDE + water + unaffected nitrogen Typical Engine Combustion: FUEL + AIR ==>> UNBURNED HYDROCARBONS + NITROGEN OXIDES + CARBON MONOXIDE + CARBON DIOXIDE + water
Exhaust Pollutants
HYDROCARBONS: Hydrocarbon emissions result when fuel molecules in the engine do not burn or burn only partially. Hydrocarbons react in the presence of nitrogen oxides and sunlight to form ground-level ozone, a major component of smog. Ozone irritates the eyes, damages the lungs, and aggravates respiratory problems. It is our most widespread and intractable urban air pollution problem. A number of exhaust hydrocarbons are also toxic, with the potential to cause cancer. NITROGEN OXIDES (NOx): Under the high pressure and temperature conditions in an engine, nitrogen and oxygen atoms in the air react to form various nitrogen oxides, collectively known as NOx. Nitrogen oxides, like hydrocarbons, are precursors to the formation of ozone. They also contribute to the formation of acid rain. CARBON MONOXIDE (C0): Carbon monoxide is a product of incomplete combustion and occurs when carbon in the fuel is partially oxidized rather than fully oxidized to carbon dioxide (CO2). Carbon monoxide reduces the flow of oxygen in the bloodstream and is particularly dangerous to persons with heart disease. CARBON DIOXIDE (CO2): In recent years, the EPA has started to view carbon dioxide, a product of "perfect" combustion, as a pollution concern. Carbon dioxide does not directly impair human health, but it is a "greenhouse gas" that traps the earth's heat and contributes to the potential for global warming.
Evaporative Emissions
Hydrocarbon pollutants also escape into the air through fuel evaporation. With today's efficient exhaust emission controls and today's gasoline formulations, evaporative losses can account for a majority of the total hydrocarbon pollution from current model cars on hot days when ozone levels are highest. Evaporative emissions occur several ways: DIURNAL: Gasoline evaporation increases as the temperature rises during the day, heating the fuel tank and venting gasoline vapors. RUNNING LOSSES: The hot engine and exhaust system can vaporize gasoline when the car is running. HOT SOAK: The engine remains hot for a period of time after the car is turned off, and gasoline evaporation continues when the car is parked. REFUELING: Gasoline vapors are always present in fuel tanks. These vapors are forced out when the tank is filled with liquid fuel.
What Has Been Done to Control Automobile Emissions?
The Clean Air Act of 1970 gave EPA broad authority to regulate motor vehicle pollution, and the Agency's emission control policies have become progressively more stringent since the early 1970's. EPA standards dictate how much pollution autos may emit but automakers decide how to achieve the pollution limits. The emission reductions of the 1970's came about because of fundamental improvements in engine design, plus the addition of charcoal canisters to collect hydrocarbon vapors and exhaust gas recirculation valves to reduce nitrogen oxides. The advent of "first generation" catalytic converters in 1975 significantly reduced hydrocarbon and carbon monoxide emissions. The use of converters provided a huge indirect benefit as well. Because lead inactivates the catalyst, 1975 saw the widespread introduction of unleaded gasoline. This resulted in dramatic reductions in ambient lead levels and alleviated many serious environmental and human health concerns associated with lead pollution. The next major milestone in vehicle emission control technology came in 1980-81.
In response to tighter standards, manufacturers equipped new cars with even more sophisticated emission control systems. These systems generally include a "three-way" catalyst (which converts carbon monoxide and hydrocarbons to carbon dioxide and water, and also helps reduce nitrogen oxides to elemental nitrogen and oxygen), plus an on-board computer and oxygen sensor. This equipment helps optimize the efficiency of the catalytic converter. Vehicle emissions are being further reduced by provisions of the 1990 Clean Air Act. Mobile source provisions include even tighter tailpipe standards, increased durability, improved control of evaporative emissions, and computerized diagnostic systems that identify malfunctioning emission controls.
What Has Emission Control Meant for Air Quality?
Emissions from an individual car are generally low, relative to the smokestack image many people associate with air pollution. But in numerous cities across the country, the personal automobile is the single greatest polluter, as emissions from millions of vehicles on the road add up. Driving a private car is probably a typical citizen's most "polluting" daily activity.
Sources of Auto Emissions
The power to move a car comes from burning fuel in an engine. Pollution from cars comes from by-products of this combustion process (exhaust) and from evaporation of the fuel itself.
The Combustion Process
Gasoline and diesel fuels are mixtures of hydrocarbons, compounds which contain hydrogen and carbon atoms. In a "perfect" engine, oxygen in the air would convert all the hydrogen in the fuel to water and all the carbon in the fuel to carbon dioxide. Nitrogen in the air would remain unaffected. In reality, the combustion process cannot be "perfect," and automotive engines emit several types of pollutants. "Perfect" Combustion: FUEL (hydrocarbons) + AIR (oxygen and nitrogen) ==>> CARBON DIOXIDE + water + unaffected nitrogen Typical Engine Combustion: FUEL + AIR ==>> UNBURNED HYDROCARBONS + NITROGEN OXIDES + CARBON MONOXIDE + CARBON DIOXIDE + water
Exhaust Pollutants
HYDROCARBONS: Hydrocarbon emissions result when fuel molecules in the engine do not burn or burn only partially. Hydrocarbons react in the presence of nitrogen oxides and sunlight to form ground-level ozone, a major component of smog. Ozone irritates the eyes, damages the lungs, and aggravates respiratory problems. It is our most widespread and intractable urban air pollution problem. A number of exhaust hydrocarbons are also toxic, with the potential to cause cancer. NITROGEN OXIDES (NOx): Under the high pressure and temperature conditions in an engine, nitrogen and oxygen atoms in the air react to form various nitrogen oxides, collectively known as NOx. Nitrogen oxides, like hydrocarbons, are precursors to the formation of ozone. They also contribute to the formation of acid rain. CARBON MONOXIDE (C0): Carbon monoxide is a product of incomplete combustion and occurs when carbon in the fuel is partially oxidized rather than fully oxidized to carbon dioxide (CO2). Carbon monoxide reduces the flow of oxygen in the bloodstream and is particularly dangerous to persons with heart disease. CARBON DIOXIDE (CO2): In recent years, the EPA has started to view carbon dioxide, a product of "perfect" combustion, as a pollution concern. Carbon dioxide does not directly impair human health, but it is a "greenhouse gas" that traps the earth's heat and contributes to the potential for global warming.
Evaporative Emissions
Hydrocarbon pollutants also escape into the air through fuel evaporation. With today's efficient exhaust emission controls and today's gasoline formulations, evaporative losses can account for a majority of the total hydrocarbon pollution from current model cars on hot days when ozone levels are highest. Evaporative emissions occur several ways: DIURNAL: Gasoline evaporation increases as the temperature rises during the day, heating the fuel tank and venting gasoline vapors. RUNNING LOSSES: The hot engine and exhaust system can vaporize gasoline when the car is running. HOT SOAK: The engine remains hot for a period of time after the car is turned off, and gasoline evaporation continues when the car is parked. REFUELING: Gasoline vapors are always present in fuel tanks. These vapors are forced out when the tank is filled with liquid fuel.
What Has Been Done to Control Automobile Emissions?
The Clean Air Act of 1970 gave EPA broad authority to regulate motor vehicle pollution, and the Agency's emission control policies have become progressively more stringent since the early 1970's. EPA standards dictate how much pollution autos may emit but automakers decide how to achieve the pollution limits. The emission reductions of the 1970's came about because of fundamental improvements in engine design, plus the addition of charcoal canisters to collect hydrocarbon vapors and exhaust gas recirculation valves to reduce nitrogen oxides. The advent of "first generation" catalytic converters in 1975 significantly reduced hydrocarbon and carbon monoxide emissions. The use of converters provided a huge indirect benefit as well. Because lead inactivates the catalyst, 1975 saw the widespread introduction of unleaded gasoline. This resulted in dramatic reductions in ambient lead levels and alleviated many serious environmental and human health concerns associated with lead pollution. The next major milestone in vehicle emission control technology came in 1980-81.
In response to tighter standards, manufacturers equipped new cars with even more sophisticated emission control systems. These systems generally include a "three-way" catalyst (which converts carbon monoxide and hydrocarbons to carbon dioxide and water, and also helps reduce nitrogen oxides to elemental nitrogen and oxygen), plus an on-board computer and oxygen sensor. This equipment helps optimize the efficiency of the catalytic converter. Vehicle emissions are being further reduced by provisions of the 1990 Clean Air Act. Mobile source provisions include even tighter tailpipe standards, increased durability, improved control of evaporative emissions, and computerized diagnostic systems that identify malfunctioning emission controls.
What Has Emission Control Meant for Air Quality?
- Efforts by government and industry since 1970 have greatly reduced typical vehicle emissions. In those same years, however, the number of miles we drive has more than doubled. The increase in travel has offset much of the emission control progress.
- The net result is a modest reduction in each automotive pollutant except lead, for which aggregate emissions have dropped by more than 95 percent.
- With ozone continuing to present a persistent urban air pollution problem, future vehicle emission control programs will emphasize hydrocarbon and nitrogen oxide reductions. Carbon monoxide control will remain critical in many cities, and limits on vehicle-generated carbon dioxide may become important in the future.
Flex-Fuel Vehicles
Flexible fuel vehicles (FFVs) are designed to run on gasoline or a blend of up to 85%ethanol (E85). Except for a few engine and fuel system modifications, they are identical to gasoline-only models.
FFVs have been produced since the 1980s, and dozens of models are currently available. Since FFVs look just like gasoline-only models, you may have an FFV and not even know it. To determine if your vehicle is an FFV, check the inside of your car's fuel filler door for an identification sticker or consult your owner’s manual.
FFVs experience no loss in performance when operating on E85. However, since a gallon of ethanol contains less energy than a gallon of gasoline, FFVs typically get about 20-30% fewer miles per gallon when fueled with E85.
Your Car’s Emergency Kits
You never know what might happen on the road, so it’s best to be prepared. Keep these items in a box in your trunk:
- battery powered radio and extra batteries
- flashlight and extra batteries
- AAA or roadside emergency card
- blanket
- booster cables (also called jumper cables)
- fire extinguisher (5 lb., A-B-C type)
- first aid kit
- bottled water
- non-perishable high energy foods, such as: granola bars, energy bars, trail mix, dried fruit, raisins, crackers
- maps
- shovel (in case you need to dig your car out of the snow)
- tire repair kit and pump
- flares
Performance of Golf Car Announcement
PRODUCT: Golf Cars - Club Car, Inc. of Augusta, Ga. is voluntarily recalling about 7300 model year 2002 Club Car gasoline-powered DS Golf Cars and Utility Vehicles for fuel tank replacement. The recalled vehicles are serial numbers 0229-169750 through 0236-197543. The serial number is located on a decal just above and to the right of the accelerator pedal. The golf cars were sold from February 2002 through April 2002 through authorized Club Car dealers nationwide for $4000 to $9000.
PROBLEM: The fuel tank may leak, posing a potential fire hazard.
INCIDENTS/INJURIES: Club Car and CPSC first announced a recall/inspection program of these cars May 7, 2002 after two reports of leaking fuel tanks. Since that announcement, Club Car has received eight additional reports of leaking fuel tanks. No injuries or property damage have been reported.
WHAT TO DO: Consumers should stop using the recalled vehicles immediately and inspect the tank and storage areas for any sign of leakage prior to use. If signs of leakage are present, consumers should discontinue use of car and contact the nearest Club Car Dealer immediately. The fuel tank replacement will be done free of charge. Club Car has notified consumers directly about this updated recall to schedule tank replacement. For more information, contact Club Car at (877) 252-7682 between 8 a.m. and 5 p.m. ET Monday through Friday.
CPSC is still interested in receiving incident or injury reports that are either directly related to this product recall or involve a different hazard with the same product. Please tell us about it by visiting https://www.cpsc.gov/cgibin/incident.aspx
PROBLEM: The fuel tank may leak, posing a potential fire hazard.
INCIDENTS/INJURIES: Club Car and CPSC first announced a recall/inspection program of these cars May 7, 2002 after two reports of leaking fuel tanks. Since that announcement, Club Car has received eight additional reports of leaking fuel tanks. No injuries or property damage have been reported.
WHAT TO DO: Consumers should stop using the recalled vehicles immediately and inspect the tank and storage areas for any sign of leakage prior to use. If signs of leakage are present, consumers should discontinue use of car and contact the nearest Club Car Dealer immediately. The fuel tank replacement will be done free of charge. Club Car has notified consumers directly about this updated recall to schedule tank replacement. For more information, contact Club Car at (877) 252-7682 between 8 a.m. and 5 p.m. ET Monday through Friday.
CPSC is still interested in receiving incident or injury reports that are either directly related to this product recall or involve a different hazard with the same product. Please tell us about it by visiting https://www.cpsc.gov/cgibin/incident.aspx
What should I do if someone is injured in car?
The law requires you to give reasonable assistance to anyone who is injured. For example, you may need to call an ambulance, take the injured person to a doctor or hospital, or give first aid—if you know how.
If you are not trained in the appropriate first aid procedures, do not move someone who is badly hurt; you might make the injury worse. However, you should move someone who is in danger of being hurt worse or killed (for example, in a car fire) even if you do make the injury worse.
To help prevent additional collisions, try to warn other motorists that an accident has occurred. Placing flares on the road (only if there are no flammable fluids or items nearby), turning on your car’s hazard lights and lifting the engine hood are usually good ways to warn others on the road. Arrange to get help for anyone who is injured, and try not to panic.
If you are not trained in the appropriate first aid procedures, do not move someone who is badly hurt; you might make the injury worse. However, you should move someone who is in danger of being hurt worse or killed (for example, in a car fire) even if you do make the injury worse.
To help prevent additional collisions, try to warn other motorists that an accident has occurred. Placing flares on the road (only if there are no flammable fluids or items nearby), turning on your car’s hazard lights and lifting the engine hood are usually good ways to warn others on the road. Arrange to get help for anyone who is injured, and try not to panic.
Tips to Improve your Car Driving More Efficiently
Drive Sensibly
Aggressive driving (speeding, rapid acceleration and braking) wastes gas. It can lower your gas mileage by 33 percent at highway speeds and by 5 percent around town. Sensible driving is also safer for you and others, so you may save more than gas money.
Observe the Speed Limit
While each vehicle reaches its optimal fuel economy at a different speed (or range of speeds), gas mileage usually decreases rapidly at speeds above 60 mph.
You can assume that each 5 mph you drive over 60 mph is like paying an additional $0.24 per gallon for gas.
Observing the speed limit is also safer.
Remove Excess Weight
Avoid keeping unnecessary items in your vehicle, especially heavy ones. An extra 100 pounds in your vehicle could reduce your MPG by up to 2 percent. The reduction is based on the percentage of extra weight relative to the vehicle's weight and affects smaller vehicles more than larger ones.
Avoid Excessive Idling
Idling gets 0 miles per gallon. Cars with larger engines typically waste more gas at idle than do cars with smaller engines.
Use Cruise Control
Using cruise control on the highway helps you maintain a constant speed and, in most cases, will save gas.
Use Overdrive Gears
When you use overdrive gearing, your car's engine speed goes down. This saves gas and reduces engine wear.
Aggressive driving (speeding, rapid acceleration and braking) wastes gas. It can lower your gas mileage by 33 percent at highway speeds and by 5 percent around town. Sensible driving is also safer for you and others, so you may save more than gas money.
Observe the Speed Limit
While each vehicle reaches its optimal fuel economy at a different speed (or range of speeds), gas mileage usually decreases rapidly at speeds above 60 mph.
You can assume that each 5 mph you drive over 60 mph is like paying an additional $0.24 per gallon for gas.
Observing the speed limit is also safer.
Remove Excess Weight
Avoid keeping unnecessary items in your vehicle, especially heavy ones. An extra 100 pounds in your vehicle could reduce your MPG by up to 2 percent. The reduction is based on the percentage of extra weight relative to the vehicle's weight and affects smaller vehicles more than larger ones.
Avoid Excessive Idling
Idling gets 0 miles per gallon. Cars with larger engines typically waste more gas at idle than do cars with smaller engines.
Use Cruise Control
Using cruise control on the highway helps you maintain a constant speed and, in most cases, will save gas.
Use Overdrive Gears
When you use overdrive gearing, your car's engine speed goes down. This saves gas and reduces engine wear.
How to Identify a Cleaner Auto car
Step 1. Print out these instructions and the "Find a Car" page of the car you are interested in and take them to the dealership.
Step 2. At the dealership, find the make and model you are looking for, with the engine size and transmission type you want. Example: Honda Insight, 3 cylinder with a manual transmission.
Step 3. Some automakers post the emissions standard (LEV, ULEV, SULEV, or ZEV) on the window sticker. If the vehicle you are looking for is a passenger car, and if you find the emissions standard on the window sticker, you have found the car you want. If you don't find it there, look under the hood for the Vehicle Emission Control Information label. This label is usually placed in front on the radiator shroud (Arrow number 1 on the picture below) but may also be found on the wheel well cover (Arrow 2), the underside of the hood (Arrow 3) or some other visible location in the engine compartment. For a passenger car, once you find the emissions standard of the version you're looking for, you're done.
Step 4. For light trucks, SUV's and vans, to be sure you're getting the vehicle you want you may also have to match the underhood label ID printed on our spec sheet. Light truck standards are more complicated, and often vary with a vehicle's weight class.
Step 2. At the dealership, find the make and model you are looking for, with the engine size and transmission type you want. Example: Honda Insight, 3 cylinder with a manual transmission.
Step 3. Some automakers post the emissions standard (LEV, ULEV, SULEV, or ZEV) on the window sticker. If the vehicle you are looking for is a passenger car, and if you find the emissions standard on the window sticker, you have found the car you want. If you don't find it there, look under the hood for the Vehicle Emission Control Information label. This label is usually placed in front on the radiator shroud (Arrow number 1 on the picture below) but may also be found on the wheel well cover (Arrow 2), the underside of the hood (Arrow 3) or some other visible location in the engine compartment. For a passenger car, once you find the emissions standard of the version you're looking for, you're done.
Step 4. For light trucks, SUV's and vans, to be sure you're getting the vehicle you want you may also have to match the underhood label ID printed on our spec sheet. Light truck standards are more complicated, and often vary with a vehicle's weight class.
US Airways Flight crashed into the Hudson River
A passenger plane, US Airways flight, has crashed into the Hudson River in New York City. Passengers, some wearing life jackets, are being rescued from the chilly waters. According to the TV reports, Flight 1549 was en route from La Guardia to Charlotte, North Carolina, carrying 148 passengers and 5 crew members. Prior to going down in the water the pilot reported a bird strike after hitting a flock of geese. According to Flighaware.com, the plane was in the air for just six minutes after take-off. Temperatures in New York are in the low 20s. Within minutes of hitting the water, the jet was nearly completely submerged. Still, there have been no reports of fatalities as a flotilla of boats — many of them water taxis — converged on the plane to rescue the passengers and crew.
Brad Keselowski vehicle crashes victory lane
The car of driver Carl Edwards clips the safety fence while airborne near the finish line on the final lap Sunday during the Aarons 499 at Talladega Superspeedway.
Part-time Sprint Cup series driver Brad Keselowski wrecks Carl Edwards out of his way to win the Aaron's 499. Seven fans are injured by debris from the wreck.
Safety Driving Tips for Winter Session
The following tips to keep you and your family safe while driving in winter weather:
No matter the season, drinking and driving is dangerous and illegal.
Make sure your vehicle is in good working order.
Have working wiper blades
Fill up on antifreeze and window-washer fluid
Check for proper tire inflation
Ensure your battery has sufficient charge
Keep an emergency kit ready in your vehicle. It should include:
A blanket or warm clothes (boots, coat, gloves)
A flashlight
Jumper cables
Tow rope
Shovel
Bag of sand or cat litter for traction
Battery-operated radio
State map to use in case of a detour
Snacks such as raisins, candy bars or other items that store well
To avoid slipping off the roadway, drive more slowly and give yourself more room to stop.
Brake gently to prevent skidding
If your vehicle does get stuck:
Never spin your wheels. That only digs the tires in more deeply
Use a shovel to dig around the wheels and undercarriage
Turn the steering wheel from side to side to clear snow away from the front tires
Gently ease the vehicle out
If that doesn't work, try rocking the vehicle by shifting into forward and giving it some gas and then shifting it into reverse and accelerating until the vehicle is free
Let other people know your travel plans so if you don't arrive they'll know where to start looking.
Tell people the route you plan to take
Make sure your vehicle has fresh air if you become stuck by checking the exhaust system to see if it's plugged by snow.
Open a window or turn off your car if necessary
Carbon monoxide produced by your vehicle is a colorless, odorless gas that can kill
Acura Advanced Sports Cars
Acura Advanced Sports Car Concept side
Acura Advanced Sports Car
Acura Advanced Sports Car Concept rear
Acura Advanced Sports Car Concept front
Gray Acura Advanced Sports Car
Acura Advanced Sports Car at Geneva Autoshow
Acura Advanced Sports Car
Acura Advanced Sports Car Concept rear
Acura Advanced Sports Car Concept front
Gray Acura Advanced Sports Car
Acura Advanced Sports Car at Geneva Autoshow
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.
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.
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:
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.
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.
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.
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.
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.
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.
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.
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%).
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).
- 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.
Specific objectives were to explore a number of scenarios, such as:
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:
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
Women
- 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.
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.
Examination of the wreckage did not indicate any mechanical defects that would have affected the safe operation of the helicopter.
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