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

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

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

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

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

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

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

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

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

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

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

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

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

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

• 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

• 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.
  

An application for learner’s License has to be submitted in Form 2 accompanied by the following :


• Recent Passport sized photograph – 3 copies.


• Residence proof.


• Age proof.

Medical fitness certificate in prescribed Form 1

For proof of residence, any one of the following documents may be submitted.


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


Learner’s license remains valid for six months. After thirty days of obtaining learner’s licence, a person is entitled to apply for regular driving license for the particular class of driving, accompanied by Learner License (original), and 3 passport size / stamp sized photographs.

Driving license is granted on passing the test of skills and proficiency in driving and knowledge of traffic rules and regulation.

For renewal of Learner's License, application has to be made in Form 2 along with medical certificate and stamped sized photographs.

Motor Transport Maintenance

• 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

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

• 4-H

• AAA

• Advocates for Highway/Auto Safety

• Air Bag & Seat Belt Safety Campaign

• American Driver and Traffic Safety Education Association

• American School Health Association

• Aspira Association, Inc.

• Automotive Coalition for Traffic Safety

• Bacchus and Gamma Peer Education Network

• Brain Injury Association

• Center for Substance Abuse Prevention

Going Home for the Playoffs

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

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.

Check wheel/ rim fasteners

• 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

• 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

• 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

• 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

• 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

• 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

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

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

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

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

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

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

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

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)

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

Full Value Protection

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 (1) of the following for each item:

• 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.

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

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)

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

• 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

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

Check Rear Marker Plates

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

Check suspension components

1. 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;
2. Any "walking beam" type heavy vehicle suspension has signs of damage to beam;
3. Springs are cracked, broken or missing;
4. Air bags leak or sag;
5. Leaves in a leaf spring are displaced sideways more than 10% of their width or so that they contact wheels, brakes or the frame;
6. Shock absorbers, if originally fitted, are missing, loose, inoperative or leak;
7. Any suspension component is not correctly aligned or is damaged, loose or broken;
8. Any nut, bolt or locking mechanism is insecure or missing.
   

Check pin couplings and pintle hooks

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

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

• 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

• 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

• 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

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

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

Check oil leaks

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

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

Check hydraulic brake system integrity

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

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

• the brake system failure indicator comes on.

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

Check brake adjustment

Reasons for rejection

1. With any brake fully applied, a brake adjustment indicator runs out of travel or indicates that adjustment is necessary;
2. Brake chamber push or pull rods move more than 80% of their max stroke or travel over centre with the brakes fully applied;
3. The park brake and/or emergency brake is not capable of being fully applied without the control running out of available travel;
4. 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

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

Reasons for rejection

1. Compulsory reflectors are damaged, obscured, deteriorated or are not fitted;
2. 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.
  

1. 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;
2. Any amber clearance light or front turn signal is damaged so that it shows white light (except vehicles prior 7/73);
3. The number plate light is not directing light onto the surface of the rear number plate;
4. Any optional light or reflector interferes with the effective operation of any compulsory light or reflector;
5. Any light has a tinted cover over it that affects its intended operation;
6. There is any other type of opaque cover over a headlight which cannot be readily removed;
7. 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

Reasons for rejection

1. 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;
2. Any cabin, body, sleeper compartment, load carrying area or compartment is loose on the chassis or has missing fasteners;
3. Any tilting cabin or tray does not have a positive latching device that secures it in its normal travelling position;
4. 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

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.

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

Check pin couplings and pintle hooks

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

• Pin couplings or pintle hooks have any missing, loose, broken, deformed or cracked fasteners including welds;

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

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

• The pin coupling or pintle hook welds have cracks;

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

Safety Belts Save Lives and Dollars

• 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.
  

• Safety belts should always be worn, even when riding in vehicles equipped with air bags. Air bags are designed to work with safety belts, not alone. In 2003, an estimated 2,488 lives were saved by air bags.

Graduated Licensing Can Help

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

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

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

Engine Shutdown

Engine shutdown is the automatic or voluntary shutoff of the tractor engine after a certain amount of time. Engine shutdown can be as simple as a corporate “shut down” or “no idle” policy or it can be more complex with the use of electronic devices or software encoded onto the engine control chip that automatically shuts the engine down. Engine shutdown works most effectively when combined with a comprehensive driver training program and driver incentive program. For a partial list of automatic shutdown devices, please visit the SmartWay website at http://www.epa.gov/otaq/smartway/idlingtechnologies.htm

Enhanced Rear Signaling for Commercial Motor Vehicles

In September, 2005 FMCSA initiated development of a prototype enhanced rear signaling system for use on commercial motor vehicles (CMVs). The system incorporates countermeasures that were developed in Phase I of this project. The system was evaluated by installing it on a test truck and by observing the behavior of drivers in real-world conditions. Based on the analysis of following driver behavior, the system showed that there are possible benefits to this system, or elements of this system, when used on CMVs. FMCSA is now considering conducting a field operational test (FOT) to further explore this system.

The countermeasures identified in Phase I include: (1) LED brake lamps with an ambient light sensor to make the lamps brighter in direct sunlight and more conspicuous in bright ambient light, (2) brake lamps that are activated by engine braking to address the increasing use of jake brakes in CMVs, (3) additional conspicuity markings that create a more accurate perception of the truck position for following drivers, (4) a sensor system that detects and tracks a following vehicle and sounds a focused audio signal and illuminates a traffic clearing lamp when the vehicle is following too closely or approaching at too high a rate of speed.

Overtaking

• Do not try to overtake unless it is very necessary for you to do so.

• not overtake on narrow roads at a bridge and at places where overtaking is prohibited.

• Never overtake unless you are sure that you can do so without endangering yourself or any-one else.

• Allow other vehicles to pass or overtake you, when they desire to, as and when the road and traffic conditions permit you to do so. Unnecessary racing for fun should be avoided.

• Never accelerate when being overtaken.Some Duties Of Drivers/Owners Of Motor Vehicles Duty to obey traffic signs. Overtake only on the right, unless the driver in front of you has signaled that he is turning right.

• Do not overtake when you cannot see the road ahead, at a corner or a cross-road or around a bend.

• Beware of "Go Ahead" signals given by persons other than the driver.

• Overtake only when there is no on-coming vehicle and when sufficient space lies ahead.

• Overtaking during night is more dangerous, take more care.

Crash Reporting

One of the most common oversights identified in the national review of crash reports was a unification of enforcement regulations and crash data collection guidelines that were intended to be applied independently. Although the enforcement and crash data collection efforts support one another under the umbrella safety goal, they differ in their application. The enforcement effort involves action by application of a set of codified regulations (FMCSRs) under a controlled environment such as a roadside inspection. The crash reporting effort involves collection of data from a population of vehicles defined in the selection criteria. (See Examples Below)

Identification Process

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

• Examination of the side of the vehicle. (See Below)
  

• of the driver. (See Below)
  

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

Comprehensive Safety Analysis (CSA) 2010

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.

Driver Fatigue Monitoring in Onboard Recorders – Initial Assessments

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

Safety Effectiveness of Speed Limiters

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

Indirect Viewing System and Related Tests

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

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

Third-party Insurance

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

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

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

Automotive Parts And Components

The automotive parts and components industry in KwaZulu- Natal consists of approximately 100 firms, employing 18,000 workers, and contributes an estimated 1.3% to the province's gross geographic product. The industry produces a wide range of components for the OEM market and the after-sales spare parts market. Products include glass, brake components, looms, hoses and piping, rims, springs, exhausts, pressings and castings, and belts and accessories.

The motor industry development programme (MIDP) has been in existence for a number of years, providing the framework of government policy within which the automotive sector can rationalise its imports, exports and local production. The MIDP attempts to rationalise the number of models assembled locally and to increase exports of fully assembled vehicles and components.

The MIDP as currently structured is scheduled to continue until 2007. In view of the long product development cycles in the auto industry, current uncertainty on the official future policy position is a possible deterrent to expansion.

Auxiliary Power Unit

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

Motor Carrier Operation Three

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.

Regional Transport Statistics 2006

The Department for Transport has today published Regional Transport Statistics: 2006 Edition.

This National Statistics publication brings together a wide range of transport statistics for Great Britain and Northern Ireland at Government Office Region and former Metropolitan County level.

Regional variations are complex, particularly because of the widely varying local circumstances. In particular, these include differences in economy, population structure and density, and transport systems. London, in particular, is very distinctive in transport terms.

A wide range of tables, maps, charts and summary points are presented in the report covering the following areas:

* Personal Travel, including a selection of regional information from the National Travel Survey;

* Public Transport, including tables using information collected from public transport operators and maps of the Department for Transport's 2004 Accessibility Indicators;

* Road Vehicles, including stock and first registrations, and vehicle crime;

* Road Traffic, including traffic and traffic speeds by region;

* Roads, including road lengths and road condition by region;

* Road Safety, including regional casualty figures for different types of road users;

* Freight, including road goods moved and lifted by origin and destination, and freight traffic at ports;

* Air, including passenger and freight movements by region;

* Other relevant data, including regional population, household numbers and economic data.

Further £7.5m allocated to tackle congestion

Nine areas across England will share £7.5 million to help them develop innovative plans to tackle local congestion and inform the debate on a national road pricing scheme, Transport Secretary Douglas Alexander announced today.

The money comes from the second round of an £18 million fund, set up in July 2005, awarding pump-priming in advance of the Transport Innovation Fund (TIF). The TIF money can be used to improve public transport, offering alternatives to car use and more choice for the travelling public.

Today's new funding will support local authorities who are developing proposals for local pilot road pricing projects. These will help inform discussion on a national road pricing scheme, providing experience on the ground and ideas about how road pricing technology will work.

Transport Secretary Douglas Alexander said:

"Congestion has significant costs to the economy and environment, causes delay and frustration or motorists and it is forecast to get steadily worse over the next ten years. We must act now.

"Road pricing has the potential to cut congestion by nearly half and we need to explore how well-designed schemes can help us with our congestion problems. We are clear that the first step on this path is helping local authorities to establish local pilots, which will inform our thinking on a national scheme. Today's announcement is another step along that path."

Six areas which received funding under the first round are being awarded further funds:

Cambridgeshire

Durham County Council (for Durham City)

Greater Manchester

Shropshire County Council (for Shrewsbury)

Tyne and Wear

West Midlands conurbation

In addition, three new areas bid successfully:

Nottingham, Derby and Leicester and the surrounding counties;

Reading;

Norfolk (for Norwich)

Douglas Alexander added:

"Today's announcement brings to ten the number of areas across England giving serious consideration to local road pricing schemes. I am delighted with the work that the first seven have done to date, and was pleased that so many more authorities showed they are willing to engage with us in finding real solutions to their congestion problems."

The Government will work closely with these authorities on this developmental work. The three new areas will be invited to join the Road Pricing Local Liaison Group. This group is responsible for developing a consistent approach to road pricing - looking at technical standards, design and scheme appraisal.

Destination Downing Street

To mark the introduction of the Concessionary Bus Travel Bill, No10 Downing Street became a scheduled bus destination for the day. Transport Secretary Douglas Alexander and Local Transport Minister Gillian Merron joined the Prime Minister to welcome a group of older and disabled people who arrived outside the famous front door by bus.

The guests represented a cross section of the 11 million older and disabled people in England who will be able to take advantage of free off-peak local bus travel in every area of the country, from April 2008.

The Prime Minister said:

"I am delighted to welcome people from all over the country to Downing Street this morning who will benefit from the new bus fares scheme. From 2008, disabled people and those 60 and over will be able to travel anywhere in England - not just within their local authority - for free, at off peak times.

"I know many people have pressed for this countrywide scheme - and it was good to have the chance to speak to people today about the difference it will make."

Douglas Alexander said:

"The extra £250 million the Government is investing in free bus travel will give even more freedom and independence to millions of older and disabled people."

The new National Concession will address the concerns of bus users who, until now, got free travel only within their own local authority area, or within Greater London for Londoners

Douglas Alexander added:

"Whether travelling locally, or when visiting other parts of the country, older and disabled people will have even greater access to vital services such as hospitals and shops, and will be able to stay in touch with friends and family".

At the reception, the group of older and disabled people also met the Government's Transport Spokesman in the House of Lords, Lord Davies of Oldham.

Modernising Operator Licensing: The way forward

The licensing system for operators of heavy goods vehicles and public service vehicles will be streamlined and modernised, Transport Minister Stephen Ladyman announced today.

The proposals follow a consultation process and form part of the Department for Transport's commitment to provide better regulation of the road haulage and passenger transport industries, outlined in the 'Future of Transport' White Paper.

Dr Ladyman said:

"I want to cut red tape for the road haulage and passenger transport industries whilst maintaining safety standards. These proposals will reduce administrative burdens associated with licensing and build upon efficiency improvements already made by the Vehicle and Operator Service Agency (VOSA)."

The changes include:

* a single traffic commissioner for operators based in more than one traffic area;

* a simplified fee structure with most licence fees being merged with the fee for annual roadworthiness tests;

* a commitment to abolish windscreen discs after the roll-out of new enforcement technology.

Overall these changes are expected to save the industries around £15 million a year.

Progress on the Future of Air Transport White Paper

Secretary of State for Transport Douglas Alexander today reported the progress made in implementing the policies and proposals set out in the Government's 2003 Future of Air Transport White Paper.

The White Paper set out a long-term strategy for the sustainable development of air travel to 2030, recognising the growing aspirations to travel and the economic benefits that it brings while tackling the environmental challenges.

The progress report reaffirms the Government's commitment to the strategy set out in the White Paper, that is, support for the development of the aviation sector across the UK, predominantly through making the best use of existing capacity, and ensuring where new capacity is required its provision is in line with our environmental obligations.

As part of this, the Department is today announcing a new mechanism to help inform decisions on major increases in aviation capacity. The 'emissions cost assessment' will consider whether the aviation sector is meeting its external climate change costs. The Government is expected to consult on the development of this assessment in the first half of 2007.

Mr Alexander said:

"There has been increasing awareness since the White Paper was published of the need to ensure that the aviation industry grows sustainably. The Government has also recognised this as a priority. The progress report confirms our intention that aviation should meet its climate change costs and should limit noise and pollution at airports across the country.

At the same time, we must ensure that the UK has the airport capacity it needs to enhance its economic performance."

Other achievements detailed in today's report include:

* Progress within Europe on including aviation in the EU emissions trading scheme.

* Royal Assent of the Civil Aviation Act, strengthening powers over the control of aircraft noise and local air quality.

* Industry progress in reducing the noise of the airline fleet and in addressing local air quality issues

* Improvements to passenger facilities at airports across the UK.

* Establishment of better dialogue between local communities and airport developers as a result of the publication, for the first time and after local consultation, of airport 'master plans'. These documents provide a basis for ensuring that measures to address noise, air quality, impacts on biodiversity and heritage, and issues of blight are properly considered, clearly set out and taken forward in an open and inclusive way.

* Launch of a Government scheme for offsetting all official flights.

The Government will also shortly be bringing forward proposals to make it simpler for air passengers to offset the carbon emissions arising from the flights that they take by setting out a government standard for how such schemes should operate.

Feedback on improvements

The survey also reveals the measures that help passengers feel more secure. People waiting for or traveling by bus for example, felt that locally monitored CCTV surveillance was the most reassuring form of security; while those who traveled by train felt that the presence of staff on the platform or collecting tickets on board the train made them feel more secure. In both cases, passengers said that the provision of Help Points, clear signage and improved lighting was particularly welcome.

Information about services and delays also improves people's comfort. Passengers felt that accurate, real-time information displays and public address systems help them feel more in control of their situation.

It is also worth noting that people often feel at their most vulnerable during the walk home from the bus or train - especially at night. So having local street maps, clear signage, taxi ranks or private hire operators with public premises nearby helps to reassure passengers, particularly when they are in unfamiliar locations.