Vehicletransport

Obama gives $50 billion to improve infrastructure

2010-11-15T04:52:00.000-08:00

The President outlined America's two great challenges--upgrading our infrastructure and putting Americans back to work--and reminded the nation that his proposed investment in roadways, railways, and runways responds to both of those challenges.

"What we need," he said, "is a smart system of infrastructure equal to the needs of the 21st century."

U.S. Transportation Secretary Ray LaHood - On distracted driving

2010-10-17T04:57:00.000-07:00

Our latest research finds that nearly 6,000 people died last year in crashes involving a distracted or inattentive driver, and more than half a million were injured. On any given day last year, more than 800,000 vehicles were driven by someone using a handheld cell phone during the day. The worst offenders are the youngest, least experienced drivers – men and women under 20. Teenage drivers, in particular, are already at greater risk for getting into an accident than other drivers.

On top of that, the research shows that teen drivers are likelier to sustain severe injuries in a crash if they’re distracted by a cell phone. Across the board, federal researchers who have directly observed drivers of all ages found that more and more people are using a variety of hand-held devices while driving – not just cell phones, but also iPods, video games, Blackberrys, and so forth. They’re doing it every day of the week, in the rain, and with kids in the car.

And we know this problem isn’t limited to private citizens. Incredibly, bus drivers, train operators, truck drivers, and even school bus drivers have allowed distractions to interfere with their work. A year ago, a commuter train engineer in Chatsworth, California was so busy texting a friend that he failed to stop at a red signal. He caused one of the worst passenger rail accidents in years, killing 25 people and injuring 135 more. In July, a 25 year-old tow truck driver in upstate New York was texting and talking. He crashed through a fence, side-swiped a house, landed in a swimming pool, and injured his passenger.

Source: Ray Layhood

What is a Process Agent

2010-10-15T04:40:00.000-07:00

FMCSA strongly encourages users to
submit the Process Agent or Insurance Filing online.

A process agent is a representative upon whom court papers may be served in any proceeding brought against a motor carrier, broker, or freight forwarder. Every motor carrier (of property or passengers) shall make a designation for each State in which it is authorized to operate and for each State traversed during such operations. Brokers are required to list process agents in each state in which they have an office and in which they write contracts. FMCSA Regulation 49 CFR Part 366 details more about The Designation of Process Agents by Motor Carriers and Brokers.

Auto Transport Shipping preparation and Inspection

2009-11-02T23:20:00.000-08:00

Before going for car shipping, you would first need to set the car fully for the process of transport. Shipping preparation first include washing of car so that any scratches, damage, and dents would be easily noticed upon its arrival. Clean out the car internally and take away all personal belongings and other things from the front and back seats. In addition, if your car has any alarm system, then it must be disabled before it is transported. Do not forget to have your car serviced before shipping, and also make sure that it is free of fluid leaks too. In case, your car leaks fluids and further loaded on a huge carrier, the fluids might also drip down onto other cars and may cause serious damage.

Next you need to consider company’s requirements, which totally depend on moving service you choose. For instance, some businesses may ask that not more than a quarter boiler of gas be in the car’s gas boiler. Having less gas in the car is of course advantageous to you as the customer, as the shipping charges would be computed by weight by most of the companies, so the less gas your car carry, the lighter your car would be. Fold back the car’s side mirrors and take back or take away its antenna, in case if it is possible. Have your car methodically continuance before shipping, and make sure to exchanging a few words if you have any problems with the transport company. If you have a top rack on the car, you would have to take apart it prior to car shipping. As well, eliminate your toll pass and also any other electronics.

Inspection is something really important; it actually depends on the type of auto shipping company you have chosen. Certainly some kind of inspection would be performed by the company before taking over the vehicle for shipping. This procedure would further make a written testimony, which would be kept by the company and as well offered to you for your records, ask for it in case company do not offer. This inspection study would offer data about the vehicle’s in general state, mileage, and other survival of any aesthetic damage, and would be a significant document to retain.

Lumlaseo is a Copywriter of auto transport. She has written various articles like car transport, vehicle transport, auto shipping and more. For more information visit: vehicle shipping .

Article source: http://www.articlecat.com/Article/Car-Transport-Shipping-preparation-and-Inspection/151336

Home Videos Channels Change Player Size Watch this video in a new window TVA Coal Ash Disaster Truck Tracking with Bob Alexander of TDEC

2009-09-21T03:15:00.000-07:00

Varities of Transport Icons

2009-09-02T06:00:00.001-07:00

Transport: Vehicle Highway Traffic

2009-08-21T23:53:00.000-07:00

Transport: Reduce Noise Effects

2009-08-17T04:23:00.000-07:00

N C P Mitigation Strategies

* Commercial, Retail, Office Uses
* Open Space
* Thoughtful Orientation of Residential Uses and Materials

Residential - Commercial

Implementing Noise Compatible Land Use

* Overview Noise Compatible Land Use Planning
* What Constitutes NCP?
* Benefits of NCP
* Potential Hindrances to Implementing NCP

What Constitutes NCP?

NCP addresses potential highway noise before problems occur

Appropriate development that can accommodate roadway noise is encouraged next to highways

Why Talk About Noise Compatible Land Use Planning?

* Opportunity Costs (more roadway and construction $)
* May Block Light and "Close-in" Neighborhoods

PURPOSE

* Less Noise Sensitive Land Uses
(Commercial, Office, Retail, Industrial)
* Promote Use of Open Space
(Walking & Bike Paths, Recreational Uses)
* Reorient Residential w/ Less Sensitive Uses Away from the Roadway

Commercial, Retail, Office

Key Terms for Noise Measurements

* Source - Noise Emitter
* Propagation Medium - Path to the Receiver
* Receiver - Location Where Noise Is Assessed

Elevated or Depressed Roadways Affect Sound Patterns

California: Bill Bans Large Vehicles on Section of Angeles Crest Highway

2009-08-11T00:17:00.000-07:00

Sacramento - Governor Arnold Schwarzenegger today signed AB 1361 by Assembly Member Anthony Portantino, banning vehicles with three or more axles or a gross weight of 9,000 pounds or more on a segment of the Angeles Crest Highway between the city of La Canada Flintridge and County Route N4 in Los Angeles County. This bill was introduced after an incident in April 2009 between a commercial vehicle truck and passenger vehicle that resulted in two fatalities.

“It is essential that we do everything we can to ensure the safety of both motorists and others on California’s roadways,” said California Department of Transportation (Caltrans) Director Randy Iwasaki. “I commend Assembly member Portantino and Governor Schwarzenegger for taking action to help prevent further accidents involving large vehicles on this route.”

Governor Schwarzenegger, in response to the April incident, immediately authorized a 90-day prohibition of commercial truck traffic in order for Caltrans and the California Highway Patrol (CHP) to investigate this accident and evaluate any potential safety issues. In addition, the Governor directed Caltrans and the CHP to provided technical and professional advice in legislative efforts to find a permanent solution to the serious concerns on this route.

Each year, Californians travel more than 300 billion miles on our state's roadways. Although most of these trips end safely, many result in serious accidents. Each year, traffic collisions on California's streets and highways account for more than 4,000 fatalities and 300,000 injuries. Those numbers are staggering, as each represents a tragedy that could possibly have been prevented.

What the future of the auto car industry will look like

2009-08-08T02:09:00.000-07:00

John Waters is leaning against a vehicle that looks like a delivery van as imagined by Pixar Animation. The IDEA – that’s its name – is blocky, yet curved, with wheel skirts and a little upswoop at the back that adds attitude. You can almost hear it speaking in a chirpy cartoon voice.

Inside IDEA’s silver sheet metal is plug-in hybrid technology that will power it an estimated 100 miles on a gallon of gas. If Mr. Waters has his way, thousands of these cuddly vans will soon be double-parked all across America, blocking travel lanes while their drivers wait for someone – anyone! – to sign for these darn packages, please.

Years ago Waters worked on General Motors’ legendary EV1 electric car program. Now he’s president and CEO of Bright Automotive, an Anderson, Ind., start-up that’s recruited many EV1 veterans to help develop a new generation of hybrid trucks and cars.

“It’s the wealth of experience of our people that will make this work,” he says.

One hundred and one years after the debut of the Model T, the automobile – and the iconic industry that produces it – may be on the cusp of changes as profound as any ever wrought by Henry Ford.

Detroit is in crisis. The Big Three is no more. In the wake of recession, GM’s and Chrysler’s bankruptcies, and Chrysler’s merger with Fiat, the traditional Michigan-based automakers now might better be called the Medium Two and One-Half.

Meanwhile, a new generation of auto entrepreneurs is rising, committed to building greener modes of transportation in new ways. They’re scrambling for billions in government aid intended to jump-start production of vehicles that burn little gasoline – or no gasoline at all.

Plus – and this sounds odd, given the current emptiness of US showrooms – the auto industry may be about to see its biggest growth spurt ever. Developed nations choke on traffic, but in the rest of the world hundreds of millions of consumers yearn for their first set of wheels.

Brazil, Russia, China, India, and Indonesia are among the rapidly emerging countries where per capita incomes are at or near the level at which auto ownership typically takes off. Consulting firm Booz & Company predicts the world will have 1.5 billion cars in use in 2018, up from 672 million today.

Who will produce those vehicles? What will they look like? These questions will help shape some of the industries of tomorrow, and, along with them, the economies of nations. For now, new firms such as China’s Geely and India’s Tata are now rising to challenge the founding titans of the horseless carriage.

“The global auto industry is still developing,” says Bruce Belzowski, an associate director at the University of Michigan’s Transportation Research Institute. “In five to 10 years, there could be strong competition on a global scale.”

Space-age Vehicles and Racing Cars

2009-08-07T06:35:00.000-07:00

A car show that included everything from space-age vehicles and racing cars to truly historic models.

Climate Change: Clean Car standards for Greenhouse Gases

2009-07-11T00:09:00.000-07:00

“Today’s action by the Obama Administration is a huge win for Washington state in the fight against climate change. Vehicles are a major source of our state’s greenhouse gas emissions. By having these ‘clean car’ standards for greenhouse gases, we will make significant steps toward meeting our state’s reduction targets. And by 2020 we’ll eliminate pollution in an amount equivalent to removing 1 million cars from our roads and highways.

“I applaud President Obama and EPA Administrator Lisa Jackson for taking this much-needed action. We’ve known for years that new standards were needed – that’s why I championed adoption of ‘clean car’ standards for our state’s residents in 2005. Now, thanks to new leadership in Washington, D.C., we finally have it. EPA’s decision allows our state to implement our standards for new vehicles.

“Washingtonians will enjoy cleaner air, and we have a new tool as we work to control the causes of climate change.”

latest truck stopping technology has applications in site protection

2009-06-16T05:50:00.001-07:00

Government buildings, power plants and other sensitive facilities that could be attacked by a hijacked tanker or truck may soon see an added layer of protection, thanks to a new variation of Lawrence Livermore National Laboratory’s Truck Stopping Technology.

The Laboratory, part of the Department of Energy’s National Nuclear Security Administration, today unveiled its latest version of the technology, a remote-controlled device that brings trucks to a screeching halt. The device was commissioned by and created for the California Highway Patrol to prevent tankers and other hijacked vehicles from becoming “bombs on wheels.”

By enabling remote control technology, the device can be used to protect buildings such as government facilities, power plants and stations, and other areas where sensitive materials or critical infrastructures are housed.

“This technology is another great example of how the Laboratory is working to ensure homeland security,” said Director Michael Anastasio.

The remote-controlled device marks the fourth generation of the Truck Stopping Technology. When it debuted in 2001, it was a simple impact mechanism, in which a CHP cruiser would tap the back of a trailer or tanker to trigger a guillotine-like device to shear the air brakes and stop the truck.

Since that time the device has gone through rigorous testing to develop tamper-resistant and fail-safe systems.

The remote controlled variation works much like a child’s radio-controlled toy. In a roadside emergency, patrolmen would use a hand-held controller to activate the device, which now sits behind the cab of a tractor trailer, to deploy the air brakes and bring the car to a screeching halt.

Laboratory researchers have taken the remote technology one step further by using a system of antennas that could be placed around various buildings. If a runaway truck tried to crash through the gates, the antennas, operating on a continuous signal, would activate the technology once the truck passed by, preventing any attack.

“This is a great way for facilities that have trucks routinely coming on site to add a layer of protection,” said Dave McCallen of the Lab’s Engineering Directorate. McCallen is the principal investigator on the project. McCallen envisions placing the technology on a vehicle at a facility’s inspection point. The device would be in a locked and tamper-proof box that could be removed once the truck left the facility.

McCallen and his team have taken into consideration interference from other radio frequencies, such as a cell phone or other wireless technology, to prevent hackers from interrupting signals or setting the technology off.

The Truck Stopping Technology was commissioned by then Gov. Gray Davis and the California Highway Patrol following the attacks of September 11, as well as a January 2001 attack on the state Capitol by a disturbed driver of a milk tanker. The tanker burst into flames upon impact with the building; the driver was killed.

The CHP turned to the Laboratory and consultant Bill Wattenburg. It was Wattenburg who came up with the idea for the technology; McCallen, along with Chad Noble and Pat Lewis, helped develop it.

The devices cost approximately $800 apiece. The Laboratory, CHP and a commercial truck company already are testing an earlier impact version of the device on California highways. To have the devices automatically equipped on all commercial transportation vehicles will require legislation.

Founded in 1952, Lawrence Livermore National Laboratory has a mission to ensure national security and to apply science and technology to the important issues of our time. Lawrence Livermore National Laboratory is managed by the University of California for the U.S. Department of Energy's National Nuclear Security Administration.

Car-Surfing: What You Need to Know

2009-06-15T03:23:00.001-07:00

In the world of marketing, people often get compensated — with cash or free products and services— for doing fairly easy things, like sampling new ice-cream flavors, filling out surveys, or allowing a firm to monitor the television shows you watch or the websites you visit. While some “money for nothing” opportunities may be perfectly legitimate, others can turn out to be frauds.

“Auto-surfing” is a form of online advertising that purportedly generates advertising revenue for companies that want to increase traffic to their websites. The premise behind auto-surfing is that companies that advertise on the Internet are willing to pay to increase traffic to their web sites. These companies hire an auto-surf firm or “host,” which in turn pays individual web surfers to view certain websites on an automatically rotating basis. The more sites the individual visits, the more money he or she stands to earn.

While auto-surfing may sound easy and appealing — and risk-free — there can be a hitch. Some auto-surf programs require their surfers to pay to participate, although perhaps not initially. When you first sign up to auto-surf, the firm might assign a limited number of sites for you to visit and pay you accordingly. Once you’ve made a modest amount of money, the firm might encourage — or even require — you to purchase a “membership” so that you can maximize your earnings. The program will promise high — often double or triple digit — returns on your investment in the program, often within days or weeks of joining.

The line you’ll hear is that the more you click, the more you collect. But the reality is that any scheme that requires you to pay to participate — and promises handsome rewards in no time at all for little to no effort on your part — bears many of the hallmarks of a “Ponzi” or pyramid scheme. These schemes look deceptively legitimate because the fraudsters behind them typically use money coming in from new recruits to pay off early stage investors. But eventually the pyramid will collapse when it gets too big. It’s simply not possible to “rob-Peter-to-pay-Paul" forever.

The SEC warns investors to be wary of any sort of “get rich scheme quick” scheme — and to be especially leery of opportunities that require you to pay to play. Before you pay a dime to make extra cash in your spare time, be sure to do a little due diligence:

* If it sounds too good to be true, it probably is. Compare promised yields with current returns on well-known stock indexes. Any investment opportunity that claims you’ll get substantially more could be highly risky — and that means you might lose money.

* Check out the company before you invest. Contact the secretary of state where the company is incorporated to find out whether the company is a corporation in good standing. Also call your state securities regulator to see whether the company, its officers, or the promoters of the opportunity have a history of complaints or fraud. If a supposedly upright business lists only a P.O. box, you'll want to do a lot of work before sending your money!

Aerodynamics In Car Racing

2009-05-28T23:02:00.000-07:00

Aerodynamic efficiency is the goal of all race car designers. It is the most important element in developing a competitive race car.

1. Car Development

2. Racing Physics

3. Front Wing Assembly

4. The Chassis

5. The Rear Wing Assembly

6. Design and Test

7. Future Designs

8. Glossary

9. References

How to Reduce Oil Dependence Costs

2009-05-26T22:58:00.000-07:00

Today, over half of the oil we use is imported (58%), and our dependence will increase as we use up domestic resources.

Most of the world's oil reserves are concentrated in the Middle East, and about two-thirds are controlled by OPEC members.

Oil price shocks and price manipulation by OPEC have cost our economy dearly—about $1.9 trillion from 2004 to 2008—and each major shock was followed by a recession.

Solutions

We may never eliminate our need to import oil, but we can reduce cartel market control and the economic impact of price shocks by reducing our demand.

Congress recently passed legislation to decrease our dependence on oil by increasing corporate average fuel economy (CAFE) standards on new cars and trucks to 35 mpg by model year 2020. This could reduce our petroleum use by 25 billion gallons by 2030.

Ultimately, the solution to this problem lies in technological progress:

* Developing advanced vehicle technologies that use energy more efficiently
* Creating new energy sources that can replace petroleum cleanly and cost-effectively

Automotive Manufacturing Industry in Mexico

2009-05-22T01:58:00.000-07:00

State of Jalisco Auto-parts Distributors Association

The National Association of the Manufacturers of Buses, Trucks and Tractor Trailers

National Auto-parts Industry Association

Mexican Association of Automobile Distributors

Mexican Association of Automotive Industries

National Association of Bus and Cargo Trucks Producers

National Chamber of Cargo Transports

Best Car Dealers in Bethesda in Maryland State

2009-05-20T03:00:00.000-07:00

Chevy Chase Acura
7701 Wisconsin Ave
Bethesda, MD 20814
(877) 206-5689

Chevy Chase Nissan

7701 Wisconsin Ave
Bethesda, MD 20814
(301) 656-9200

Chevy Chase Chevrolet

7725 Wisconsin Ave
Bethesda, MD 20814
(240) 395-4009

EuroMotorcars Rolls-Royce

4919 Bethesda Ave
Bethesda, MD 20814
(888) 712-8822

Bentley Bethesda

4937 Bethesda Ave
Bethesda, MD 20814
(888) 707-4422

Ourisman Honda

4800 Bethesda Ave
Bethesda, MD 20814
(301) 656-1000

How Hybrid Electric Cars Work

2009-05-19T02:16:00.000-07:00

Hybrid-electric vehicles (HEVs) combine the benefits of gasoline engines and electric motors and can be configured to obtain different objectives, such as improved fuel economy, increased power, or additional auxiliary power for electronic devices and power tools.

Regenerative Braking. The electric motor applies resistance to the drivetrain causing the wheels to slow down. In return, the energy from the wheels turns the motor, which functions as a generator, converting energy normally wasted during coasting and braking into electricity, which is stored in a battery until needed by the electric motor.

Electric Motor Drive/Assist. The electric motor provides additional power to assist the engine in accelerating, passing, or hill climbing. This allows a smaller, more efficient engine to be used. In some vehicles, the motor alone provides power for low-speed driving conditions where internal combustion engines are least efficient.

Automatic Start/Shutoff. Automatically shuts off the engine when the vehicle comes to a stop and restarts it when the accelerator is pressed. This prevents wasted energy from idling.

American Automobile Labeling Act (AALA) Reports

2009-05-17T23:37:00.000-07:00

The National Highway Traffic Safety Administration (NHTSA) has provided these reports as an aid to consumers considering the purchase of a new vehicle. The charts list information that NHTSA received from vehicle manufacturers about the U.S./Canadian content (by value) of the equipment (parts) used to assemble passenger motor vehicles. The American Automobile Labeling Act (AALA) defines a passenger motor vehicle as a motor vehicle designed to carry not more than 12 persons with a gross vehicle weight rating not greater than 8,500 pounds and includes multipurpose passenger vehicles and light duty trucks. It does not include a motorcycle or a truck not designed primarily to carry its operator or passengers, i.e., a delivery truck. A label with the U.S./Canada content percentage and related additional information must be displayed on these vehicles up to the time of first retail sale.

Each new passenger motor vehicle must be labeled with the following six items of information:

1. The percentage U.S./Canadian equipment (parts) content;

2. The names of any countries other than the U.S. and Canada which individually contribute 15 percent or more of the equipment content, and the percentage content for each such country (a maximum of two countries);

3. The final assembly point by city and state (where appropriate), and country;

4. The country of origin of the engine;

5. The country of origin of the transmission; and

6. A statement which explains that parts content does not include final assembly (except the engine and transmission), distribution, or other non-parts costs.

The percentage U.S./Canada equipment content, as well as content percentages for other countries are calculated on a "carline" basis rather than for each individual vehicle and may be rounded to the nearest 5 percent. The term "carline" refers to a name of a group of vehicles which has a degree of commonality in construction, e.g., body and chassis. Light duty trucks are considered to be different carlines than passenger cars. A carline includes all motor vehicles of a given nameplate.

Vehicle manufacturers must calculate the equipment content percentages for their carlines prior to the beginning of the model year. They estimate the number of vehicles and subgroups of vehicles that will be built within each carline, e.g., the number of base level and high-line models. For each carline, the calculation of U.S./Canadian content percentage also includes:

1. The U.S./Canadian content (by value) of each item of motor vehicle equipment that will be used to assemble the vehicles within the carline;

2. The total value of each equipment item, i.e., the price the manufacturer will pay for it (this information is typically provided by the manufacturer's suppliers); and

3. The total number of each of the equipment items that will be used to assemble the vehicles within the carline during the model year.

When optional equipment is offered for vehicles within the carline, the vehicle manufacturer estimates the installation rates for that equipment. For example, if vehicles are offered with a manual and automatic transmission, the manufacturer will estimate how many vehicles will be built with each transmission.

The label must be placed in a prominent location on each vehicle where it can be read from the exterior of the vehicle with the doors closed. It may be part of the Monroney price information label, part of the fuel economy label, or a separate label.

The tables that follow list information that was submitted to NHTSA by vehicle manufacturers. The tables include what we believe is the most important information that is displayed on the labels, i.e., the percentage of U.S./Canadian content; whether the vehicles within the carline are passenger cars or other vehicle types, e.g., multipurpose passenger vehicles or MPVs; and where they are manufactured, in the U.S./Canada, elsewhere, or in some cases both. A vehicle's type can be found on its certification label located on the driver's door or door jam.

In addition, NHTSA has other information about safety equipment and systems that are standard or optional equipment on new vehicles on the web site www.safercar.gov. Also included on the web site are data from the agency's New Car Assessment Program (NCAP) including the relative frontal and side crash protection in new vehicles as well as a vehicle's likelihood to roll over from a single vehicle crash. Information on vehicles that NHTSA has tested in the NCAP program can be obtained by calling the agency's toll-free Auto Safety Hotline at 888-327-4236.

If you want to review the original submission from the manufacturers or request research done on the Part 583 submissions, please contact the NHTSA Technical Information Services (TIS). The TIS Reading Room (E12-100) is open to the public during the hours of 9:30 A.M. to 4:00 P.M. (Eastern time). Users may visit the Reading Room to perform their own research. TIS staff members are on duty to assist users. Due to security, have the guard call our Reference Desk, (202) 366-2588 for an escort.

Customers unable to visit TIS in person but requiring extensive searches of the collections are requested to put the details of their requirements in writing, authorizing a fee search for which they agree to make payment.

Search Upload * Upload Video File * Record from Webcam I-75 Tanker Crash Fire Ellenton Florida Interstate 75 I75

2009-05-15T05:24:00.000-07:00

Important Buying Vehicle Tips

2009-05-14T06:26:00.000-07:00

Buying a Vehicle

Purchasing a vehicle can be an overwhelming task. There are some things you should do before you arrive at a dealership. Do some research:

Determine how much you can afford to finance and spend on a monthly payment.
Get a copy of your credit report so you are aware of what creditors will see. A free copy of your credit report is available at www.annualcreditreport.com or you can call toll free: 1-877-322-8228 or for hearing impaired consumers, TDD service at 1-877-730-4104]. Errors or accurate negative information can impact your ability to get credit and/or your finance rate.
Don' t spend more than you can afford. It is easy to get carried away.
Know how much your trade is worth (if you have one) and know the value of the vehicle you are purchasing. Information can be found in auto buying guides, the Internet, your bank, and other sources.
Compare current finance rates being offered by contacting various banks, credit unions or other lenders. Compare bank quotes and dealer quotes and know any limitations on the rate (e.g., only available on late model cars)

Important Buying Tips

Check to see if the car comes with a warranty and, if so, what the specific protections are that the dealer or seller will provide. Remember, if you buy a car " as is" and have problems with it, you must pay for any repairs yourself.
Ask to have the car inspected by an independent mechanic, or arrange an inspection yourself before you agree to a purchase.
Contrary to popular myth, neither state nor federal law gives consumers a right to cancel a car purchase.
Make sure you get any promises made by the dealer or seller in writing (for example, to replace a broken tail light). Verbal promises are difficult to enforce.
Ask whether or not the dealer or seller offers an extended warranty or service contract. If you decide to purchase a service contract, make sure you understand what it covers and how long it will last.
Inquire about any prior damage to the car and its repair history. Don' t automatically accept the seller' s response as accurate.
Always test drive the vehicle.

Fuel economy and the Greenhouse Gas Scores

2009-05-13T00:34:00.000-07:00

How do I find the greenest vehicle possible?

We have identified the lowest emitting and most fuel efficient vehicles with a "SmartWay" designation. In addition, the best of those are identified as "SmartWay Elite." Look up all SmartWay and SmartWay Elite vehicles from the Home:Basic Search Look up the Greenest Vehicles page. Click on the logos to see more about the SmartWay rating system.

How can I look up a used car?

You can use this Guide to determine the Air Pollution and Greenhouse Gas Scores of any model year 2000 and later car or truck. There are no Air Pollution or Greenhouse Gas Scores for earlier models. However, there are other ways to look at the air pollution (emissions) and greenhouse gas (related to fuel economy) data for older models:

* Emissions: EPA annually posts detailed emission certification test information (actual vehicle test data) in a spreadsheet format at www.epa.gov/otaq/crttst.htm. This data is more technical in nature and may not be useful to the average consumer. Beginning in model year 2004, light-duty vehicles and trucks were required to meet “Tier 2” emission standards. Most vehicles built before 2000 were subject to the less stringent National Low Emission Vehicle (NLEV) or Tier 1 emission standards, and would score between 1 and 3 today. (See the detailed table of emission standards (6 pp, 54k, About PDF) for more information. )

* Fuel Economy: For fuel economy information on cars older than model year 2000, go to the EPA/DOE fuel economy web site at http://www.fueleconomy.gov. This site has fuel economy information for all vehicles going back to 1985.

Why are some vehicles sold only in some parts of the country?

California has emission standards that are similar to but not exactly the same as federal standards. In addition, other states are permitted to adopt the California standards. For the 2008 model year, the following states have adopted the California LEV 2 emission standards: NY, ME, MA, PA, RI, CT, VT. Also, states which border those states may also sell California-certified vehicles. Most manufacturers choose to design a single vehicle type that complies with both California and federal emission standards, thus the vehicles will be available nationwide. However, in some cases, manufacturers will design and certify a vehicle type for sale in California only or the "California states." Information about California's emission standards program can be found at www.arb.ca.gov/msprog/msprog.htm. Exit EPA Disclaimer

Why must I select a state before looking up a vehicle?

Emission requirements for vehicles sold in California and certain states that have adopted California's vehicle emission standards are different from those sold in the rest of the U.S. The law also allows states that border the so-called "California states” to sell California-certified vehicles. As a car shopper, all this makes it very complex to determine where you can purchase the cleanest vehicle that meets your needs. On the previous version of the Guide, after you selected a vehicle, we showed you maps where the vehicle could legally be sold, leaving it up to you to determine if the vehicle was available. In our redesign of the Guide, we now ask that you simply select the state or states where you may be purchasing your vehicle, and the program determines which vehicles you may be able to find in those states, taking some of the guesswork out of your decision. However, please be aware that just because a manufacturer is allowed to offer a vehicle for sale in a certain state does not mean that it must or will offer it for sale there. Sometimes, a manufacturer will certify a vehicle for sale in the entire 50-state region, but only plans to offer it in a limited area. We have no way of knowing these plans, so it's always best to check with your dealer about availability. Information about California's emission standards program can be found at www.arb.ca.gov/msprog/msprog.htm.

Why can't I find some of the biggest trucks, SUVs and vans in this Guide?

Some of the largest vans, pickup trucks, and sport utility vehicles are officially classified as "heavy-duty trucks." Heavy-duty trucks have different emission standards which cannot be easily compared to the standards of the light-duty trucks, and are thus not included in this Guide. They are also exempted from any federal fuel economy requirements. More information about the emission requirements for these and other heavy-duty vehicles can be found at www.epa.gov/otaq/hd-hwy.htm

Stunt Car Crash Accidentally in Newyork City

2009-05-12T05:44:00.000-07:00

Alternative Fuels

2009-05-11T02:26:00.000-07:00

Alternative fuels are derrived from resources other than petroleum. Some are produced domestically, reducing our dependence on imported oil, and some are derived from renewable sources. Often, they produce less pollution than gasoline or diesel.

To promote alternative fuels, the Federal government offers tax incentives to consumers purchasing qualifying alternative fuel vehicles.

Ethanol is produced domestically from corn and other crops and produces less greenhouse gas emissions than conventional fuels.

Biodiesel is derived from vegetable oils and animal fats. It usually produces less air pollutants than petroleum-based diesel.

Natural gas is a fossil fuel that generates less air pollutants and greenhouse gases.

CNG Logo Propane, also called liquefied petroleum gas (LPG), is a domestically abundant fossil fuel that generates less harmful air pollutants and greenhouse gases.

Hydrogen can be produced domestically from fossil fuels (such as coal), nuclear power, or renewable resources, such as hydropower. Fuel cell vehicles powered by pure hydrogen emit no harmful air pollutants.

How to deal with a Car Accident

2009-05-07T02:09:00.000-07:00

Right after the accident, you should:

Stop. If you can, move your car to the side of the road or out of the way of oncoming traffic. If you can’t move your car, stay in your car with your seatbelt fastened and wait for help. Warn other drivers with flares and hazard lights.

Help or get help for injured people.

Call 911 or the local police department to report the accident.

Do not say that you caused the accident.

Exchange the following information with the other
driver(s):
- name
- address
- phone number
- insurance company
- insurance policy number
- driver license number
- license plate number

Write down:
- description of the other car(s) – year, make, model, and color
- exact location of accident
- how the accident happened
- phone numbers and addresses of witnesses

Work with the police, but do not admit or accept blame for the accident.

After an accident, you and your parents or guardian should:

Call or see your doctor if you have any injuries.

Report the accident to your insurance company.

Check with your local Department of Motor Vehicles (DMV) to see if you need to report the accident.

Contact your insurance company and/or a lawyer if you are sued.

Contact a lawyer if you need legal advice or help making a claim or dealing with your insurance company.

Buying a Vehicle on the Internet online

2009-05-05T23:35:00.000-07:00

One out of every four cars bought today is found on the Internet. Unfortunately vehicles listed online could have hidden problems such as odometer rollbacks, flood damage or non-working air bags and are sold to unaware consumers. If you are buying a vehicle online take advantage of the following tips.

Do Your Homework

If the vehicle is titled in Florida, you can access “Motor Vehicle Check” on the Department of Highway Safety and Motor Vehicles’ website to see if there are any outstanding liens or the vehicle has been branded as salvage or a flood vehicle. Best of all this service is free.

There are several commercial motor vehicle history reports that can provide useful information about whether the car has been in a crash and was reported to authorities. You can also find out whether the vehicle was ever reported as stolen, salvaged, damaged, or flooded. Records can include mundane activities like title transfers, as well as more significant activities like crashes. When you purchase a report, you’ll be able to see the detail of each record so you can make an informed assessment of the vehicle’s history. Some sites even offer warranty and service information. Be sure to ask the Seller a question if you have any concerns regarding the vehicle history.

Use your discretion. If the price of a vehicle sounds too good too be true, it probably is. Use extra caution or contact the seller to find out what may be contributing to such a low price (like damage or title issues).

If the seller isn't local, determine if you will pick up the vehicle or have it shipped (typically, sellers can help arrange shipping, but buyers usually pay for this service).

Narrow your choices

Several commercial web sites include car reviews, pricing reports and various amounts of information on a variety of vehicles. After setting a price range, you can compare dozens of vehicles online to help narrow your choices.

Get an Inspection

If you are buying from a seller in your area, ask to take the vehicle to a mechanic who you know and trust. If they are not in your area you can schedule a mobile vehicle inspection with a professional mechanic or an auto inspection service that will go to the vehicle. Getting an inspection may be more expensive than a history report, but it could alert you to any possible mechanical or other problems that are not visible online.

Set up a paper trail

Do not wire money to the seller; never use instant money transfer services. If you wire money or use instant money transfer services there is no paper trail indicating that you purchased a vehicle from a particular dealer and all you will have is a transfer number. Using safe payment methods for vehicles protect both the buyer and the seller. If you decide to pay in cash, do so in person. If you decide to pay in person you can either send a check or arrange a bank transfer. If the car does not show up when it is supposed to, you will need to have proof that you paid for the vehicle. Always contact the seller if you have questions about payment.

Learn about the Seller

Learning about the seller is just as important as learning about the vehicle. A Seller should offer a detailed description of the vehicle and respond promptly to any questions you ask. Do not buy the vehicle until you have made successful contact with the seller and all of your questions have been answered to your satisfaction.

If the seller is a motor vehicle dealer in the State of Florida, you can contact the Division of Motor Vehicles at (850) 617-3171 to determine if the dealer is licensed and in good standing.

Get the Deal in writing

Ask the seller to send you a work sheet that indicates whether the vehicle is being sold with a limited warranty or “as is.” Ask that the dealer sign the work sheet so that there will not be any surprise fees when you are ready to sign the paperwork and pay for the vehicle. Please be aware that if the vehicle is being sold “as is” it is being sold in its current condition. In these cases you may want to consider purchasing a limited warranty to protect yourself against any unforeseen problems. The work sheet should include but not be limited to:

* Make of vehicle
* Model of vehicle
* Year of vehicle
* Vehicle identification number (VIN)
* Mileage
* Purchaser
* Seller
* Date of purchase
* Price (including any sales tax, title fees, extra warranties, shipping costs, etc.)

Ensure that you receive the title

Florida law requires that Florida dealers apply for title and registration on behalf of the buyer within 30 days of delivery of the vehicle. The Division of Motor Vehicles licenses and regulates Florida dealers and helps to resolve any disputes concerning motor vehicle sales and warranty work. For assistance and local office addresses and phone numbers or to file a complaint click here or call (850) 617-3171.

If you feel like you have been a victim of fraud…

If, in the process of purchasing a vehicle online, you feel you have been a victim of an Internet fraud, you should contact the Internet Crime Complaint Center (IC3), formerly Internet Fraud Complaint Center. You may file a complaint with the IC3 online. If you have questions about internet fraud or what steps to take to file a complaint.

Finally…

If you purchase an automobile online from an out-of-state vendor, do not forget to pay the sales tax. The law is different in each state but Florida has very specific rules regarding internet purchases. The “use tax” applies to “items purchased outside Florida, including another country, which are brought or delivered into this state and would have been taxed if purchased in Florida.” If you have questions about the “use tax”.

Car Accident Knowledge

2009-05-05T04:43:00.000-07:00

At some point in your life, you will probably be involved in a car accident. It may simply be a bump in the parking lot, or you could end up in a more serious accident where people are injured. In any case, knowing how to react to a car accident will improve the outcome for everyone involved.

You may be wondering, "Why do I need to know what to do if I'm in a car accident?" If you do not follow the proper procedure, your insurance company could refuse to pay your claim. In addition, you could face fines if you do not follow legal procedures. Being aware of the steps to follow will help you when you file police reports and when you file for insurance compensation.

As a precautionary measure, keep first aid supplies and an emergency kit in your car. Flares, a bright orange vest, a cell phone, and a disposable camera are all helpful objects to have in case of an accident.

If you are in a moving vehicle when an accident occurs, immediately and safely pull over to the side of the road, turn off your car, and turn on your hazard lights. Check to see if anyone is hurt. If there is an injured person, do not move them until you take standard first aid measures. Place flares, cones, or triangles alongside the road a few hundred feet before the accident so traffic is aware that there is an accident ahead.

Call 911 and inform them of any injuries. If you are on a freeway and do not have access to a cell phone or telephone, check for a roadside phone that you can use.

Trade information with everyone involved in the accident. Be sure to exchange the following:

• Name, address, phone numbers of all drivers
• Name, address, phone number of all passengers or witnesses
• Driver's license numbers and license plate numbers
•Insurance companies of all drivers involved
• Registered owners of all cars
•Year, model, make, etc. of all cars involved

Do not discuss what happened with anyone else but the police. Do not say that it was your fault, and do not make accusations. These comments may be used against you later. If time and accident conditions allow, take notes about your perception of what happened.

Immediately report the accident to your insurance company, and to the police if there is over $500 in damages (in Washington state-check with your state laws for the dollar amount in your state). You may find that the other driver has filed a report stating that the accident was your fault. If you have or suspect an injury, visit a doctor right away.

Following these simple steps will keep the accident scene as safe as possible, and will help to ensure that no one has to bear unnecessary blame. The next time you are involved in an accident, whether it be a fender-bender or a rollover, don't panic. Now you know the proper procedure for dealing with this type of situation.

Car Diesel Selective Catalytic Reduction

2009-04-30T03:48:00.000-07:00

Selective catalytic reduction (SCR) is an advanced emission-control technology that can help light-, medium-, and heavy-duty diesel vehicles meet stringent regulations on nitrogen oxides (NOx) emissions. In an SCR system, a liquid reducing agent composed of urea and water—known as Diesel Exhaust Fluid (DEF)—is combined with engine exhaust in the presence of a catalyst to convert smog-forming NOx into harmless nitrogen and water vapor. See the diagram below.

The process starts with ultra-low sulfur diesel fuel combusted in an optimized diesel engine. Hot exhaust from the engine flows through a diesel particulate filter (which removes particulate matter) toward the SCR catalyst. DEF from a storage tank is injected into the exhaust stream, and the exhaust and finely atomized DEF enter the SCR catalyst chamber together. In the presence of the SCR catalyst, the exhaust and DEF react to convert NOx into nitrogen (N2) and water vapor.

One important requirement of an SCR system is consistently refilling the DEF storage tank. This occurs at approximately the interval of recommended oil changes for light-duty vehicles. The interval varies based on application for medium- and heavy-duty vehicles. A DEF distribution system is being established to meet refilling needs.

Selective catalytic reduction has been used for decades in marine and large stationary diesel engines. The technology is used extensively with heavy-duty highway vehicles in Europe, where the DEF is marketed as AdBlue. The use of SCR in highway and non-road engines has been demonstrated in the United States, and several auto manufacturers are incorporating SCR into their U.S. diesel products. Tests have shown that SCR can reduce NOx emissions by 75% to 90%.

How Cars are Tested

2009-04-29T02:43:00.000-07:00

Step1:

In the laboratory, the vehicle's drive wheels are placed on a machine called a dynamometer that simulates the driving environment—much like an exercise bike simulates cycling.

The energy required to move the rollers can be adjusted to account for wind resistance and the vehicle's weight.

Step2:

On the dynamometer, a professional driver runs the vehicle through a standardized driving routine, or schedule, which simulates “typical” trips in the city or on the highway.

Step3:

Each schedule specifies the speed the vehicle must travel during each second in the test.

Right: The driver watches a computerized display that shows his driving statistics compared to the specified schedule.

Step4:

A hose is connected to the tailpipe to collect the engine exhaust.

The carbon in the exhaust is measured to calculate the amount of fuel burned during the test.

This is more accurate than using a fuel gauge.

Workers Risking Their Vehicle

2009-04-28T01:51:00.000-07:00

There are many professions that need you to drive and be mobile as a part Florida auto insurance of your job. These professions could include something from traveling to another office in the company to being a traveling spokesperson for a company. Many companies distinguish this element of employees work and provide company cars or recompense their workers for the extra money Florida car insurance spent in petrol.

The problem is that if your employer does not tender Florida auto insurance a company vehicle suitably insured and you have to use your own car as an alternative then you are putting your car insurance at serious risk. Under normal car insurance cover you are allowable to drive to your Florida auto insurance place of work or to the train station car park, if you use your car for anything more than that with regards to your profession then you need to apply for comprehensive cover in the form of declaring the car will be used for Florida auto insurance business Florida auto insurance too.

If your Florida auto insurance car is not enclosed for Business Mileage Florida auto insurance then the insurance industry may not cough up when you make a assert whilst using your car for work. This means that if you go on a guidance course or transport the day’s Florida auto insurance takings to the bank then you could be putting physically at extra risk.

Ten Favorite Fuel Efficient Cars

2009-04-26T23:58:00.001-07:00

1. Ford Focus

EPA city/highway mileage: 24/35 (manual), 24/33 (automatic)

2. Honda Fit

EPA city/highway mileage: 28/34 (manual), 27/34 (automatic Base), 27/33 (automatic Sport)

3. Honda Civic

EPA city/highway mileage: 26/34 (manual), 25/36 (automatic), 40/45 (hybrid)

4. Mercedes-Benz E320 BLUETEC

EPA city/highway mileage: 23/32

5.MINI Cooper

EPA city/highway mileage: 28/37 (manual), 26/34 (automatic)

6. Nissan Altima

EPA city/highway mileage: 23/32 (manual), 23/31 (CVT automatic)

7. Nissan Sentra

EPA city/highway mileage: 24/31 (manual), 25/33 (CVT automatic)

8. Toyota Camry Hybrid

EPA city/highway mileage: 33/34

9. Toyota Corolla

EPA city/highway mileage: 26/35 (manual), 27/35 (automatic)

10. Toyota Prius

PA mileage: 48/45

Titling and Registering a Car

2009-04-24T00:09:00.000-07:00

To find out how to title and register your vehicle, select whether you are buying a vehicle from an individual, a dealership or a family member.

To drive a vehicle on Michigan roads, it must be properly titled and registered. A title is a legal document recording who owns certain property. Information about the vehicle's model, make, year and license plate is shown on the registration. New Michigan residents must title and register their vehicles without delay.

Registration Requirements

New Michigan residents must immediately title and register their vehicles at a Secretary of State office and turn in the title from their previous home state. Titles are required for all motor vehicles and for all trailers 2,500 pounds and over. "Resident" means every person who resides in this state and establishes that he or she is legally present in the United States.

If your out-of-state title is being held by a lien holder or leasing company, you may take your previous state registration (it can be recently expired) or proof of your out-of-state title to any Secretary of State office. Proof of Michigan no-fault insurance is required to register a vehicle. The Department of State will issue a Michigan registration and plate to a vehicle with an out-of-state title.

If there is more than one owner showing on your out-of-state title, all owners must be present. If an owner cannot appear, he or she may complete and sign an Appointment of Agent form designating another individual to sign on his or her behalf.

Michigan passenger plate fees are based on the vehicle's manufacturers suggested retail price. All Secretary of State offices accept cash, checks or money orders. PLUS offices and SUPER!Centers also accept Discover and MasterCard at the counter.

When the time comes to renew your license plates, there are several convenient methods: online, telephone, mail, Self-Service Stations and at Secretary of State offices.

To avoid late fees, verify your expiration date by checking your vehicle registration. Most license plates expire on the owner's birthday and not at the end of the month.

Top luxury sports cars in 2009

2009-04-22T00:19:00.000-07:00

Wheelsandmore Ford GT Front Angle Open Doors

Wheelsandmore Audi R8 Front Angle Section

Vorsteiner BMW E90 M3 Sedan Rear Angle

USD Mallett Corvette Z03 White Front Angle

Scion iQ Concept by Five Axis Front Angle Speed

RDSport BMW RS35 Biturbo Front Angle

Novitec TuLesto Front And Side

Novitec Ferrari 16M Front Angle

Nissan NISMO 370Z Front Angle Speed Tilt

MTM KTM X Bow 318HP Front Angle

MTM AudiR8 in Porsche Green Front Angle

Mercedes Benz F CELL Roadster Top Front And Side

Hyundai Nuvis Concept Studio Front And Side Open Doors

Hurst Hemi Dodge Challenger Front Angle

Hamann Imperator based on Bentley Continental GT Speed Front Angle

FAB Design Mercedes Benz SLR Desire Side

FAB Design Mercedes Benz CL Widebody Studio Front And Side Open Door

Dodge Challenger SE Rallye Front And Side

Chevrolet Corvette Z06 Side Angle Speed

BMW X6 M Front And Side

2009 Acura ZDX Prototype

Three Wheel Electric Car

2009-04-20T01:52:00.001-07:00

A three wheeled car, also known as a tricar or tri-car, is an automobile having either one wheel in the front for steering and two at the rear for power, two in the front for steering and one in the rear for power, or any other combination of layouts. Due to its handling superiority, an increasingly popular form is the front-steering "tadpole" or "reverse trike" sometimes with front drive but usually with rear drive.

Early car pioneer Karl Benz developed a number of three-wheeled models. One of these, the Benz Patent Motorwagen, is widely regarded as the first purpose-built automobile, and may be the first petrol car driven on British soil, in 1894. In 1896, John Henry Knight showed a tri-car, recognized as the first British-made motorcar, at The Great Exhibition.

Having one wheel in front and two in the rear for power reduces the cost of the steering mechanism, but greatly decreases stability. However, a configuration of two wheels in the front and one wheel at the back has many strong proponents among automotive designers and enthusiasts. Two advantages are its improved aerodynamics, and that it readily enables small lightweight motorcycle powerplants and rear wheels to be used. This approach was used by the BMW Isetta. Alternatively, a more conventional front-engine, front wheel drive layout as is common in four-wheeled cars can be used, with subsequent advantages for stability and traction.

Electronic Ten-Print Submission

2009-04-15T00:41:00.000-07:00

Electronic Ten-Print Submission will originate from live-scan booking terminals or card scanners at either the federal, state or local level. Local submissions may be processed by a local AFIS and electronically transmitted to a state identification bureau for processing. If an identification is made at the state level, an Ident response will be transmitted back to the local agency, and if it is a criterion offense, it is to be forwarded to the FBI. The processing flow for a civil ten-print electronic submission is similar to the criminal ten-print flow, except that in the event of state level Ident response, the submission may still be forwarded to the FBI for processing under Federal and/or state statutory authority.

Light station in the U.S

2009-04-06T01:52:00.000-07:00

Over Columbus Day weekend, I had the chance to travel up to Maine for a friend’s wedding. Lucky for me, the festivities concluded with a fabulous lobstah boil at Fort Williams Park, home of the Portland Head Light. As I walked around this breathtaking lighthouse, I could see why it was one of the most photographed spots in Maine.

Ever since I saw Pete’s Dragon as I kid, I have always found lighthouses intriguing, particularly the idea of living in one. And seeing one up close and personal only renewed this curiosity. So when I returned to D.C., I decided to find out more about U.S. lighthouses.

A quick search on USA.gov led me to find all kinds of interesting facts. Here’s just a few of them:

* The first lighthouse to use electricity was the Statue of Liberty;
* Boston Harbor Light Station is the only remaining light station in the U.S. to have an official keeper;
* Although rare, one lighthouse did make it the public auction phase of GSA’s property disposal program; and
* Some lighthouses have overnight accommodations. (I think I know where my next vacation will be.)

Have fun checking out all the lighthouse images on USA.gov, and please share your favorite lighthouse facts or memories.

Traveling With Disabilities

2009-03-20T02:05:00.000-07:00

Research in advance:
Learn about planned stops and ask questions about services available. Consider the level of health care available, as well as local transportation needs to and from the airport, luggage assistance, and whether other help will be needed to leave the airport terminal. When making reservations, inform the travel agent or carrier of your disability and the equipment you use, and, if necessary, request a wheelchair be brought to the gate upon arrival and any other assistance needed while flying and at the airport. In all cases, ask that your needs and requests be documented as part of the reservation, and take down the name of the agent. That way, if there is a problem, you may be able to quickly show that you are entitled to the service you requested.

Seek medical advice:
Talk to your physician about the activities you have planned and your general physical condition, any immunizations that might be needed, and medications, whether prescription or over the counter, that you might need for your trip. Carry a letter from your attending physician, describing your medical condition and any prescription medications, including the generic names of prescribed drugs.

Your medications:
If you take prescription medication, make sure you have enough to last the duration of the trip, including extra medicine in case you are delayed. Pack your medication in your carry-on bag, since checked baggage is occasionally lost. Always carry your prescriptions in their labeled containers, not in a pill pack.

Documentation of immunizations:
Take with you proper documentation of immunizations.

Health and Evacuation Insurance:
Make sure you have adequate health insurance coverage while abroad, including coverage of medical evacuation (not covered by most domestic policies). Note that U.S. Medicare and Medicaid programs do not provide payment for medical services outside the United States.

Service dogs:
Some countries have restrictions on service dogs. If you intend to travel with a service dog, be sure to check on possible restrictions with the embassy or consulate of each country you will visit. (This and other country information may be found on each country’s Country Specific Information). If service dogs are permitted, learn about quarantine or vaccination requirements. Find out what documents are needed, including international health certificates and rabies inoculation certificates, and if the documents need to be translated. Talk with your vet about tips for traveling with a dog, and how travel will affect the animal. You may also want to ensure that hotels will accommodate your service dog, and that there will be an adequate area for the dog to relieve itself.

Maintenance on equipment:
Have a maintenance check done on any equipment you will take with you, to ensure that everything is in working order before you leave. You may want to research the availability of wheelchair and medical equipment providers in the areas you plan to visit.

Carry written plans:
Carry with you your written itinerary and directions of where you wish to go. These can be shown to people who might be able to help you if you are lost. Another useful tool is a point-and-conversation guide.

Vehicle Transport Services

2009-03-06T01:47:00.000-08:00

Transport is the movement of people and goods from one location to another and Vehicle Transport means transportation of vehicles from one place to another. Vehicle transport companies transport all kinds of vehicles such as motorcycles, cars, trucks, trailers, buses, etc.The role of vehicle transport companies is unique. The companies understand the value of the vehicle in your life and handle it with utmost care while transporting it to its new destination. They offer several kinds of services to the people. The process of transportation is being done with advanced methodologies to present superlative quality services to the customer at an affordable cost.

Vehicle transport companies have an adequate knowledge regarding what is good and bad for the vehicle. Auto transport companies always knob trained professionals. They use specialized equipment to ensure safe and on time delivery. By knowing that we handle expert professionals your mind will enjoy peace of mind while transporting your car. It is imperative that the customer should go through all the details and sign it or else they have to face problems while dispatching the vehicle. Vehicle transport companies motto reliability, obligation and eminence is what we do”.

Truck Driver Electrocuted When Raised Long-Bed Dump Trailer Reached 4,800-Volt Overhead Power Line

2009-02-19T22:36:00.000-08:00

On October 27, 2006, a 53-year-old male truck driver was electrocuted when the raised long-bed dump trailer of the truck he was driving contacted an energized 4,800-volt overhead line. The decedent had delivered several loads of sugar beets to a local processing facility. Prior to re-entering the wet beet field for another load, he wanted to dump the tare weight (dirt, sugar beet parts) from the dump trailer bed. According to known past work practices on the farm, while inside the tractor cab, he activated the dump trailer to rise. The event was unwitnessed. A probable incident scenario was developed during the interview of the decedent's employer, who was the farm owner. The farm owner suggested that the decedent would have wanted to ensure that the tare weight was leaving the dump trailer. While the trailer was rising, he exited the truck cab and walked along the side the truck trailer body to take a look at the exiting tare. Sometime during this activity, the top of the trailer bed contacted the overhead line. It is unknown if the decedent was aware of the contact. A second truck driver whose truck was being loaded with sugar beets nearby in the same field noticed a flash of light and saw the truck on fire. The farm owner, who was also the employer of the decedent, was operating the beet harvester and loading this truck. The truck driver and his passenger, a paramedic, immediately ran to the decedent and began CPR. Emergency response arrived and transported the decedent to a local hospital where he was declared dead.

Recommendations:

* Farm employers should conduct a field survey prior to fieldwork to determine any hazards at work locations, (such as overhead power lines), determine the work tasks to be performed, and identify safe areas to perform the work away from the hazard.

* Employers should talk with the electrical power company to gather safety information to develop and implement safe work procedures if the lines cannot be de-energized and thus necessary to perform fieldwork near the energized overhead electrical lines.

* Farm owners and truck owner/operators should consider installing high voltage proximity alarms on truck trailer dump beds in case of inadvertent operation of machinery near overhead power lines and train employees in electrical principles and proximity alarm use and limitations.

* Employers, truck owner/operators, and truck leasing companies should measure the raised dump trailer height of each of their trucks and post this height prominently in the cab compartment.

* Employers should establish emergency procedures for fellow workers to follow in case of an electrocution and train the workers in these procedures.

Transport your vehicle safely overseas United States of America

2009-02-13T00:43:00.000-08:00

It is very common that if your really want to transport your vehicle safely and securely around the world, you’ll choose the best auto transport company in order to maintain the safety of your vehicle. A vehicle is a very expensive asset and you want to make certain you can get from point A to point B in a very safe way.

All America Auto transport company offers various services to its clients like door to door, terminal to terminal, open auto transport and enclosed car shipping. It also transports vehicle to states like Maryland, New Mexico, Oregon, South Carolina etc. Before you choose a vehicle mover, check facts like does he provide low rates, short delivery times, his cancellation fees, provides insurance etc.

Development of a protective headband for car occupants

2009-01-27T21:40:00.000-08:00

In 1997 McLean et al. (1997) demonstrated that energy absorbing headwear for car occupants might be effective in reducing the numbers of head injuries sustained by car occupants. The estimated benefits were greater than the estimated benefits of padding of the upper interior of vehicles to the requirements of the US Federal Motor Vehicle Safety Standard 201. This report investigates the suitability of selected materials for head protection, in the form of a headband that could be worn by car occupants.

The study is divided into three phases. Phase 1 surveys materials with a range of properties and impact behaviours. Impact tests provided the data by which assessments were made of the materials' effectiveness. The tests in this phase showed that a range of materials were able to attenuate the severity of the impact to a reasonable degree.

The materials identified in Phase 1 were tested further in Phase 2. Prototype headbands were constructed and attached to instrumented headforms which were dropped onto standard helmet testing anvils. The purpose of these tests was to examine the prototypes' response to concentrated loading. Several prototypes showed themselves to be unable to perform adequately in these tests; the anvils split or shattered the headband. Several prototype designs did perform well in Phase 2. These designs were tested in simulated head strikes with vehicle structures in Phase 3.

Phase 3 consisted of a series of preliminary tests in which a headform, protected by the prototype headband, was fired toward an interior structure that commonly causes head injury to car occupants in crashes.

Two prototype concepts appear worthy of further investigation. A headband constructed of polyurethane foam and a headband consisting of a cardboard honeycomb liner encased in a hard shell both significantly reduced the severity of impacts with the car structures. However, further investigation into optimising the selection of materials for their impact absorbing qualities and their comfort and durability in normal use is warranted.

These tests demonstrate that a headband for car occupants could significantly reduce the severity of certain head impacts in a crash. The best prototype headband reduced the HIC and peak acceleration values by over 60 percent in a standard test with the interior of the car. The reduced impact was approximately equivalent in severity to an unprotected impact with the structure at half the speed.
Conclusions and recommendations

The results from Phase 3 indicate that a headband can greatly reduce the severity of an impact to the head. HIC was reduced by 25 percent with the use of 25 mm of BB-38 polyurethane, and 67 percent with the honeycomb cardboard prototype, when compared with an impact with no headband. It is also noteworthy that the peak force produced in the test using the honeycomb headband was less than half the force produced by the headform alone. The honeycomb cardboard absorbed around three quarters of the impact energy before it began to bottom out.

The tests indicate that a crushable material, such as honeycomb, has the most effective characteristics for a headband. The ideal material would be one which

* Limits the peak force applied to the head
* Does so at a constant level from the initiation of the deformation
* Returns little energy to the head
* Does not bottom out

Practical considerations limit the thickness of the headband, so the challenge is to absorb the maximum amount of energy while limiting the peak loads transferred to the head of the wearer. In this way, the maximum amount of energy can be absorbed before the material bottoms out. Honeycomb is stiff initially when loaded, compared to polymer foams, but the peak load is limited by its inherent properties. The material stores little elastic energy, so the head of the wearer would be unlikely to rebound as severely as with some other materials.

One concern we had with the honeycomb cardboard is its durability. The material may deteriorate dut to environmental factors. There are several alternatives to paper, however, for the construction of a honeycomb structure. These include aluminium, polymers, and coated paper. These materials would give the same benefits as the honeycomb cardboard: energy absorption, force limiting characteristics, lightweight structure, but with the benefits of water resistance, and durability, in storage and handling.

The polyurethane headband also performed reasonably well in all phases of the tests. The BB-38 grade was the best performer of the polyurethanes. It may be possible to formulate a polyurethane with improved properties. However, at this time we have not seen a polyurethane which can match the honeycomb material in its behaviour.

We recommend that further investigation is made into materials of a honeycomb structure to find a material of the correct crushing strength and durability. We also recommend that prototypes be developed further to be included in a testing program that would include other vehicle structures tested over a range of velocities.

Community Attitudes to Road Safety State and Territory comparisons

2009-01-20T20:29:00.000-08:00

The research shows significant differences in opinion between some States and Territories on major road safety issues such as speed, drink driving and fatigue.

People from the Northern Territory, for example, nominate speed less often than people from all the other States as the main factor in road crashes. They also mention drink driving more often than other States and Territories as the single most likely cause of road crashes.

On average, 10% of Australians report that they mostly drive 10 km/h or more above the speed limit. This number rises to 15% in the ACT. The research shows that breaking the speed limit is reported least often in Tasmania (3%).

The ACT also provides one of the highest perceptions that speed cameras and radar spots are easy to pick, along with Western Australia. CAS 13 shows 42% of the people surveyed in Western Australia and 33% in Victoria stating that they often receive advance warning about the location of speed cameras and radar spots, against a national average of 24%. Queensland (15%) and NSW (20%) are well below the national average on this measure.

While approval of a 50 km/h limit in residential areas is again expressed by a majority of people in all States and Territories, it remains highest in Queensland (73%), followed by NSW (70%) and Victoria (70%).

NSW and ACT residents report the lowest incidence of being breath tested in the last six months (one in five), compared with one third in each of the remaining locations.

After speed and drink driving, fatigue is consistently mentioned as the third most common cause of crashes. Fatigue is mentioned as a crash cause at higher levels than the national average in the ACT, Queensland and NSW. Significant falls in overall mention of fatigue have occurred, however, in the Northern Territory, South Australia and Tasmania.

Spontaneous reference to lack of concentration (the fourth most often nominated crash cause) tends to be most pronounced in South Australia, where 24% say it is the one main factor.

While there has been a national increase in the stated likelihood of wearing a rear seat belt, up from 85% last year to 89% in CAS 13, the Northern Territory (77%) is still below the national average (note that the reported rate has increased from 65% (CAS 12)).

On-road evaluations of a regulated hours transport service

2009-01-11T23:24:00.000-08:00

The ultimate purpose of these studies is to support the development of alternative compliance approaches to the regulation of working hours. Rather than attempting to estimate the effectiveness of alternative work-rest schedules by applying theoretical knowledge of the area of fatigue, these studies have actually measured fatigue on-road under a range of different work-rest schedules.

This report describes an evaluation of the first pilot Fatigue Management Programme allowed under the Queensland Department of Transport alternative compliance programme. This alternative work-rest schedule differed from the regulated regime in that it allowed longer periods of active work without rest (6 hours instead of 5 hours) and allowed the mandatory six hours of continuous rest to be taken in two parts instead of one.

The results of the evaluation cast some doubts on the effectiveness of the alternative work-rest schedule and suggest that the balance between work and rest in the schedule needs to be re-examined. Although reported fatigue levels were not particularly high at any time in the study period, reaction speed became significantly slower on both laptop and palmtop versions of the Simple Reaction Time test across the study period. Furthermore, the results showed that reaction speed at the end of the study period had slowed to be poorer than the performance level found in drivers at 0.05% BAC. For the Mackworth Clock Vigilance test, performance also showed deterioration over the study period and showed some evidence of being poorer than the alcohol standardised performance at 0.05%BAC on occasions across the study period. For both tests, performance had deteriorated sufficiently to constitute a safety risk based on the community-accepted standard for on-road performance.

The results of the evaluation provide some hints about what aspects of the work-rest schedule needs to be changed. Drivers who did most work in this schedule rated themselves the most tired. This was also found in the first regulated regime evaluation (Williamson, Feyer, Finlay-Brown, & Friswell, in press, CR190) and consequently provides further evidence that long working hours are a serious risk factor for the experience of fatigue in driving

Most significantly, the length and quality of sleep and the number of breaks seem to be the major problems in this roster. The results show that the drivers who derived least benefit from their last rest were most likely to suffer effects on their capacity to perform. Many of the measures showed little or no improvement even after a sleep break, especially towards the end of the study period, suggesting a problem with either the positioning and/or the length of the breaks. This pattern was also seen in the simulated FMP evaluation described in the second report of the series (Williamson et al., in press, CR190) where by the second day of an extended work period (16 hours) breaks became increasingly useless in producing recovery of performance. Clearly, there needs to be a balance between the amount of work and the amount of rest needed to allow for proper recovery.

Not only is the length of break important, but the results also suggest that the quality of sleep obtained in the break is important. Drivers in this study were on-road for around twice as long as in the previous evaluations. It is likely that on-road rest is of inferior quality to rest obtained at home. This may be one of the reasons for the performance effects seen in this study. If this is the case, one of the suggested targets for improving this FMP schedule would be to reduce the amount of time away from home.

This report also describes a second evaluation of the current working hours regulations for managing fatigue. A similar evaluation was described in the second report (Williamson et al., in press, CR190) in which drivers were studied from the beginning of a period of days of work after at least a 24 hour break, for the period until their next 24 hour break. The current study was a replication of the first in a different company in which the working hours regulations are implemented slightly differently. Unlike the first evaluation, where drivers tended to work from a main company depot so that trips started and ended in the same place, in this second company, drivers were based considerable distances away from the company depot. This meant that the study was more difficult to organise and that many drivers in the study had been driving for a substantial period when they began the study so making it difficult to estimate fatigue and performance levels from maximally rested drivers.

Nevertheless, the results of the second working hours evaluation showed the same as the first one. The results showed no evidence of significant increases in fatigue or deterioration in performance capacity over a selected period of work. Fatigue ratings showed only minor, non-significant changes from the beginning of the study period across the first work period for the remainder of the study period. Similarly, Simple Reaction Time and Mackworth Clock Vigilance test measures also showed only slight changes across the study milestones. These results need to be interpreted with some caution, however. For many drivers in the study, it was not possible to measure their performance when they were maximally rested. This means that the lack of change over the study period may have been because drivers were tired on both occasions. Using the alcohol performance standards, however, it was possible to conclude that performance was within the estimated performance standard for most drivers so suggesting that the roster is allowing adequate rest to balance work.

Like the previous evaluation, however, this study showed that long periods of work, inadequate breaks and poor quality sleep will produce adverse effects on performance. Drivers who did the longest working hours and especially night work showed the slowed reaction time in the Simple Reaction Time test. Similarly, where drivers had fewer breaks or poorer quality sleep in their breaks, their ability to maintain consistent and accurate performance on the Mackworth Clock Vigilance test was adversely affected.

These studies have reinforced again the usefulness of taking this evaluation and model-building approach to the problem of fatigue management in the long distance road transport industry. The techniques developed for the approach have demonstrated their usefulness for detecting fatigue effects in this study as well as the previous ones. The results have reinforced the conclusions of the earlier evaluation of the current working hours regime by showing that there appear to be no major effects of fatigue. They show, however, that where drivers work to the upper limits of the current regime, the risk of fatigue effects are significantly increased. The results also demonstrate the problems of an alternative compliance approach to fatigue management and point out the general areas for improvement in the work-rest schedule.

Road Car Transport Trauma and Overseas Born Road Users

2009-01-04T22:54:00.000-08:00

The purpose of this study was to examine whether residents born overseas had higher rates of death and hospital separation due to road crashes than those born in Australia. This study followed earlier research into the driving behaviour among women in Australia, where the self reported rate of motor vehicle accidents was significantly higher among those born in a non-English speaking country (BNESC), (Dobson, Brown, Ball, Powers & McFadden, 1999).

The study categorised those born overseas according to language of country of birth (English speaking, non-English speaking) and road convention in country of birth (left hand side, right hand side). Classification by language replicated the categorisation in the earlier study noted above. The cultural differences between Australia and non-English speaking countries are likely to be greater than those between Australia and other English speaking countries and these may contribute to differences in involvement in road crashes. A more obvious contributor to road safety outcomes concerns the road convention in the country of origin. Obviously, those familiar with traffic travelling on the left hand side of the road will have less difficulty in adapting to Australian conditions than those familiar with travel on the right hand side.

Data on deaths that occurred in Australia between 1994 and 1997 and hospital separations that occurred in New South Wales between 1 July 1995 and 30 June 1997 due to road crashes were analysed. The rates of death and hospital separation for various migrant groups adjusted for age and area of residence (country versus city) were calculated, using population data from the 1996 census.

There is no evidence to suggest that overseas born drivers are more likely than Australian born drivers to be involved in crashes resulting in death or serious injury. Overall, the mortality and hospital separation rates for those born overseas tended to be equal to or better than those for Australian drivers. In particular, female drivers born overseas tend to have lower rates of hospitalisation regardless of language or road convention. Male drivers from English speaking countries or those that drive on the left hand side of the road also have lower rates.

The most concerning results of the study were with respect to pedestrians. Pedestrians born in other English speaking and non-English speaking countries where the convention is to drive on the left hand side of the road were equally safe or safer than Australian born pedestrians. On the other hand, pedestrians born in countries with a right side driving convention were at significantly greater risk of being hospitalised or dying on the road relative to Australian born pedestrians. Road convention appears to have a greater influence on pedestrian safety than language in country of origin.

The difference in risk for the overseas born and locally born population is greatest for the 60 years and over age groups. Those in this age group who were born in countries that drive on the right hand side have at least 10 times the risk of being killed or injured as pedestrians when compared to the Australian born. The actual impact of this increased risk is exacerbated by demographic patterns. Pedestrian casualties for the overseas born comprised more older people than for the Australian born. Of the pedestrian deaths involving those from countries driving on the right hand side of the road 70% were 60 years of age or older compared to 32% for Australian born. The difference for hospital separations is less marked but in the same direction.

Results for passengers are of less interest as passengers rarely influence crash outcomes. The results suggest that males born overseas are under represented as passengers in terms of hospital admissions. In contrast female passengers are over represented in both deaths and hospital admissions when these women are from non-English speaking countries or from those that drive on the right hand side. This finding probably reflects differences in travel patterns for these groups.

These results rely on the assumption that driver licence rates, passenger behaviour and pedestrian activity are the same for both overseas and locally born residents. For example, if people born overseas are less likely to hold a licence the number of road crashes per 100,000 population could appear low while the number per licensed driver is actually as high or higher than that for Australian born drivers. Similarly if one group of pedestrians travels further, then their greater exposure to injury is not reflected in the rate of death or injury per capita.

It is of concern that while overseas born drivers are not over represented in trauma statistics, overseas born pedestrians clearly are. The reason for this may in part lie with the influence of spatial indicators on road related behaviour. Regardless of the side of the road on which traffic travels, there are various spatial cues which assist the driver. In the first place, the driver is always seated closest to the centre line of the road. Travelling with the driver adjacent to the curb is a clear indication that something is wrong. Furthermore, if a driver inadvertently strays to the wrong side of the road, oncoming traffic will be seen approaching directly prompting avoidance manoeuvres. Pedestrians lack such spatial cues to guide their behaviour. The pedestrian who looks the wrong way will be struck by a car that is not seen or even anticipated.

It is probable that pedestrian behaviour (looking to the left or to the right) is learnt at an early age and may be difficult to change. Certainly, educational material could be directed to increase public awareness of the issue for those most at risk. There is an obvious place for appropriate community based organisations to play a lead role in any communication strategy.

On the basis of these findings, it would appear that if the relative safety of those born in countries that drive on the right hand side of the road could be improved to match those born in Australia then 34 pedestrian lives would be saved each year and many more hospital admissions avoided. This is approximately a 10% reduction in the total pedestrian road toll for 2000.

Child car control usage by 4-6 year old rural school children

2008-12-29T21:59:00.000-08:00

The Buckle Up Child Car Regional Town Restraint Project designed, implemented and evaluated an intervention targeted at increasing appropriate child car restraint usage in 4-6 year old rural school children. Rewards were given to 298 children for using car restraints over one month, where they were given stickers in the school car parks by the research team and in-class rewards by the class teachers. In addition, vouchers for the free fitting and provision of child car seats and/or harnesses were provided to encourage appropriate use of child car restraints, and free fitting and checking clinics were provided by the RACWA. During the study, all parents at the participating schools were asked to complete a questionnaire about child car restraints and their usage.

Regulatory approach to fatigue in car drivers principles for designing better regulations

2008-12-22T22:57:00.000-08:00

On the basis of their own research and other national and international research the expert group identified five critical factors or principles that should be incorporated in any regulatory options. The factors are:

Minimum sleep periods, the opportunity for sleep and time of day influences
A minimum sleep period in a 24-hour period is required to maintain alertness and performance levels. Continuous and undisturbed sleep is of higher quality and more restorative. The group concluded that the minimum sleep requirement in a single 24-hour period is six consecutive hours of sleep (although the average required on a sustained basis is about seven to eight hours).

The group then considered the length of break that would enable the six-hour minimum which is necessarily longer than the six-hour sleep minimum period. Breaks need to take account of the activities of daily living including preparation for sleep and return to work. The impact of the circadian biological clock is critical in determining appropriate breaks in which sleep opportunity is possible. The group recommended the minimum sleep opportunity per 24 hours should be sufficient to allow for six consecutive hours of sleep.

The cumulative nature of fatigue and sleep loss
Minimum sleep opportunities have to be considered over longer periods because of the cumulative nature of sleep loss and fatigue. The expert group agreed that the six hour minimum sleep requirement is adequate on one day, but not sufficient on an ongoing basis.

Recovery sleep after an accumulated sleep debt is usually deeper and more efficient, and the lost hours of sleep do not need to be recovered hour-for-hour. Repaying the debt, to restore normal waking function, usually requires two nights of unrestricted sleep.

As a consequence the group recommended that schedules should permit two nights of unrestricted sleep on a regular basis (preferably weekly) to provide drivers with the opportunity to recuperate from the effects of accumulating sleep debt.

Night work
Driving at night was considered an important factor for the expert group as it brings together the elements that generate fatigue risks. Working at night produces an elevated risk of fatigue-related impairment, because it combines the daily low point in performance capacity with the greatest likelihood of inadequate sleep.

The group concluded that the combination of risk factors associated with night driving should be recognised by ensuring that the length of breaks to enable sleep following night work are suitable and that opportunities for night sleep are available in a seven-day period. Additionally the group proposed a limitation to the number of hours (a limit of 18 hours) that could be driven in the 0000-0600 period after which two nights of unrestricted sleep should be available.

Duration of working time
The expert group concluded that a "safe" threshold for daily working time on a sustained basis will vary according to other factors like time of day, but the upper limit is in the 12-14 hours zone. There was evidence that longer trips could be undertaken on a one-off basis but that repeated long trips rapidly escalated fatigue risk factors. Whilst the group believed flexibility for these longer trips should be provided they needed to ensure that long trips were not combined with risks associated with night driving and circadian low points.

To underpin this short term flexibility, the expert group recommended that any one-off long trips involving over 12 hours work should not extend into the 0000-0600 period and that during a seven-day period there should be no more than 70 hours of working time.

Short breaks within working time
The final factor noted by the expert group was making short breaks available as countermeasures to fatigue and the boredom and monotony associated with some driving tasks. These short breaks were not substitutes for the breaks to enable opportunity for minimum continuous sleep.

Short breaks allow fatigue countermeasures like food, coffee and short naps to be utilised. The expert group agreed that breaks should be taken on a needs basis and that this discretion should be balanced by greater attention in scheduling to account for rest breaks.

The expert group recommended that in a one-day period the driver should take non-work breaks equal to 10% of the total working time; these breaks should be taken at the discretion of the driver but they should not be accumulated to form long breaks. As a minimum, short rest breaks should include a non-work break of 15 minutes after every five hours work.

A less flexible means of achieving non-work breaks equal to 10 per cent of total working time would be to require a 30 minute non-work break to be taken after every 5 hours of work.

Drink Driving Rehabilitation

2008-12-16T01:00:00.000-08:00

Face-to-face interviews were conducted on a sample of 125 drink driving offenders at the time of their court appearance and again approximately 9 months later. The total sample consisted of 62 offenders who were undertaking the UTL drink driving program as part of their rehabilitation and 63 offenders who remained within the mainstream sentencing option and acted as a Control group. Participation in the study was voluntary and offenders were paid $25 for each interview for their assistance.

Of the 125 offenders who participated in this study, 24 (19.2%) had previously been convicted of a drink driving offence, with 4 (16.7%) of these offenders being convicted of more than one drink driving offence in the last 5 years. A significant difference was found between the UTL and Control groups for the number of prior drink driving offences (c2(1) = 5.36), with 27% of the UTL group (n = 17) and 11% of the Control group (n = 7) having prior drink driving convictions.

The interview schedule used in this study included a range of lifestyle factors that were seen as potentially contributing to recidivism:

* socio-demography
* mental health status
* social support and self-esteem support
* questions pertaining to knowledge, attitudes and drink driving behaviours
* measures of alcohol consumption and alcohol problems.

Socio-demographic characteristics of rural offenders

Offenders who participated in this study were mostly male, single and young. Few were educated beyond a Year 12 standard and many were unemployed and / or receiving a government pension. Offenders in the UTL group tended to have more prior drink driving convictions than offenders in the Control group and this difference was taken into account in all analyses.

Follow-up of offenders over the nine months showed that the UTL program did not impact on the most of the socio-demographic characteristics of the offenders. There was a significant difference between the UTL and control groups in terms of changes in relationship status, with more of the UTL group showing change.

Travelling Speed and Risk of Crash Involvement on Damage Roads

2008-12-08T20:23:00.000-08:00

The main aim of this project was to quantify the relationship between free travelling speed and the relative risk of involvement in a casualty crash, for sober drivers of passenger vehicles in rural out of town 80 km/h and above speed limit zones in South Australia.

The secondary aim of the project was to examine the effect of various hypothetical speed reductions on rural casualty crash frequency.

Using a case control study design and logistic regression modelling, the speeds of passenger vehicles involved in casualty crashes (the cases) were compared with the speeds of passenger vehicles not involved in crashes but travelling in the same direction, at the same location, time of day, day of week, and time of year (the controls). The conditions imposed on the selection of case vehicles were designed to ensure that the study would yield valid estimates of the relative risk of a passenger vehicle travelling at a free speed on a rural road becoming involved in a casualty crash compared to the risk for a passenger vehicle travelling at the average speed of the control vehicles.

The pre-crash travelling speeds of the case vehicles were determined using computer-aided accident reconstruction techniques. This was made possible by the detailed investigation of each crash at the scene which provided the physical evidence needed for input to the computer reconstruction program (M-SMAC).

Additional information about the effects of travelling speed on casualty crash involvement was obtained by calculating the expected reduction in rural crashes due to various hypothetical reductions in vehicle travelling speeds in rural areas.

We found that the risk of a free travelling speed passenger vehicle being involved in a casualty crash, relative to the risk for a passenger vehicle travelling at an average speed, increased at greater than an exponential rate. No evidence was found of a U-shaped risk curve whereby slower vehicles were also at greater risk. We are aware of a number of matters which could have affected the validity of the risk estimates and they are discussed in the report. However, we are not aware of any consistent bias which would be likely to invalidate the general relationship between free travelling speed and the risk of involvement in a casualty crash that we present in this report.

Our results show that the risk of involvement in a casualty crash is more than twice as great when travelling 10 km/h above the average speed of non-crash involved vehicles and nearly six times as great when travelling 20 km/h above that average speed. The mechanisms explored for this increase in risk (where higher speeds are associated with longer stopping distances, increased crash energy and more likely loss of control) also suggest that a reduction in the absolute speed of traffic is much more important in reducing crash frequency than a reduction in traffic speed differences.

In order to explore the possible effect of changing vehicle travelling speeds on rural casualty crash frequency the risk curve was applied to the crashes investigated in this study under a number of hypothetical scenarios. It was found that a large proportion of the casualty crashes attended in this study would have been avoided had the free travelling speed vehicles been travelling at a slower speed. It was shown that even small reductions in travelling speeds have the potential to greatly reduce crash and injury frequency. For example, it is estimated that even a 5 km/h reduction in the speed of all the rural free travelling speed vehicles in this study would have led to a 31 per cent reduction in casualty crashes. This percentage applies to the total sample of casualty crashes investigated, including those for which the hypothetical speed reduction was deemed to be irrelevant (for example, crashes where no vehicle had a free travelling speed). It was also estimated that 24 per cent of all the casualty crashes investigated would have been avoided if none of the vehicles had been travelling above the speed limit and that lowering the maximum speed limit on undivided roads to 80 km/h could be expected to lower casualty crash frequency by 32 per cent.

Society Attitudes to Road Safety State and Territory Comparisons

2008-12-02T20:16:00.001-08:00

The stratified sample adopted in this survey allows comparisons to be made across State and Territory borders. While to a certain extent jurisdictions follow the national trend, the research continues to show significant differences in opinion between States and Territories on major road safety issues of speed, drink driving and fatigue.

Residents of the Northern Territory are still clearly the most likely to mention drink driving as the one main factor leading to road crashes. However, CAS 14 has also shown an increased awareness in the Northern Territory about the effect of speed.

While approval of a 50 km/h limit in residential areas is again expressed by a majority of people in all States and Territories, it remains highest in Victoria (78%), NSW (74%) and Queensland (73%), with a significant increase evident in the ACT (72%). South Australia continues to be among the locations most inclined to agree that fines for speeding are mainly intended to raise revenue.

New South Wales residents (18%) again show the lowest exposure to Random Breath Testing (RBT) in the six months prior to the survey, with Tasmania (22%) and South Australia (23%) also below the national average of 25% in 2001. Closer to one in three in each of the remaining locations report being tested in the past six months.

Fatigue is again most likely to be suggested as a crash cause and at increased levels in the ACT and in Queensland. A significant increase in mentions of fatigue as one of the main crash causes has also occurred in the Northern Territory and Western Australia in 2001.

Residents in the Northern Territory (47%), consistent with their relatively high awareness of the dangers of drink driving, are now more likely than people elsewhere in Australia (37%) to say they do not drink when driving. This is a marked turnaround from CAS 13 when these people were more likely to say they restrict any alcohol intake rather than abstain. A similar trend is evident in South Australia. Northern Territory licence holders who drink express the greatest desire for a self-operated breath testing device, where 53% are very likely to use one if available compared to a national average of 34%.

The perception that RBT activity has increased over the past 2 years continues to decline across most States and Territories. South Australian residents most readily express the view that RBT activity has increased (45%). A perception of decreasing RBT activity is again evident most often in NSW, the ACT and Tasmania.

Most people across the States and Territories agree that a BAC of .05 would affect their ability as a pedestrian. A noticeable increase in the percentage of Northern Territory residents expressing this view has been noted in CAS 14. Opinion tends to be divided in Western Australia.

Although still below the national average, Northern Territory residents continue to demonstrate an increasing propensity to wear a rear seat restraint, now at a high of 83%.

Motorcycle road rider age and risk of fatal injury

2008-11-25T20:54:00.000-08:00

The relatively high risk to motorcycle riders of serious and fatal injury, compared with other road users, is a significant road safety issue. Trends in motorcycle fatalities over the decade to 2001 suggest improvement in the safety of motorcyclists has been lagging that of other road users. Motorcycle rider fatalities only decreased by 6 per cent between 1991 and 2001compared with an 18 per cent reduction in the overall road toll, from 2113 to 1736.

Australia’s motorcycle safety record compares relatively poorly with other OECD nations as a whole. In 2000, the latest year for which data are available, there were 5.7 deaths per 10 000registered motorcycles, compared with an OECD median of 5.11. This is significant considering Australia ranks favourably in its overall road safety record. In 2000, there were1.5 fatalities per 10 000 registered vehicles compared with the OECD median of 1.9.

This report examines the trends associated with motorcycle rider fatalities and compares the risk of fatal injury to motorcycle riders among different age groups, particularly older riders. The report only uses data relating to motorcycle operator (rider) fatalities where the rider is aged 17 years and over and where the fatal injury occurred on a public road correlated area. It excludes motorcycle passenger fatalities and cases where age is unknown.

Crash reduction studies of motorcycles

2008-11-19T21:44:00.000-08:00

There are reasons for believing that the case for DRL as a countermeasure for motorcycle crashes is even more compelling than that for cars, as cars are more conspicuous than motorcycles. Laboratory studies and field trials have demonstrated that motorcycles equipped with DRL are more easily seen than motorcycles without such equipment.

Studies of causal factors in motorcycle crashes have revealed that crash-involved motorcyclists are less likely to be using DRL at the time of the crash than non-crash involved motorcyclists.

A Californian study on the effects of a law requiring that new motorcycles have DRL fitted revealed no effect on fatalities and a non-significant reduction in vehicle-vehicle daytime crashes. Two studies of the effect of the Australian Design Rule (ADR 19/01) requiring hard-wired DRL on new motorcycles in Australia have been carried out, both finding small but non-significant reductions in crashes. The number of crashes on which these studies were based was too small to conclude that DRL are ineffective.

Two studies from Malaysia and Singapore provide some positive evidence in relation to daytime use of headlights for motorcycles. A national campaign to increase daytime headlight use in Malaysia resulted in an 82% headlight use rate and a reduction in conspicuity-related crashes of 29%. Compulsory headlight use for motorcyclists in Singapore was found to result in a significant reduction in fatal and serious injury crashes.

Rural Road Dividing

2008-11-12T20:37:00.000-08:00

Divided roads

The travel time savings if the speed limit were increased to 130 km/h on rural divided roads were estimated to be the same as on freeways, and the percentage change in crash costs would be similar. However the number of additional casualties would be higher because of the higher initial crash rate. Fatal crashes would increase by 3.4 per year per 100 km of divided road. Similar remarks regarding the economic analysis of rural divided roads apply as were made for freeways, except that a simple increase in the speed limit to 130 km/h would have a substantial economic cost ($6.45 million increase per year per 100 km of road). Even higher figures would be estimated with alternative valuations of leisure travel time and road trauma.

The economic loss on divided roads could be overcome to a large extent if trucks were limited to 100 km/h. However a variable speed limit system allowing speeds of 120 km/h under good conditions would not be as beneficial as on rural freeways. There would be an additional 0.3 fatal crashes per year per 100 km of road, but a saving of 2.5 minutes per car travelling over the 100 km section averaged over the whole day. A system allowing 130 km/h on divided rural roads during good conditions would result in greater road trauma levels.

Undivided roads

There is apparently no economic justification for increasing the speed limit to 130 km/h on the two-way undivided roads, especially the lower standard 7.0 m sealed roads without shoulder sealing.
On the straight undivided sections without intersections or towns, total costs on the 7.0 m roads would be increased by $2.04 million per annum per 100 km of road, or almost 10% of current costs. There would be travel time savings of 13.8 minutes per vehicle over 100 km, but an increase of 0.8 fatal crashes per year on the same road section. (The increase in casualty crash costs would be 142%, but the number of additional fatalities and casualties per 100 km road section would be lower than on divided roads because of the lower traffic volumes on typical undivided roads.)

On the lower standard undivided roads through curvy terrain requiring slowing and occasional towns requiring stopping, the average speed would be lower and the travel time savings would be only 9.8 minutes per vehicle over 100 km. The total cost associated with raising the speed limit, and hence the cruise speeds, to 130 km/h is estimated to be $14.78 million per annum per 100 km, due to increased fuel consumption predominantly and to increased air pollution emissions, each associated with the deceleration-acceleration required by slowing and stopping from 130 km/h cruise speed and returning to that speed.

The optimum cruise speed for cars travelling on these roads is estimated to be 100 km/h if the road is straight without crossroads and towns, but only 85 km/h if the road has many sharp bends and includes intersections and towns requiring stopping. The optimum cruise speed for trucks is estimated to be 85 km/h, and no more than 80 km/h on curvy undivided roads of the same standard. Optimum cruise speeds would be somewhat lower if ‘willingness to pay’ values were used for crash costs, or lower values were used for leisure time savings.

On the higher standard, 8.5 m shoulder-sealed undivided roads, an increase in the speed limit to 130 km/h would not result in as many additional crashes as on the lower standard roads, but the total cost would still increase by $1.02 million per annum per 100 km of straight road: about 5% of current total costs. The travel time savings would be the same as on the lower standard undivided roads, but on the straight sections without intersections or towns there would still be 0.5 additional fatal crashes per year per 100 km of road. These calculations assume equal traffic volumes on higher standard and lower standard undivided roads. In practice, traffic volumes are likely to be higher on the better roads, so the number of additional casualties and the net cost increase per section could be higher on these roads.

Again, as with the lower standard undivided roads, the higher standard roads through curvy terrain and passing through towns would experience substantial increases in total social costs associated with the increased speed limit, due to increased fuel consumption and emissions because of frequent deceleration and acceleration. The total cost associated with cruise speeds of 130 km/h on such roads would be $13.65 million per annum per 100 km of road. Travel time savings would be reduced compared with straight 8.5 m shoulder-sealed sections, and fatal crashes would be increased by 0.6 per year per 100 km of curvy road.

The optimum cruise speed for cars travelling on the higher standard undivided roads is estimated to be 105 km/h if the road is straight without crossroads and towns, but only 90 km/h if the road has many sharp bends and includes intersections and towns requiring stopping. The optimum cruise speed for trucks is estimated to be 90 km/h, but only 85 km/h on curvy undivided roads of the same standard.

Community Attitudes to Road Safety

2008-11-06T01:31:00.000-08:00

This report documents the findings from the Australian Transport Safety Bureau’s latest survey of community attitudes to road safety. The main purpose of 2003 Community Attitudes Survey (CAS), the sixteenth in the long running survey program, is to monitor attitudes to a variety of road safety issues, evaluate specific road safety countermeasures, suggest new areas for intervention and identify significant differences between jurisdictions.

The in-scope population for the survey was persons aged 15 years and over. Interviewing, using Computer Assisted Telephone Interviewing (CATI) technology, was conducted in March and April 2003. The sample comprised private dwellings across Australia listed in the Electronic White Pages telephone directory. A total of 1,638 interviews were conducted, with an average interview length of 16 minutes. A disproportionate stratified sampling methodology was utilised to ensure adequate coverage of the population by age, sex, state / territory and capital city / other locations. The response rate (completed interviews divided by all contacts excluding away for survey period) was 68%. Almost one in five interviews was conducted as a result of some form of response maximisation activity (refusal conversion, language other than English interview, mail follow up, 9th or more call attempt).

On-Road Evaluation of Perceptual Countermeasures

2008-10-31T02:55:00.000-07:00

Speeding has been long recognised as a major factor in the occurrence and severity of road crashes. While enforcement, education/publicity and engineering programs have assisted in reducing speed-related road trauma, supplementary measures to reduce the incidence of unsafe speed behaviours, particularly at hazardous locations, have been sought.

A study was undertaken by Fildes and Lee in 1993 to assess needs for further research and action to reduce excessive speeding. A key outcome of the study, which involved leading experts across Australia, was the need to develop low cost perceptual countermeasures designed to reduce driver speed on roads.

Perceptual countermeasures (PCMs) against excessive speeding refer to manipulations of the road scene presented to a driver that can influence his or her subsequent behaviour. For the most part, these treatments tend to be relatively low cost additions or modifications to the road or roadside setting that can lead to a change in the way the driving environment is perceived by drivers.

The then Federal Office of Road Safety (now Australian Transport Safety Bureau) and the Road and Traffic Authority of New South Wales (RTA NSW) commissioned the Monash University Accident Research Centre (MUARC) and ARRB Transport Research (ARRB TR) to conduct a long-term study of perceptual countermeasure designs and likely effectiveness. A four-phase research program commenced in 1993.

The first stage was a literature review of perceptual countermeasures by Fildes and Jarvis (1994). The second stage of the project was a simulation validation study (Fildes, Godley, Triggs & Jarvis 1997).

The third stage of the project involved the evaluation of a range of PCMs using the driving simulator at MUARC. It was recommended that the effects of the promising treatments from this research be further evaluated on the road to demonstrate the speed reduction benefits, both immediate and longer-term, as well as their safety benefit.

The fourth and final stage of the study (the current stage) involved applying two of the more promising PCM treatments on a sample of mid-block and intersection locations and evaluating their effectiveness and cost-benefits. This report documents the on-road evaluation of two PCM treatments: peripheral transverse lines applied on the approach to intersections and enhanced post spacings with ascending heights applied at road curves.
Study Design

The treatments were applied at six intersections and six curve sites in Melbourne and Sydney. The evaluation study comprised before and after observations of vehicle braking distance, lateral displacement, and speed profile at the treated sites, and then compared these observations and measurements to sites of similar geometric and geographic characteristics which were untreated (i.e. control sites).

The comparison of data enabled the effects of each treatment to be evaluated, both before and after installation, while controlling for traffic differences at the sites. The inclusion of two after evaluation periods at 1-2 months and 12 months after installation allowed the short- and long-term effects to be evaluated separately.
Main Results

At both the curve and intersection treatment sites, the results indicate that the treatments were not uniformly effective at reducing travel speeds, although the long-term results were more promising than the short-term findings. Reductions in average speeds were observed more consistently at intersection sites than at curve sites.
Curves

At the curve sites, the treatment effects immediately after installation were quite mixed, with only two of the six treated sites recording significant speed reductions relative to control sites.

In the longer-term, the PCMs produced relative speed reductions at three of the six sites, and had no effect at two sites. At the other treatment site, road condition changes and damage to the treatment during the study period made the results unreliable.

It was noted that the two sites that demonstrated no effect were better delineated by guideposts than the other sites prior to treatment installation. That is, the treatment appears to have been more effective at sites, which were not delineated, or not well delineated, by guideposts prior to treatment installation. Furthermore, one site was a flatter curve than the others and drivers did not need to slow down much to negotiate it, possibly contributing to its lack of effectiveness.
Intersections

At the intersection sites, the PCMs had more effect on reducing travel speed, relative to the control sites, both short-term and long-term. Speed reductions were observed at a majority of the locations.

An analysis of segment differences between treated and control sites was only partially successful, due to missing data. However, where comparisons were possible, treated intersections showed differences in the speed profile in the approach to the intersection. The results also suggest that while this treatment was expected to have its greatest effect on vehicle speeds in the early stages of the treatment, it is possible that speed reduction effects occurred over the second 200m of the treatment prior to the intersection.

The analysis of braking behaviour and lateral vehicle positioning did not demonstrate any effect of the perceptual treatments at intersections.
Other Findings

The NSW curve and intersection control sites generally demonstrated an increase in average vehicle speed over the long-term study period. Average vehicle speeds increased at four of the six control sites, with no significant changes at the other two control sites. It has not been possible to establish whether or not this was a general trend in NSW over the study period. The treatment sites, on the other hand, all demonstrated no significant change in average vehicle speed over the long-term study period. If there was an overall increasing trend in vehicle speeds in NSW during the study period, it appears that the treatments may have been successful in diminishing the effect at the treatment sites.

Given that the PCMs tended to be more effective in the long-term, it might suggest that drivers need time to accommodate to them and change their driving behaviour. It is noted that, at all of the sites, the majority of traffic was local and most drivers would probably be very familiar with the road.
Recommendations

In light of these results, a number of recommendations might be worthy of consideration.

For sites that demonstrated a positive long-term effect, conduct further speed surveys approximately 2 years after installation of the treatments, to determine whether the speed reduction effects have been sustained.

If further surveys of the intersection treatment are to be conducted, then there is a need to record and analyse speed measurements over the entire length of treatment (which would require more than one speed laser gun).

Compare the detailed results of this study with the previous simulation study (Godley, Fildes, Triggs & Brown, 1999) to determine the differences in actual results and simulator results.

Identify other perceptual countermeasures, from the previous studies, that could be trialled.

Further research is warranted targeting locations of high traffic exposure and crashes in urban shopping precincts and school and residential zones. Research needs to evaluate speed reductions as well as crash savings.

Road Deaths Australia, Monthly Bulletin; February 2008

2008-10-20T04:00:00.000-07:00

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

There was a total of 105 road deaths in February 2008.
- this is a 13.9 per cent decrease from the February 2007 figure.

There have been 221 road deaths in 2008 to the end of February.
- this is a 13.0 per cent decrease from the same 2 month period in 2007.

Fatal Heavy Vehicle Crashes Australia; Quarterly Bulletin, January-March 2008

2008-10-13T05:33:00.000-07:00

Fatal Heavy Vehicle Crashes Australia is a quarterly bulletin presenting recent data on fatal road crashes involving heavy vehicles as well as historical comparisons. It is produced using data supplied by the eight states and territories.

During the 12 months to the end of March 2008, 294 people died from 251 crashes involving heavy trucks or buses. These included:

183 deaths from 148 crashes involving articulated trucks

92 deaths from 85 crashes involving heavy rigid trucks

27 deaths from 26 crashes involving buses.

Fatal crashes involving articulated trucks:

increased by 4.2 per cent compared with the previous 12-month period

increased by an average of 5.5 per cent per year over the three years to March 2008.

Fatal crashes involving heavy rigid trucks:

increased by 19.7 per cent compared with the previous 12-month period

increased by an average of 0.1 per cent per year over the three years to March 2008.

Warning device event - 232 kms south of Paraburdoo, Western Australia, VH-NXH, Boeing 717-200

2008-10-07T01:46:00.000-07:00

On 28 February 2006, a Boeing Company 717-200 aircraft, registered VH-NXH, was being operated on a scheduled passenger service from Paraburdoo to Perth, WA. The flight was being conducted under the instrument flight rules (IFR). Onboard the aircraft were two flight crew, four cabin crew and 66 passengers. The aircraft departed Paraburdoo at about 0837 Western Standard Time and was in instrument meteorological conditions (IMC) during the climb.

The stick shaker stall warning system activated soon after the aircraft reached top of climb at Flight Level (FL) 340 and while the aircraft was accelerating to cruise speed. The flight crew did not receive any 'STALL' annunciation on their respective primary flight displays, nor any 'STALL STALL' aural warning or klaxon alert.

The flight crew initiated an immediate on-track descent and advised air traffic services of their requirement to change level. There was an infringement of the relevant procedural separation standards as the aircraft descended through the cruise level of an opposite direction aircraft.

An analysis of the flight recorder data indicated that the activation of the stick shaker was as a consequence of the angle-of-attack sensors becoming static during the climb. The investigation concluded that the immobilisation of the angle-of-attack sensors was consistent with ice restricting the movement of the 'slinger' on which the sensor vane is mounted.

The investigation assessed that the aircraft was not near a stalled condition of flight when the stick shaker warning activated. However, because the angle-of-attack sensors provided input to the aircraft's stall warning system, the immobilisation of those sensors adversely affected the reliability of the aircrafts stall warning system and could have render the automatic stall recovery system inoperative.

As a result of this incident, the aircraft and angle-of-attack sensor manufacturers initiated a detailed design review of the angle-of-attack sensor

Tips for nights Traveling

2008-09-29T04:41:00.000-07:00

Wear bright at night

Use dipper in the city

Do not use fog lights

Use indicator while changing lane

Use emergency parking light while parked on the road

All projection should have red light

Long trailer should have indicator light in the middle and at tail

In case of blinding light slow down or stop on side

During monsoons be extra careful

While overtaking use dipper

Be prepared for unseen situation on road

Transport Issue of Learners Driving License

2008-09-23T05:55:00.000-07:00

Completion of age of 16 years for Motor Cycle Without Gear Not Exceeding 50 CC subject to a declaration in the prescribed manner given by the guardian.

Completion of age of 18 years for Motor Cycle with gear & Light Motor Vehicle.

Recent Passport sized photograph – 3 copies.

Residence proof.

Age proof.

Ration card.
Election identity card / extract of electoral roll.
Passport.
Electricity bill / Telephone bill.
Pay slip issued by Central / State Government.
House tax receipt.
Study certificate issued by the institution.
Any other document to the satisfaction of the licensing authority.

Motor Transport Maintenance

2008-09-19T03:46:00.000-07:00

Maintaining the vehicle asset register.

Renewing the vehicle fleet.

Recovering or writing-off outstanding debt from previous years.

Training Transport officials.

Developing, documenting and implementing business processes and systems improvements.

Undertaking user surveys in order to improve user perception of Government Motor Transport.

Improve vehicle management and control.

Motor Carrier Operation Three

2008-09-16T04:05:00.000-07:00

This refrigerated carrier is a large national operation based in the mid-south with 2,400 total employees. The workforce consists of 2,100 drivers and a staff of 300 operations/support staff.Driver turnover rates at this company were quoted to be in excess of 200 percent. This company is very interested in wellness programs as the recently appointed president believes health affects every part of the business. They have not, however, figured out how to reach the driver with wellness programs. They do provide a $200 wellness benefit for all employees and do develop and distribute a newsletter.

This Midwest-based refrigerated carrier operates in all 50 states with an irregular route truckload operation. The company has approximately 2,000 independent owner-operators and 400 inhouse corporate staff and shop support. They are in the beginning stages of developing a wellness program and currently provide limited health information through a company newsletter. Flu shots, health screenings and fitness membership reimbursements are available to all employees and operators. They are in the process of building a fitness center at the corporate headquarters. As with other trucking companies, reaching drivers is their biggest concern. This is reflected in their participation rates since nearly 20 percent of corporate staff and only one percent of drivers participate in their wellness programs.

Strong Safety Belt Laws for Teens

2008-09-12T04:23:00.000-07:00

Advocates for Highway/Auto Safety

Air Bag & Seat Belt Safety Campaign

American Driver and Traffic Safety Education Association

American School Health Association

Aspira Association, Inc.

Automotive Coalition for Traffic Safety

Bacchus and Gamma Peer Education Network

Brain Injury Association

Center for Substance Abuse Prevention

Going Home for the Playoffs

2008-09-10T22:23:00.000-07:00

When their 16-year-old son Gabriel missed his Friday night curfew, Charles and Maureen Puccia started to fear the worst. They wouldn’t know for hours that Gabe had died with two teenage friends in a crash earlier that night.

Gabe’s night started out without much of a plan. He and some friends were supposed to meet at a pancake house, but only a few people showed up. That’s when Gabe and others headed home to watch the playoffs. None had been drinking, and they had only two miles to drive. But 17year-old Matt was going about twice the speed limit when the car veered off the road and hit a tree.

Gabe’s parents had to make several calls just to get the news.“He had one of those little earrings in his ear, and a special jacket he had bought in Italy,” Charles recalls. “And the guy at the hospital said,‘I think we have your son.’ Our grief is for Gabe’s loss, not our own — to not know what we could have done for him and to not watch him find whatever it was he wanted in life.”

Now the Puccias focus on their younger son, Emilio.“This is a case where we’re willing to go all the way, enforcing the graduated licensing law to the utmost and beyond.”

Motor Carrier Operation Three

2008-09-10T05:36:00.000-07:00

Check wheel/ rim fasteners

2008-08-28T05:42:00.000-07:00

The wheel nut does not fully engage the thread of the wheel stud or the fitting of the wheel nut does not match the taper of the wheel stud hole;

Any hub has missing, cracked, stripped or broken wheel mounting nuts, studs or bolts;

Fasteners are not of the correct type for the wheel being used or allow a rim to slip on its spider.

Safety Belts Save Lives and Dollars

2008-08-26T22:19:00.000-07:00

In 2003, safety belts saved society an estimated $63 billion in medical care, lost productivity, and other injury-related costs. In this same year, the needless deaths and injuries from safety belt nonuse caused an estimated $18 billion in economic costs to society.

It is estimated safety belts saved more than 14,900 lives in the United States in 2003. Yet, during this same year, 56 percent of passenger vehicle occupants killed in traffic crashes were unrestrained. If all passenger vehicle occupants (over 4 years old) wore safety belts, more than 6,000 additional lives could have been saved.

Research has shown that lap/shoulder belts, when used properly, reduce the risk of fatal injury to front-seat passenger car occupants by 45 percent and the risk of moderate to critical injury by 50 percent. For light-truck occupants, safety belts reduce the risk of fatal injury by 60 percent and moderate-to-critical injury by 65 percent.

Check headlights

2008-08-25T22:34:00.000-07:00

Headlight reflector is tarnished or peeling to the extent that headlight performance is impaired;

Headlight lens is cracked or broken;

Headlight assembly is not secured or is out of position;

Headlight does not show while light.

Visually inspect externally mounted containers

2008-08-25T00:45:00.000-07:00

On vehicles less than 4.5 tonnes tare mass or where the chassis has 600mm ground clearance or less:

the tank, or any tank component, has less than 200mm ground clearance;

the tank, or any tank component, is not a minimum 200mm inboard of the original equipment bumper bars (measured on the centreline of the vehicle);

Check steering components inside cabin

2008-08-22T04:02:00.000-07:00

Steering wheel is not located in the centre or to the right hand side of the vehicle unless specifically authorised in writing by the State or Territory licensing authority and the vehicle is less than 15 years old;

steering wheel is loose on the shaft;

The steering column is insecure;

The steering wheel structure is fractured or the hub, rim or spokes are loose.

Check air compressor/vacuum pump

2008-08-21T03:01:00.000-07:00

The air compressor or vacuum pump has loose mounting bolts, or cracked or broken mounting brackets, braces or adaptors, or is inoperative;

Drive pulleys are cracked, broken or loose;

Drive belts are loose, cracked through to reinforcing plies, extensively frayed or missing drive sections.

Driver Alertness Indication System (DAISY) – TRB IDEA Program

2008-08-20T00:39:00.001-07:00

This project conducted an initial development and assessment of Sphericon’s (Israel) innovative concept for detecting driver inattentiveness based on steering system dynamics, the separation of driver action from the effects of the external world on the vehicle’s lateral motion and using that relationship to evaluate driver alertness. Driver action is weighed against the effect of disturbances (bumps and road imperfections, wind gusts, etc.) on lateral motion of the vehicle, a good measure as to the alertness or attentiveness of the driver.

Restrict passengers

2008-08-19T02:19:00.001-07:00

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

Proper Recording - Critical Information

2008-08-13T22:30:00.000-07:00

In addition to identifying the responsible motor carrier, it is critical to accurately record the USDOT number, the complete name and/or DBA “doing business as” name of the carrier and the carrier’s complete physical address (not PO Box). All three pieces of information are extremely important. Many carriers around the country have the same or similar names. Additionally, multiple names can legally appear on the vehicle. As a result, any recording errors or ommisions are difficult to accurately resolve with incomplete information. See examples below

Comprehensive Safety Analysis (CSA) 2010

2008-08-13T03:14:00.000-07:00

The purpose of the CSA 2010 initiative is to develop more effective and efficient methods for FMCSA, together with industry and state partners, to achieve its mission of reducing commercial motor vehicle (CMV) crashes, fatalities, and injuries.

Key Features of CSA 2010 are to:

Increase the opportunity to have contact with more carriers and drivers;

Use more and better data to improve performance measurements for identifying high risk carrier and driver behaviors; and

Apply a wide range of interventions to correct these high risk behaviors before they become chronic and habitual.

If you have any questions or comments about the CSA 2010 initiative, please send us your feedback.

Graduated Licensing Can Help

2008-08-12T04:29:00.000-07:00

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

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

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

Full Value Protection

2008-08-08T22:42:00.000-07:00

Under Full Value Protection, your mover is liable for the replacement value of lost or damaged goods in your entire shipment. This is the more comprehensive plan available for the protection of your belongings. Unless you select the alternative level of of liability described below—Released Value—your mover will transport your shipment under the Full Value Protection level of liability. If any article is lost, destroyed or damaged while in your mover's custody, your mover will, at its discretion, offer to do one of the following for each item:

the item

Replace with a similar item

Make a cash settlement for the cost of the repair or the current market replacement value

Under this option, movers are permitted to limit their liability for loss or damage to articles of extraordinary value, unless you specifically list these articles on the shipping documents. An article of extraordinary value is any item whose value exceeds $100 per pound (i.e., jewelry, silverware, china, furs, antiques). Ask your mover for a written explanation of this limitation before your move.

The exact cost for Full Value Protection varies by mover and may be subject to various deductible levels of liability that may reduce your cost. Ask your mover for written details of their Full Value Protection plan.

Thermal Imaging Inspection System

2008-08-07T23:32:00.000-07:00

FMCSA has launched a project to demonstrate a thermal imaging inspection system (TIIS) that leverages state-of-the-art thermal imagery technology, integrated with signature recognition software, in order to provide the capability to identify in real-time faults and impending failures in tires, brakes, and bearings mounted on large trucks and motor coaches. A two-year research grant was awarded to International Electronic Machines Corporation for $1.4 million to conduct the TIIS project, as directed by Congress under Section 5513(a) of the Safe, Accountable, Flexible, and Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU) Act of 2005.

The project will be conducted in a field environment along the interstate highway to further assess the system ability to identify commercial motor vehicle (CMV) component faults and failures. A predictive tool that identifies impending tire, brake, or bearing failures and provides a timeframe in which these failures may occur will be developed and integrated into the TIIS. This project will also assess technological enhancements in the capabilities of thermal imaging systems, as related to the Agency prior research of infrared technology conducted six years ago.

Driver Fatigue Alertness Technology (DFAT) – SBIR, Phase I

2008-08-06T23:50:00.000-07:00

Based on a review of the commercially available systems and the limitations of the current systems, FMCSA initiated additional research to improve in-vehicle alertness monitoring. This study, which is being conducted through FMCSA’s Small Business Innovative Research (SBIR) program, will develop a device to improve alertness monitoring. FMCSA anticipates the integration and/or selection of these research efforts will produce a device that works 24 hours a day, 7 days a week with all drivers. The goal is to develop a fully functional device that will monitor and warn as well as educate drivers when they have become too impaired to operate a commercial motor vehicle safely.

Check fuel tanks and system for leaks (nonLPG/CNG)

2008-08-04T23:54:00.000-07:00

Any leakage from the fuel system;
Fuel lines are in contact with moving parts or a heat source, are kinked, cracked or not secure;
Fuel tanks are not securely mounted, straps, supports, mounting brackets or fasteners are missing, cracked, broken or loose;
Fuel filler cap is missing or not suitable for the type of tank;
Fuel filler cap seal is damaged or missing.

Full Value Protection

2008-08-04T06:11:00.000-07:00

Repair the item
Replace with a similar item
Make a cash settlement for the cost of the repair or the current market replacement value

Under this option, movers are permitted to limit their liability for loss or damage to articles of extraordinary value, unless you specifically list these articles on the shipping documents. An article of extraordinary value is any item whose value exceeds $100 per pound (i.e., jewelry, silverware, china, furs, antiques). Ask your mover for a written explanation of this limitation before your move.The exact cost for Full Value Protection varies by mover and may be subject to various deductible levels of liability that may reduce your cost. Ask your mover for written details of their Full Value Protection plan.

2008-07-31T23:37:00.001-07:00

NOTE1: Decelerometer standards should be read in conjunction with the equipment manufacturer's specification.

On some vehicles with light axle loads, or when testing in wet weather, it might be difficult to obtain a brake test result because of wheel lockup. In these cases the pedal pressure should be reduced to a point where only the minimum specified deceleration rates are achieved.

Set up a suitable decelerometer in the vehicle cabin. Drive the vehicle to a speed of at least 30 km/h. If the vehicle has a manual transmission, put the transmission into neutral, (automatic transmission vehicles may remain in gear). With hands on the steering wheel, bring the vehicle to a halt as rapidly as possible in a safe manner with one sustained and smooth application of the service brakes.

Reasons for rejection

The application of the brakes causes the vehicle to swerve from a straight line path;

The service braking system decelerates the vehicle at less than the performance requirement.

Transport Usage in the Automotive Industry

2008-07-31T00:31:00.000-07:00

The use of international air transport for emergency imports of components amounted to approximately 6000 tons in 2002, whilst exports amounted to 3000 tons for the same year.
The usage of road and rail by the automotive manufacturing industry, although complex and extensive, does not amount to significant tonnages overall.

Most of the fully built-up motor vehicles transported in South Africa now move by road on specialised vehicle carriers. The car transporters have sophisticated networks of vehicles transporting between Port Elizabeth and Durban from manufacturers and ports to the interior, and back-hauling vehicles produced inland for export and coastal distribution.

The estimated total tonnage (including the use of stillages, racks, cradles and packaging), moved for the industry is 1.4 million tons per annum for the 880 000 vehicles produced. Of this volume, an estimated 25% (or 350,000 tons p.a.) is transported in KZN.

Diesel Oxidation Catalyst (DOC)

2008-07-30T00:42:00.000-07:00

A diesel oxidation catalyst (DOC) is a device added to the exhaust system of a tractor that reduces the amount of particulate matter (PM) emitted. The device is generally a large honeycomb structure with an active catalyst made up of a layer of precious metal. Emission reductions are approximately 20% for PM, 40% for hydrocarbons and 50% for carbon monoxide. DOC’s have a negligible impact on tractor fuel efficiency. Costs are dependent upon the size of the engine and are usually between $1000 and $2000 per unit, making them an ideal retrofit device.

Check windscreen and windows

2008-07-29T05:02:00.000-07:00

Any cracks in a laminated windscreen penetrate more than one layer of glass or are more than 150 mm long;

Any glazing used in any motor vehicle is not safety glass (except a caravan) and where ADR 8 applies, the glass does not display an identification mark or symbol;

Glazing is loose in its frame or cracked to the extent that sharp edges are exposed;

Glazing, other than the windscreen, that is necessary for the driver to see the road is discoloured, obscured, badly scratched, sandblasted or fractured to the extent that it interferes with the driver’s view;

Items that obscure the driver’s view are placed in Area A or the corresponding area on the other side of the windscreen.

Check seat belts

2008-07-28T04:16:00.000-07:00

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

Check Rear Marker Plates

2008-07-25T22:03:00.000-07:00

Rear marker plates not fitted to a truck that has a GVM greater than 12 tonnes;
Rear marker plates not fitted to a bus that has no provision for standing passengers;
Rear marker plates do not comply with AS 4001.1-1992 or State or Territory instructions;
Rear marker plates are faded, damaged or incorrectly fitted.

Check suspension components

2008-07-24T22:16:00.000-07:00

U-bolts or other spring to axle or spring pack clamp bolts, centre bolts, spring eyes or hangers, torque, radius or tracking component assemblies, control arms, bushes or any parts used to attach them to the vehicle frame or axle are cracked, loose, broken, missing or worn beyond manufacturers’ limits;
Any "walking beam" type heavy vehicle suspension has signs of damage to beam;
Springs are cracked, broken or missing;
Air bags leak or sag;
Leaves in a leaf spring are displaced sideways more than 10% of their width or so that they contact wheels, brakes or the frame;
Shock absorbers, if originally fitted, are missing, loose, inoperative or leak;
Any suspension component is not correctly aligned or is damaged, loose or broken;
Any nut, bolt or locking mechanism is insecure or missing.

Check pin couplings and pintle hooks

2008-07-23T22:03:00.000-07:00

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

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

mounting bolts, fasteners or weld beads have advanced corrosion;

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

The pin coupling or pintle hook welds have cracks;

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

Check tow bar

2008-07-22T22:56:00.000-07:00

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

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

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

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

Teens Are At Risk

2008-07-21T23:38:00.000-07:00

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

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

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

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

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

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

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

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

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

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

Beginning Drivers’ Crashes Differ

2008-07-20T23:39:00.000-07:00

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

Visually inspect direct filled internally mounted containers

2008-07-17T22:55:00.000-07:00

the passenger compartment of the vehicle is not sealed from the container space;
the container space vent(s) is obstructed;
the container space vent outlet is less than 250mm from the exhaust system;
wiring is not insulated or secured at intervals of not more than 600mm.

Check oil leaks

2008-07-16T22:21:00.000-07:00

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

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

Check hydraulic brake system integrity

2008-07-15T23:44:00.000-07:00

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

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

the brake system failure indicator comes on.

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

Check brake adjustment

2008-07-15T00:04:00.000-07:00

Reasons for rejection

With any brake fully applied, a brake adjustment indicator runs out of travel or indicates that adjustment is necessary;
Brake chamber push or pull rods move more than 80% of their max stroke or travel over centre with the brakes fully applied;
The park brake and/or emergency brake is not capable of being fully applied without the control running out of available travel;
The brake adjusters are bent, damaged or excessively worn, or are not properly adjusted.

Test the light transmittance level of the windscreen and front side windows

2008-07-10T23:34:00.000-07:00

NOTE: This section should be read in conjunction with the equipment manufacturers' instructions.

The light meter may have up to a 5% measuring inaccuracy. A vehicle may be accepted if the readings are up to 5% lower than the minimum light transmittance.

The light transmission requirements do not apply to a tinted or opaque band at the top of the windscreen, provided they are above the arc swept by the windscreen wipers, or 10% of the depth of the windscreen whichever is the greater.

Check lights and reflectors

2008-07-09T23:29:00.000-07:00

Reasons for rejection

Compulsory reflectors are damaged, obscured, deteriorated or are not fitted;
Any of the following lights are inoperative, obscured, deteriorated insecure or not fitted where required, or are an incorrect colour:

headlight (high/low beam) (white);
front park or side lights (white);
tail lights (red);
brake lights (red);
reversing lights (where fitted);
turn signal indicator lights (yellow);
clearance/end outline marker lights (white/yellow to front, red to rear);
number plate light (white);
side marker lights (yellow);
compulsory tell-tale lights.

Any rear light other than a reversing light is installed or damaged to the extent that white light shows to the front or rear of the vehicle;
Any amber clearance light or front turn signal is damaged so that it shows white light (except vehicles prior 7/73);
The number plate light is not directing light onto the surface of the rear number plate;
Any optional light or reflector interferes with the effective operation of any compulsory light or reflector;
Any light has a tinted cover over it that affects its intended operation;
There is any other type of opaque cover over a headlight which cannot be readily removed;
Any light does not comply with the requirements as specified in the Federal Office of Road Safety Vehicle Standards Bulletin No.9.

Check cabin and body condition

2008-07-08T23:29:00.000-07:00

Reasons for rejection

Any structural member of a body, cabin or chassis such as a crossmember, door sill, pillar, seat or seat belt anchorage, roof rail and floor panel is cracked, broken or corroded to an extent that weakens the strength of the vehicle, or allows the entry of engine fumes into an occupant space;
Any cabin, body, sleeper compartment, load carrying area or compartment is loose on the chassis or has missing fasteners;
Any tilting cabin or tray does not have a positive latching device that secures it in its normal travelling position;
Any door, gate, hatch, bonnet or compartment latch, latch control, or hinge is damaged, excessively worn, insecure or inoperative in any latching position.

Check wheels and rims

2008-07-08T02:28:00.000-07:00

Reasons for rejection

1. Any wheel or rim:

is loose;

is cracked;

is buckled;

has pieces of casting missing;

has elongated stud holes;

has weld repairs not in accordance with relevant industry practice.

Any wheel contacts unrelated vehicle components at any point through its full range of travel;
Spiders have cracks across a spoke, hub or web area;
Wheels are not compatible with hubs;
Valve protection lugs are missing.