Car Crash Impact and Wind Loading

Analysis and design optimisation have been carried out to find the best suitable design of the collapsible sign post which can minimize the possibility of injuring the passenger in the car during crash impact. The post also needs to be strong enough to withstand the wind load and self-weight. Many different design configurations were analysed and parametrical study was carried out. A couple of designs have been identified to be better in terms of minimizing the acceleration of the car during crash impact. This report discusses the modelling aspects of the finite element analysis and presents the results.

Regulatory approach to fatigue in car drivers and Current driving hours regulations

Current driving hours regulations do not meet evidence based critical factors
The expert group's evidence-based critical factors are similar to those identified by expert panels in the United States and Canada and when applied to assess the current prescriptive driving hours regime highlight deficiencies including:

• The maximum working (including driving) period in a day does not accommodate circadian patterns (time of day factors);
• The minimum rest periods do not account for cumulative fatigue issues and the variable length of break required for adequate sleep opportunity at different times of the day;
• The minimum rest periods do not accommodate the opportunity for night sleep;
• The short rest breaks are arbitrary and do not allow breaks to be taken when they may be of most benefit.
  

The expert group's recommendations present challenges for industry and regulators
The expert group's primary focus was on the scientific basis for any regulatory options but it was cognizant of operational, social and economic cost-benefit and compliance dimensions. It gave consideration to a range of factors like journey completion issues, queuing and slotting, availability of rest stations, cost burdens and ease of enforcement.

It was recognised that some of the proposals may create challenges for current operational practices but the expert group was equally clear that improvement and reduced risk is dependent on some of those practices changing to accommodate the state of knowledge about fatigue. The need for change is not limited to the driving task but must encompass the supply chain.

These design principles should be considered in developing prescriptive traditional driving hours regulation or other options such as performance based regulations and codes of practice. To illustrate how the design principles could be applied, an indicative model was prepared by the expert group. The expert group saw this as one way of progressing the better management of fatigue but anticipated there would be other ways of putting the principles into practice.

Whilst the process of developing regulatory options involves robust examination of many factors and inevitable pragmatic compromises, the design principles set out in this report are considered fundamental to improved outcomes.

Drink Driving Mental health and social support

All offenders reported experiencing a high level of mental health and social support at the time of the initial interview, as measured by the Mental Health Inventory, the Social Support Appraisals Scale and the Interpersonal Support Evaluation List. No difference was found between the UTL and Control groups on these measures.

Number of prior drink driving convictions was found to influence the level of support received from friends and others, and also the level of self-esteem support received. Offenders with prior drink driving convictions reported lower levels of social support in all instances.

The UTL program did not increase the level of mental health and social support experienced by offenders, relative to the amount of change seen in the Control group over the course of the study.

Knowledge

At the time of the first interview, offenders in the UTL group showed more accurate knowledge for alcohol and drink driving-related issues. However, over the 9 months between interviews, the knowledge of offenders in the UTL group did not improve to any greater extent compared to the knowledge of offenders in the Control group.

Travelling Speed and Risk of Crash Involvement Conclusions

In rural out of town areas, the risk of involvement in a casualty crash increases greater than exponentially with increasing free travel speed. Even travelling just 10 km/h faster than the average speed of other traffic was found to double the risk of crash involvement.

It was also found that small reductions in travelling speed in rural areas have the potential to greatly reduce casualty crashes in those areas; that illegal speeding is responsible for a significant proportion of rural crashes; and that reducing the maximum speed limit on undivided roads to 80 km/h could be expected to have a marked effect on casualty crash frequency.

We therefore recommend that:

1. The level of enforcement of speed limits in rural areas be increased.
2. The tolerance allowed in the enforcement of rural speed limits be reduced or eliminated.
3. All currently zoned 110 km/h undivided roads be rezoned to no more than 100 km/h.
4. Speed limits be reduced where current limits are considerably greater than average travelling speeds and where there are frequently occurring Advisory Speed signs.
5. After a period with stricter enforcement of rural area speed limits, consideration be given to changing the maximum speed limit to 80 km/h on all two lane rural roads, as is the practice on two lane rural roads in many States in the USA.
6. The level of public awareness of the risk of involvement in a casualty crash associated with speeding be increased with the aim of developing a culture of compliance with speed limits, and support for strict limits, similar to that which has developed in relation to compliance with blood alcohol limits during recent decades.
7. To assist with the preceding recommendation, we also recommend that the results of this study be widely publicised.

Society Attitudes to Road Safety Demographic Comparisons

The research clearly shows that age is the main predictor of how frequently drivers exceed the speed limit. However, while the tendency to exceed the speed limit continues to decline with age, the number of under 24 year olds saying they mostly or always do so has declined from 20% to 15% and is now at the same level as the 25-39 years age group.

Speed tends still to be referred to far more often than drink driving as the single main cause of road crashes, regardless of age. The one exception is those under 24 who mention speed and drink driving with similar frequency. Mentions of speed as one of three main crash factors has declined, reflecting a greater focus on the dangers of drink driving among this group.

However, more 15-24 year olds are now showing support for strict adherence to the limit in a 60 km/h zone, and while similar numbers support 65 km/h, the number tolerating 70 km/h in a 60 km/h zone has halved. Traditionally, tolerance of speeds in excess of 60 km/h could be seen to decline with age. In this survey speed tolerance is broadly similar across the 15-60 year group, then drops markedly, with 60% of those over 60 years favouring strict enforcement. A similar pattern emerges in relation to speed tolerance in 100 km/h zones.

While approval for RBT remains high across the age groups, over one in ten males aged 15-24 years disagree with it. This youngest age group continues to be the most inclined to feel that RBT levels have increased. Claimed exposure to RBT is highest among this age group, which is also the most inclined to say a BAC of .05 will affect their ability as a pedestrian. This youngest age group is most likely to say I dont drink if driving (48% compared with a national average of 37%), and remains the most interested in the use of self-operated breath testing machines. Some 22% of the 15-24 years age group (up from 14% in CAS 13) have used such a device in the past six months.

CAS 14 has shown an increasing awareness of fatigue as a key crash factor, among people under 40 years, from 36% in CAS 13 to 43%, against a national average of 33%.

Motorcycle rider age and risk of fatal injury - key findings

• Fatalities among riders aged 17 and over decreased by around 6 per cent between1991 and 2001 while over the same period fatalities among riders 40 years and over increased by 77 per cent.
• Fatalities among riders 40 years and over as a proportion of all rider fatalities, increased from 14 per cent in 1991 to 27 per cent in 2001.
• The popularity of motorcycling appears to be increasing significantly among the 40 years and over age group.
• Despite the significant increase in older rider fatalities, the risk of fatal injury to motorcycle riders per distance travelled is still significantly higher among younger riders.
• Motorcycle riders are around 29 times more likely to be fatally injured than operators of other vehicles travelling the same distance.

Evaluating and developing fleet safety in Australia

This project has reviewed developments in fleet and work-related road safety in Australia, particularly the following areas.

• The extent of the problem.
  
• Examples of best practice.
  
• Mechanisms for evaluation.
  
• Theoretical paradigms and future directions.
  

From this, the report achieves the following aims.

1. Identifies a range of societal, business, legal, and cost reasons to focus on fleet safety at the macro and microlevels.
2. Describes a wide range of government, insurer, and occupational health and safety (OHS)-led case studies.
3. Develops an approach to fleet safety evaluation based on a range of proactive and reactive, or lead and lag keyperformance indicators (KPIs) on crash rates, costs, and qualitative process issues.
4. Identifies an apparent lack of fleet safety theory, and then describes several more general safety theories andframeworks, including the Surveillance Model, the Haddon Matrix and Organisational Culture-based approaches.
5. Synthesises the above to develop a best practice process model for fleet safety and recommend future work.

Appropriateness of valuing leisure travel time savings

Appropriateness of valuing leisure travel time savings

The analysis of speed limit changes on rural freeways and divided roads included scenarios where leisure trip travel time was valued at zero, for comparison with the results where it was valued in the same way as trips in cars for other private purposes.

There is a view that on some trips, the travel time saving per trip travelled at a higher speed is so small that the benefit cannot be perceived by vehicle occupants and hence has zero value. In rural areas, trip distances are typically longer than in urban areas and travel time savings per trip are potentially substantial if travelling at a higher speed. A DOTARS analysis showed that 41 minutes per trip could be saved on a 700 km rural section of the Hume Highway if travelling at 130 km/h on the better one-third of road and 120 km/h on the remainder, compared with travelling at 110 km/h over its whole length. It is likely that vehicle occupants would perceive travel time savings of this magnitude over long rural trips and would place value on the time savings.

Another issue arising in the valuation of travel time savings on rural roads is the desirability of consistency in the valuation of leisure time in the travel time costs and in the road trauma costs. The ‘human capital’ crash cost estimates do not include any value for leisure time forgone by crash victims. For consistency reasons, it could be argued that when the human capital cost estimates are used, the leisure trip travel time savings should be valued at zero. This variation on the base scenario analyses for rural freeways and rural divided roads was presented for this reason (Table 2).

‘Willingness to pay’ valuations of road trauma

There has been considerable attention given in the USA to valuing road trauma costs as comprehensively as possible, especially including values for lost quality of life in the case of killed and incapacitated crash victims. A leading US transport safety economist, Ted Miller, has argued that comprehensive crash costs, otherwise known as ‘willingness to pay’ values, should be used in benefit-cost analysis. This is because ‘willingness to pay’ values reflect society’s consumer preferences when it comes to decisions about road safety initiatives.

Miller (1996) has also suggested that ‘it seems essential to use compatible values of life and travel time in transport investment analyses’. Since the travel time values normally used for transport decisions reflect consumer preferences, this implies that ‘willingness to pay’ values of road trauma should be used when travel time savings are valued.

Reflecting this argument, the analysis in this study includes variations on the base scenarios for rural freeways and rural divided roads in which ‘willingness to pay’ values are used (Table 2). Travel time for all purposes of trip (including leisure trips) is valued in these analyses. It is suggested that this is technically the correct combination of valuations of these two important impacts of the speed limit changes analysed in this study.

On the basis of these valuations, the optimum speed on the rural freeways is 120 km/h for cars and light commercial vehicles and 95 km/h for trucks. If these speeds were to become the speed limits for each type of vehicle, respectively, there would be a net saving of $1.36 million per annum per 100 km of rural freeway. There would be a travel time saving of 4.5 minutes per car, but an increase of 3.2 minutes per truck, and there would be an additional 0.6 fatal crashes per year per 100 km of freeway.

On rural divided roads, the optimum speed is 110 km/h for cars and light commercial vehicles and 90 km/h for trucks, if ‘willingness to pay’ valuations of road trauma are used. If the truck optimum was to become their speed limit (but no change in limit for cars), the total impact would be a saving of $864,000 per annum per 100 km of divided road. There would be no travel time saving for cars, but an increase of 6.7 minutes per truck, and there would be a reduction of 0.3 fatal crashes per year per 100 km of divided road.

If speed limits on each class of rural road (including rural undivided roads) were to be moved closer to the optimum speeds, there could be a substantial net gain in total economic costs across the road network (and perhaps even a net reduction in crash costs). This is because a large proportion of rural road travel (and an even larger proportion of rural crashes) is on undivided roads. A reduction in crash costs may result because, although speed limits for cars would increase on freeways, their limits would decrease or remain the same on other roads, and truck speed limits would decrease on all roads, especially the undivided roads with higher crash rates. However, reliable data on rural traffic levels using each of the four classes of road analysed in this study was not available to calculate the total economic impacts across the rural road network.

Key facts for new drivers

Learning a new skill

Think about this: learning to drive is like learning to play a sport – for example, tennis.

First, you develop an interest and find out the requirements to play the game (how old must you be to drive, who can teach you, what the basic rules are, etc.).

• You find a good coach (the driving instructor) and someone to practise with (your parent or older friend).
  
• You learn the basic skills (steering, braking, turning etc.) and practise at the local level.
  
• As you improve, you begin to realise there is more to it than you first thought. You need to learn how to position yourself to have time and space to react to opposition players; how to anticipate what other players may do; and how to cope with different playing surfaces and conditions. (You practise driving on different roads and at different times and in different conditions).
• After lots of lessons and practice you are ready for greater challenges (freeways, night time driving, wet weather).
  
• Eventually, after even more practice, you no longer need either your coach or your practice partner. (You gain your P licence).
  
• If your skills begin to slip, for example, your backhand or overhead lob (reversing, changing lanes), you take another couple of lessons.
  

Ask yourself this:

Can you become good at tennis without practising?

If you described the game of tennis would you say it's only about the way you use the racquet?

Would you take up tennis and then compete in a big tournament after only a couple of lessons?

How much practice is enough when learning to drive?

Driving is more difficult than it first looks.

There is more to it than just handling the vehicle's controls and manoeuvring the car in and around the roads. (These are called the physical skills of driving).

There are a lot of decisions to be made while driving like ‘Who has right of way here? Can I turn left from this lane?’ and using the road rules. (These are called the cognitive or thinking skills of driving).

At the same time, you must look out for and manage unexpected hazards – such as other road users and changing weather conditions. (These are called perceptual or detection skills)

It takes a long time to put all these skills together and be a good driver.

In fact, most road safety experts warn that you will need at least 120 hours of driving practice.

That sounds like a lot, but it is not that difficult to build up to this number of hours.

Most young people have their learner licence for at least a year, and practising 2–3 hours a week is achievable.

Every time you are in the car you should be behind the steering wheel! Even short trips to school, work or sport can quickly add up to become lots of experience.

It is important that over the learner period every possible type of driving experience is practised. The support – and extra set of eyes – that your supervisor can give during practice drives is invaluable.

Make sure that the first time you come up against a difficult driving situation isn't when you are in the car on your own after gaining your 'P' licence.

Deaths and serious injuries among female motorcyclists

Deaths and serious injuries among female motorcyclists

Motorcyclists are a relatively vulnerable road user group. They have less protection and a higher risk of serious injury in the event of a crash than vehicle occupants. ATSB discussions with motorcycle organisations suggested that the number of female motorcyclists is increasing. Any change in the pattern of road use has implications for road safety.

Prevalence of serious casualties among motorcyclists

Motorcycle riders and pillions constitute around 10 to 13 per cent of all road deaths each year. In 2003, there were 1,625 road deaths, of which 188 (11.6 per cent) were motorcyclists.

In 2003, 16 female motorcyclists were killed, accounting for 8.5 per cent of all motorcyclist deaths and around one per cent of all road deaths (Table 1). From 1999 to 2003, between 38 and 53 per cent of female motorcyclist deaths were pillion passengers. Pillion passenger deaths accounted for between one and four per cent of male motorcyclist deaths during the same period.

Motorcyclists account for 18 to 20 per cent of all people seriously injured on the roads each year. In the 200102 financial year, the latest 12-month period for which data are available, there were 22,775 people seriously injured, of whom 4,486 were motorcyclists (Table 2).

In the 200102 financial year, 355 female motorcyclists were seriously injured, accounting for 7.9 per cent of all motorcyclists seriously injuried and around 1.6 per cent of all people seriously injured on the road.

Trends in serious female motorcyclist casualties

The relatively small numbers and large fluctuations from year to year mean there is no statistically significant trend in female motorcyclist deaths (Figure 1).

Serious injury data may provide a better trend measure as larger numbers are involved. Serious injury data were only available for three financial years. Caution should be used in interpreting the data as three years are not sufficient to determine a statistically reliable trend.

The data provide no clear indication that the numbers of female motorcyclists seriously injuried are increasing. The number of seriously injured female motorcyclists increased from 313 in the 19992000 financial year to 352 in 200001; followed by an increase of three in 200102 to 355 (Figure 2).

The popularity of motorcycling among females

As no suitable national data are available to illustrate the popularity of motorcycling among females, motorcycle licence data from the NSW Roads and Traffic Authority (RTA) have been used. NSW licence data were chosen as NSW is the most populous state. Underlying the use of these data is the assumption that licence patterns in NSW are indicative of the rest of Australia.

In 2003, females comprised 9.6 per cent of all licenced motorcycle riders in NSW. The number of licenced female motorcycle riders in NSW increased from 35,804 in 1999 to 38,569 in 2003, an increase of 7.7 per cent (Table 3). The total number of licenced motorcycle riders increased by 4.3 per cent over the same period.

Table 3: Licenced motorcycle riders by gender, New South Wales

Year Female Male Total

1999 35,804 347,495 383,858
2000 36,920 353,664 391,179
2001 37,728 357,135 395,493
2002 39,223 365,050 404,924
2003 38,569 361,160 400,370

Per cent increase

19992003 7.7 3.9 4.3

Road Deaths Australia, Monthly Bulletin; March 2008

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

• There was a total of 137 road deaths in March 2008.
  - this is a 8.7 per cent decrease from the March 2007 figure.
• There have been 359 road deaths in 2008 to the end of March.
  - this is an 11.1 per cent decrease from the same 3 month period in 2007.

Injury of Aboriginal and Torres Strait Islander People due to transport, 2001-02 to 2005-06

This report looks at the death and serious injury of Indigenous persons in Australia due to transport accidents in the five-year period 2001-02 to 2005-06. It focuses on the four jurisdictions of the Northern Territory, Western Australia, South Australia and Queensland and examines variables such as mode of transport, gender, age group and remoteness from an urban centre.

Fumes event - en-route from Sydney to Albury, New South Wales, VH-RXX, Saab AB 340B

On 5 August 2007 at 1407 Eastern Standard Time, a Saab Aircraft AB 340B, registered VH-RXX, was being operated on a scheduled passenger service from Sydney to Albury, NSW. It was the aircraft's first flight of the day and the first flight after a routine compressor wash carried out on the engines.

An odour, which had been apparent inside the aircraft during the preflight procedure and taxi, and which was described as 'similar to curry', became much stronger from just before rotation until about two minutes after takeoff. Believing the fumes were caused by compressor wash fluid and would dissipate, the flight crew elected to continue the flight.

The manufacturer of the compressor wash fluid confirmed that, when heated, it would produce an odour similar to curry.

The operator reported that their compressor wash procedure had been followed, and was unable to explain the subsequent ingress of fumes to the cockpit and cabin of the aircraft.

Transport Department function

The Transport Department functions under the provisions of section 213 of the Motor Vehicle Act, 1988. The Transport Department is primarily established for enforcement of the provisions of the Motor Vehicle Act, 1988, Andhra Pradesh Motor Vehicles Taxation Act, 1963 and the rules framed there under. Of various types of transport facilities available road transport plays a unique role as the best mode of transport for relatively short distances connecting the rural areas with towns and cities for which other modes of transport are not readily suited. In this regard, the Transport Department of Andhra Pradesh assists other organizations in the development of transport facilities and endeavors to provide an efficient, adequate and economic transport service for the movement of passengers and goods by road.

In discharging statutory functions, the department has shaped up as one of the major revenue earning departments to the Government in the shape of taxes on motor vehicles.

Vehicle Transport Fitness Certificate

It is mandatory that all the transport vehicles (commercial) have valid fitness certificate. Absence of certificate of fitness affects the validity of registration of vehicle apart from constituting an offence for violation of conditions of road permit attached to vehicle.

A fitness certificate issued shall remain valid for two years in case of newly registered vehicle and one year for other kind of vehicles.

On expiry of validity, application for renewal has to be submitted tendering the requisite fee, in which case vehicle is to be produced for inspection and verification by Motor Vehicle Inspector before granting renewal of Certificate of Fitness.

An application for Fitness Certificate has to be submitted in Form CFA accompanied by the following :

• Registration Certificate.
• Insurance Certificate.
• Permit.
• Emission Certificate.
• Valid Tax.

Benefit of Railroad Transport

In addition to cost competitiveness and efficiency, freight railroads offer huge public benefits.
First, they have major advantages in energy efficiency over other modes. On average, railroads are three times more fuel efficient than trucks, and railroad fuel efficiency is improving all the time. In 1980, U.S. railroads moved a ton of freight an average of 235 miles per gallon of fuel. In 2002, the comparable figure was 404 miles, a 72 percent increase.

Second, railroads are environmentally friendly. The U.S. Environmental Protection Agency (EPA) estimates that for every ton-mile, a typical truck emits roughly three times more nitrogen oxides and particulates than a locomotive. Other studies suggest trucks emit six to 12 times more pollutants per ton-mile than do railroads, depending on the pollutant measured. Railroads also have a clear advantage in terms of greenhouse gas emissions. According to the EPA, railroads account for just 9 percent of total transportation-related NOx emissions and 4 percent of transportation-related particulate emissions, even though they account for 42 percent of the nation's intercity freight ton-miles.
Third, freight railroads significantly alleviate highway congestion. A single intermodal train takes up to 280 trucks (equivalent to more than 1,100 cars) off our highways; a train carrying other types of freight takes up to 500 trucks off our highways. Overcrowded highways act as an "inefficiency tax" on our economy, seriously constraining economic growth. Freight railroads help relieve this restriction by reducing gridlock, enhancing mobility, and reducing the pressure to build costly new highways.
Fourth, railroads have major safety advantages over other modes. For example, railroads are the safest way to transport hazardous materials. Railroads and trucks carry roughly equal hazmat ton-mileage, but trucks have nearly 16 times more hazmat releases than railroads.

Check seats

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

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

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

Strong Safety Belt Laws Can Make a Difference

• There are two types of safety belt laws: primary and secondary. A primary safety belt law allows a law enforcement officer to stop a vehicle and issue a citation when the officer simply observes an unbelted driver or passenger. A secondary safety belt law means that a citation for not wearing a safety belt can only be written after the officer stops the vehicle for another infraction.

• Primary safety belt laws are much more effective in increasing safety belt use, because people are more likely to buckle up when there is the perceived risk of receiving a citation for not doing so.19 In 2003, the average safety belt use rate in States with primary enforcement laws was 11 percentage points higher than in States without primary enforcement laws.

• Most teens support primary enforcement safety belt laws. In 2003, a nationwide survey was conducted to determine attitudes regarding primary enforcement safety belt laws. Of those young people 16 to 20 years of age who were surveyed, 64 percent voiced their support for primary enforcement laws.

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.

School Activity Trip

• What are your current Federal/State/local regulations/policies/guidelines concerning the types of buses to be used for school activity trips?

• Read, understand and follow any applicable regulations, policies or guidelines.

• How long is the trip in terms of hours? Will the driver be able to complete the trip within a normal workday (no more than 10 hours of driving or 15 hours of duty, including any non-driving responsibilities)? Will you need to arrange for relief drivers at locations along the trip?If a trip is interstate commercial carriers are typically more familiar with shuttling drivers for longer distances.

• Will the trip require students to have baggage or equipment? Where will this baggage be stored during the trip? [It should not be kept in the aisles or stacked in empty seats -- both of those practices are unsafe.]Many school buses have no external storage capacity. Motorcoaches generally have larger storage capacities for luggage and equipment than school buses. External storage capacity may, or may not, be better than transporting luggage or equipment in a separate vehicle.

• Is the trip of such a time length that plans need to be made for rest stops and meal stops? What is the range of motorcoaches and school buses? Will the bus have to refuel en route? Are safe/clean facilities available along the planned route for rest stops?Many motorcoaches are equipped with rest room facilities that can be used while the vehicle is in operation. School buses do not have such facilities.In either type of vehicle, plans for meal stops may have to be considered. If a meal stop is necessary, passengers could use available rest room facilities, and school buses could also be refueled.

Check suspension components

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

• Springs are cracked, broken or missing;

• Air bags leak or sag;

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

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

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

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

Many Organizations Support Strong Safety Belt Laws for Teens

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

• Students Against Destructive Decisions
• Substance Abuse and Mental Health Services Administration
• Think First Foundation
• United National Indian Tribal Youth
• U. S. Department of Education
• U. S. Department of Health and Human Services
• U. S. Department of Justice.
• Youth of Virginia Speak Out About Traffic Safety
  
• YMCA of the United States of America

Check seat belts

• Any seat belt or attaching point is loose, cracked or has missing fasteners;

• Any retractor, buckle or adjustment device is inoperative;

• Webbing is cut, burnt, tied in a knot, frayed, stretched, severely deteriorated or has broken stitching.

• Seat belts are not fitted in accordance with the table below.

Visuall inspect remote filled internally mounted containers

• The compartment housing the container and its fittings, or the sub-compartment has electrical equipment other than the wiring connecting the contents gauge;

• wiring is not insulated or secured at interval of not more than 600mm;

• any conduit containing the piping and hoses which pass through an enclosed area of the vehicle is missing or damaged so that it allows venting to the inside of the vehicle;

• the clamps for the conduit connections are missing or loose;

• there are holes in the conduit through which wiring can be passed;

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.

Smart Roadside for Commercial Vehicles Operations

As part of the CVISN Deployment Program and other FMCSA initiatives, new roadside technologies/concepts of operations (e.g. wireless truck and bus inspections, hazardous material operational test, untethered trailer tracking, and vehicle-infrastructure communications) are being explored. Further, numerous non-FMCSA (e.g. Electronic Freight Manifest) and private sector initiatives will impact the adoption and use of onboard and vehicle-infrastructure technology by commercial vehicle operators. All of these efforts are anticipated to enhance some aspect of roadside operations, but greater integration and coordination, along with additional technology process changes, are required for the benefits to be fully realized. As such, FMCSA is developing the Smart Roadside for Commercial Vehicle Operations (CVO) project to integrate appropriate roadside and in-vehicle systems into a data sharing network.

The overall goal of Smart Roadside for CVO projects is to reduce crashes and provide faster crash scene management, provide more efficient and effective trips and operations, reduce infrastructure costs, and reduce congestion and delays. The project will facilitate changes in the way that commercial drivers, carriers, and public sector enforcement and operations personnel manage the safety, security, and mobility of trucks and buses on the nation highway system. The project will also integrate existing and emerging technologies, link CVO systems to other types of Intelligent Transportation Systems (ITS) and information technology investments, and create an information-rich roadside transportation system, where ITS provides critical information for users and managers of the system in a variety of formats and across a wide range of users.

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

Problems Identifying Motor Carriers

In many cases, the company name and USDOT Number on the driver's side of the vehicle identifies the motor carrier responsible for the safe transportation of the goods or persons. However, practices common in the industry such as leasing of a vehicle or being an agent of another carrier can create situations that complicate identification. As a result, it is often difficult for officers to record the proper motor carrier. For example, what should be recorded when there are multiple names and/or multiple USDOT numbers? Or, no information at all

Motor Carrier

The business entity, individual, partnership, corporation, or religious organization responsible for the transportation of the goods, property or people. A motor carrier is the legal entity that directs and controls the operation of one or more commercial vehicles. A motor carrier can be a trucking company, a bus company or any entity that uses vehicles for commercial purposes.

• Motor carrier companies are either for hire or private

• Motor carriers are either Intrastate or Interstate 

Some of your actions may limit your mover's liability

• Packing perishable, dangerous or hazardous materials in your household goods without your mover's knowledge.

• Packing your own boxes. You may consider packing your own household goods articles to reduce your costs, but if the articles you pack are damaged, it may be more difficult to establish your claim against the mover for the boxes you pack.

• Choosing Released Value coverage when your household goods are valued at more than 60 cents per pound per article.

• Failing to notify your mover in writing about articles of extraordinary value.

Onboard Monitoring – FOT

Based on the results of the “Onboard Monitoring to Improve Commercial Motor Vehicle Safety” effort, this FOT will involve approximately 20 instrumented vehicles and approximately 40 drivers to determine whether onboard monitoring and feedback (real-time and delayed) can improve commercial motor vehicle driver performance and safety. It is envisioned that the technology suite will provide driver performance feedback on a number of critical safety factors including hours of service, lane keeping, steering and pedal inputs, safety belt usage, following distance, turn signal use, and hard braking and hard steering events.

Evaluation of Tire Pressure Monitoring Systems

The goals of this project include gaining a better understanding of the effectiveness of tire pressure monitoring systems when used in the real world, thoroughly documenting the cost/benefits, and encouraging the development and deployment of these systems by convincing carriers that they have the potential to enhance the safety of their fleets, streamline operations, and have a reasonable payback period. This project will:

• update and expand upon FMCSA past market research study of tire inflation maintenance and management products,

• design and conduct an FOT of these technologies, and

• conduct a symposium and public meeting on tires for heavy highway vehicles.

Check engine and driveline

• Engine and driveline mounts or driveline components are loose, cracked, broken or are missing components or fasteners;

• Any universal joint or securing bolts are loose or missing;

• Engine and transmission controls are inoperative;

• A vehicle fitted with automatic transmission is capable of being started when the transmission control is in a position to drive the vehicle;

• A vehicle fitted with automatic transmission does not have, in the driver’s compartment, an indicator showing the transmission control position (where applicable);

• Seals on covers between the engine and the passenger compartment are missing, distorted or damaged in a way that allows fumes to enter the passenger compartment;

• Engine emits excessive smoke for at least 10 seconds continually at or near the discharge end of the exhaust pipe;

• Emission control equipment is missing or inoperative;

Some of your actions may limit your mover's liability

• Packing perishable, dangerous or hazardous materials in your household goods without your mover's knowledge.

• Packing your own boxes. You may consider packing your own household goods articles to reduce your costs, but if the articles you pack are damaged, it may be more difficult to establish your claim against the mover for the boxes you pack.

• Choosing Released Value coverage when your household goods are valued at more than 60 cents per pound per article.

• Failing to notify your mover in writing about articles of extraordinary value.

• These checks require the assistance of a person to operate the vehicle controls.

• Use chocks to prevent accidental movement of the vehicle.

• Observe manufacturer's shut-down instructions before switching off the engine (e.g. to avoid turbo-charger damage).

Checks and reasons for rejection

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

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

• 420 kPa (60psi) for ADR 35 vehicles
  
• 350 kPa (50psi) for pre-ADR 35 vehicles

Roads

The total length of roads in KwaZulu-Natal is 25,600 km. This includes 1,147 km of the road network in the eThekwini Metro area and 1,138 km of national routes. 6,656 km are surfaced and 18,943 km are gravel.

The main national routes are the N3 (Durban to Gauteng), N2 South (Durban to Kokstad) and the N2 North (Durban to Pongola). The N3 to Gauteng is the busiest road freight corridor in South Africa, carrying a volume of over 1.5 million vehicles per year on the Durban to Pietermaritzburg section. The authorities charged with the maintenance of provincial roads face the continual challenge of maintaining the condition of roads with limited funds, in spite of increasing usage.

The combined effect of national policies of deregulation of road transport, commercialisation of rail, increased legal axle-mass loads and gross combination mass of heavy vehicles has resulted in a continual shift of cargo from rail to road transport. This results in an increase in road damage, accidents, congestion and gas emissions.
The situation is aggravated by endemic overloading of heavy vehicles which, though better controlled in KZN than the rest of the country, has negative consequences for the life of the roads in the province.

The cumulative effects of increasing road usage and accumulated deficits in the funding of road maintenance are felt by all road users in terms of increased vehicle operating costs. The deteriorating condition of roads in KwaZulu-Natal is a cause for grave concern as it contributes to rising costs, inflation and increasing accident rates. It is noteworthy that the Department has in recent years, placed considerable emphasis on the development of roads in remote rural areas and is in the process of upgrading several major provincial roads such as the P700 route to Ulundi and the P496 John Ross Highway from Empangeni to Richards Bay .

It will in the near future be critically necessary to reassess the provision of road infrastructure between the N3 corridor and the Port of Durban as increasing congestion and delays are having a negative impact on the efficiency of the logistics system surrounding the port.

Advanced Lubricant Technology

Low Friction Engine & Drive Train Lubricants commonly known as synthetic engine oil and synthetic transmission & drive train lubricants, these synthetic products can improve fuel efficiency by as much as 3% by reducing friction between parts. Synthetic lubricants are designed to withstand the extreme pressures of the engine, transmission and drive train better than traditional oils. In addition to increased fuel efficiency, synthetic engine lubricants reduce wear and increase maintenance intervals.

Check exhaust system

• component of the exhaust system is not securely mounted;

• The exhaust system contacts any unrelated part of the vehicle;

• Exhaust pipe outlet is not rearward of all rear passenger doors or sleeper compartment;

• There is any leak in the exhaust system (excluding manufacturers’ drain holes in the mufflers);

• catalytic converter is missing, bypassed or has a missing heat shield.

Check headlight aim using a headlight tester

• the aim of the headlight is adjusted such that, when on high beam and measured at an effective distance of 8m, the projected centre of the beam is to the right of the headlight centre and/or is above the headlight centre;

• when measured at an effective distance of 8m, any part of the top edge of the high intensity portion of the low beam pattern is above and to the right of the centreline of the headlight;

• the headlight high beam indicator light is not operating

Check electrical equipment

1. Electrical wiring or connectors are corroded, damaged, bare live wires (except earth wire) or hanging loose in a way that could allow it to be damaged;
2. Electrical wiring is located where it can:
   
• become exposed to excessive heat;
• come into contact with moving parts;
• come near a fuel system to cause a fire hazard.

1. Batteries are not securely mounted, leak or are situated in an occupant space.

Check tyres

1. wear indicators are built into most tyres to indicate when tread depth reaches about 1.5mm. The depth of the tyre tread above these indicators is not included in the assessment of tread depth around the circumference of a tyre.
2. In effect, these requirements allow a tyre to be worn to less than 1.5mm tread depth on its edges, provided that at least 75% of the remaining width of the tyre has a minimum tread depth of 1.5mm around the whole circumference.
3. The overall diameter of dual tyres on the same side of an axle is not matched within 25 mm;
4. A tyre (including sidewalls) has deep cuts, chunking, bumps, bulges, exposed cords or other signs of carcass failure;
5. A tyre has been regrooved (except where indicated on the side wall that the tyres are suitable for regrooving);
6. When in the straight ahead position, the wheels and tyres and fittings (wheel nuts, grease caps etc) of any vehicle project beyond the extreme width of the mudguards or exceed the maximum width of a vehicle;
7. Any tyre is not of a type constructed for unrestricted road use;
8. Any retreaded or remoulded tyre is not marked with the words "RETREAD" or "REMOULD", and where speed limited the words "MAX. SPEED XX KM/H" or "SPEED LIMITED TO XX KM/H". (XX means the max speed i.e. 125km/h);
9. A tyre fitted to a vehicle with a GVM of more than 4.5 tonnes is not suitable for road use at:

Check steering components under the bonnet and under the vehicle

1. Any steering component is missing, cracked or broken;
2. Any threaded or tapered joint is loose;
3. Any freeplay due to wear in a balljoint exceeds manufacturer’s specifications. Where these are not known or are no longer appropriate, the freeplay exceeds 3mm;
4. Any steering component can be seen to have been repaired or modified by heating or welding;

Check fifth wheels/turntables

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

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

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

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

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

• There is movement between the fixed mounting components;

• is more than 5 mm horizontal movement between:

Safety Belt Enforcement Programs

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

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

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

• Many jurisdictions in the United States have adopted Graduated Driver Licensing (GDL), a system designed to delay full licensure while allowing beginners to obtain their initial experience under lower-risk conditions. There are three stages: a minimum supervised learner's period, an intermediate license, and a full-privilege driver's license after successful completion of the first two stages. A strong GDL system will include education and enforcement of safety belt laws. For example, in North Carolina, the GDL law includes a provision for violations of GDL restrictions that includes safety belt infractions; a conviction extends the interim licensing period for six months from the time of the violation.

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.”

Visually inspect fuel lines, joints and connections Reasons for rejection

1. where the vehicle body or chassis members do not provide protection for fuel lines under the vehicle, the piping is not shielded or encased in a protective sleeve;
2. the sleeving of any fuel line routed under the vehicle is damaged such that the fuel line is exposed;
3. any supporting clips (required to be spaced at intervals of 600mm) are missing or do not provide effective support to the fuel line;
4. any provision has been made to allow use of the gas fuel for purposes other than as automotive fuel.

Visually inspect the LPG/NGV or CNG container

1. The container is removable without the use of tools from any vehicle other than those specified below:
2. fork lift trucks;
3. vehicles which do not use LPG/NGV or CNG as a means of propulsion;
4. diesel engine enhancement systems;
   

1. The container has:

• advanced corrosion or fire damage;
• cuts or dents which penetrate the surface of the container;
• any dent on the container which is deeper than 10% of the width of the dent, or which is located on a weld and exceeds 6.5mm in depth;
• any dent or crease on the container which is longer than 75mm;
  

1. the statutory life of the container has expired.

NOTE: It is a statutory requirement for an LPG/NGV/CNG container to be checked for continued service life:

• LPG every ten years
• NGV steel containers every five years
• CNG steel containers every five years
• fibreglass reinforced plastic (frp) containers every three years
  

1. the boot lid torsion bars, coil springs or hinges contact the container;
2. the container and its surface mounted fittings are not protected from damage by vehicle component (e.g. tail shaft) failure;
3. where mounted within a cargo space the container is not protected from impact from cargo or other objects carried in that area, i.e. it is not installed within an enclosed protective compartment;
4. the container or its gas carrying components are located within 150mm of a heat source and there is no heat shield;
   

NOTE: This may be reduced to 40mm if the shield is more than 15mm from a gas carrying component.

1. the container is incorrectly aligned so that it impedes access to the container service valve;
2. the container is incorrectly aligned so that it impairs the operation of the ullage valve or the automatic fill limiter (AFL);
3. Where containers installed on or after 1 July 1988 have a wall thickness marked to be less than 2.2mm:
   

• the container is not installed within a protective compartment;
• the container is located less than 75mm from the side panels of the vehicle;
• the container is not marked "This vessel shall be installed within a compartment inside the vehicle".

Check trailer brakes and breakaway protection

1. For trailers with a gross trailer mass (GTM) in excess of 2 tonnes, the trailer service brakes do not operate immediately the trailer service hose coupling or connection is disconnected from the towing vehicle and do not remain fully applied for at least 15 minutes;
2. A truck trailer interconnecting flexible hose and coupling is not properly mated or secured;
3. For trailers with a GTM in excess of 2 tonnes the trailer brakes are not capable of being applied and released from the normal driving position;
4. Any trailer having brakes which are air or vacuum assisted is not fitted with a reservoir that is protected by a check valve;
5. Any trailer having brakes which are air or vacuum assisted is not built to provide a visible or audible warning to the driver of the towing vehicle, while the driver is in a normal driving position, of a lack of air or vacuum.

Check vacuum assisted brake system integrity

• With vacuum depleted from the system and with moderate steady force applied, the brake pedal does not travel towards the floor when the engine is started;

• If the vehicle is fitted with a low vacuum indicator, the indicator does not activate at a vacuum level of 25 kPa or more;

• With the engine stopped, one application of the service brake with a moderate pedal force results in the low vacuum indicator coming on;

• If a trailer is connected to the motor vehicle, the trailer vacuum brakes cannot be applied from the normal driving position;

• A brake pedal that is held depressed while the engine is running, tends to rise when the engine is stopped;

• Vehicle is not fitted with at least one vacuum storage reservoir or tank;

• reservoir or tank for vacuum is not protected by a check valve;

• Vacuum is not available as soon as the engine starts, or build up time to reach the low vacuum mark (to deactivate the warning device) is longer than 30 seconds;

• Time taken for vacuum to reach normal working level when the vacuum reserve is fully depleted is longer than 60 seconds;

• The vacuum warning device (if fitted) does not deactivate when the low mark is reached;

• The loss of vacuum from its maximum indicated level exceeds 125mm Hg in 10 minutes when the engine is stopped;

• With the engine stopped and vacuum at its maximum indicated level, the vacuum gauge reading does not fall progressively with every application of the service brake;

• the engine stopped, there is insufficient level of vacuum to allow at least two assisted service brake applications.

Check noise emissions

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

Reasons for rejection

1. Any noise reducing or absorbing equipment is missing.

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

Check mirrors

Reasons for rejection:

1. Any reflective surface of a compulsory rear view mirror:

• has a missing section;
• is cracked;
• is deteriorated;
• is obscured;
• where fitted to the right side, does not have a flat surface of at least 150cm2 (it may also incorporate a curved portion).
  

1. Mirrors are not securely mounted or missing;
2. Any compulsory left side mirror does not have a reflecting surface of at least 150 cm2;
3. 3. Any compulsory mirror does not provide a clear view of the road to the rear of the vehicle.

Check seats

Reasons for rejection

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

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

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

Check exterior body panels and fittings

Reasons for rejection

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

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

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

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

NOTE: This height must not be more than 230 mm, or 300 mm for a tipper type of vehicle.

• Any motor vehicle which is 2.2 m or more in width and fitted with a body which is less than 300 mm in height at the rear, measured from the lowest point of the body above the ground to the highest point, does not have the rear face of any rear mudguards silver or white in colour;

• The rear coaming of any vehicle described in above is not silver or white in colour for a depth of 75 mm or more;

NOTE: Rule (d) and (e) do not apply when a vehicle is correctly fitted with rear marking plates.

• Any aftermarket fitting attached to the exterior of the vehicle that could cause injury to a person coming into contact with that part of the vehicle.

Check steering components under the bonnet and under the vehicle

• Any steering component is missing, cracked or broken;

• Any threaded or tapered joint is loose;

• Any freeplay due to wear in a balljoint exceeds manufacturer’s specifications. Where these are not known or are no longer appropriate, the freeplay exceeds 3mm;

• Any steering component can be seen to have been repaired or modified by heating or welding;

NOTE: Except where an original component has been fitted by the manufacturer or repairs have been conducted to manufacturer’s specifications.

Any nut, bolt or locking device is missing or insecure;

• The pitman arm is loose on the steering output shaft;

• The steering system is not designed to transmit energy by mechanical means only. (Power assisted steering systems are acceptable.);

• The power steering pump has loose mounting bolts or cracked or broken mounting brackets, braces or adaptors, or is inoperative;\

• Power steering pump pulleys are cracked, broken or loose;

• Power steering pump belts are loose, cracked through to reinforcing plies, extensively frayed or missing drive sections;

• Integral power steering assemblies or power assist cylinders leak more than one (1) drop every 30 seconds;

Many Organizations Support Strong Safety Belt Laws for Teens

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

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

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.”

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.

Onboard Monitoring – FOT

Based on the results of the “Onboard Monitoring to Improve Commercial Motor Vehicle Safety” effort, this FOT will involve approximately 20 instrumented vehicles and approximately 40 drivers to determine whether onboard monitoring and feedback (real-time and delayed) can improve commercial motor vehicle driver performance and safety. It is envisioned that the technology suite will provide driver performance feedback on a number of critical safety factors including hours of service, lane keeping, steering and pedal inputs, safety belt usage, following distance, turn signal use, and hard braking and hard steering events.

Do Not Commit Following Offences

Do not commit the following offences, otherwise an endorsement shall be made on your License besides other legal actions which may be taken against you.

Part – A:

• Diving recklessly or dangerously.

• Driving while under the influence of drinks or drugs.

• Taking part in an unauthorised race or trial of speed.

• Driving when disqualified.

• Obtaining or applying for a license without giving particulars for endorsement.

• Failing to stop on the occurrence of an accident.

• Altering a license or using an illegally altered license.

• Any office punishable with imprisonment in the commission of which the vehicle was used.

Part – B:

• Driving without a license, or without a valid license or with a license not applicable to the vehicle driven.

• Allowing your license to be used by another person.

• Driving at excessive speed.

• Driving when mentally or physically unfit to drive.

• Refusing or failing to produce your license within the specified time, to the authority demanding its production.

• Failing to stop when required.

• Driving an unregistered vehicle.

• Driving a vehicle exceeding the permissible limit of weight.

• Driving a transport vehicle not covered by a certificate of fitness.

• Using a vehicle which is in an unsafe condition. 

Merging of Fields

Limited space on a form can result in the use of space saving measures such as a “merging” of data elements into a single field. This can result in fields that don’t appropriately record the intended data. One example would be the use of the same field for the officer to record the registered vehicle owner and the responsible carrier. The owner of the vehicle is NOT always the motor carrier. Another example would be not allowing sufficient space for the officer to write the entire motor carrier name or address. This promotes abbreviations and partial names to be recorded, making it difficult to resolve any errors.

Motor Carrier Matching

Complete and accurate carrier information is very important when qualifying vehicles recorded on a State's accident report are entered into the Crash Module of SAFETYNET. This collection of crash data allows FMCSA to identify carriers who are potentially “unsafe” for application of enforcement measures. To perform this identification, carriers involved in qualifying crashes are "matched" to their profile compiled in the Motor Carrier Management Information System (MCMIS). Their profile is a historical record of inspection and safety audit information recorded in the SAFETYNET Inspection Module combined with the data collected in the Crash Module. In order for FMCSA to take appropriate action, the process of matching carriers to the proper record is critical.

Safety Analysis 2010 (CSA 2010) Operational Model Test

During February 2008, the Federal Motor Carrier Safety Administration (FMCSA) will begin the first phase of the Comprehensive Safety Analysis 2010 (CSA 2010) operational model test. During this test, a representative sample of interstate motor carriers within the States of Colorado, Missouri, New Jersey, and Georgia will be subjected to a new safety measurement system and progressive interventions designed to pinpoint a motor carrier's poor safety performance with significant emphasis placed on the data that is gathered at the roadside.

It is important to note that the operational model test will not provide any regulatory relief. Motor carriers will not be rated during the test because the new methodology must be implemented through rulemaking, which will begin during 2008. In advance of this rulemaking, a motor carrier found to have poor safety performance, and is unresponsive to the new CSA 2010 interventions, will undergo a compliance review and be rated in accordance with FMCSA's current compliance and enforcement process.

During the test, FMCSA will determine the effectiveness of the new operational model; both in safety impact and its effect on State and Federal resources. This test is a critical step in addressing CSA 2010's goals, which include reaching more carriers and drivers, increasing compliance, and decreasing motor carrier-related crashes and fatalities.

The test will continue for 30 months into mid-2010, at which time FMCSA is planning full implementation of the CSA 2010 model. FMCSA would like to thank our State partners who will be participating in the important test: the Colorado State Patrol, the Georgia Department of Public Safety, the Missouri Department of Transportation, and the New Jersey Department of Transportation.

SafeStat

SafeStat (short for Motor Carrier Safety Status Measurement System) is an automated, data driven analysis system designed by the Federal Motor Carrier Safety Administration (FMCSA). SafeStat combines current and historical carrier-based safety performance information to measure the relative (peer-to-peer) safety fitness of interstate commercial motor carriers and intrastate commercial motor carriers that transport hazardous materials. This information includes Federal and State data on crashes, roadside inspections, on-site compliance review results and enforcement history. SafeStat enables FMCSA to quantify and monitor the safety status of individual motor carriers on a monthly basis and thereby focus enforcement resources on carriers posing the greatest potential safety risk.

The States are required to provide standard, basic information about large truck and bus crashes to FMCSA within 90 days of the crash event, and the results of roadside inspections within 21 days of inspection. However, the completeness, timeliness and accuracy of crash data – and to a lesser extent roadside inspection data – vary from state-to-state. Accordingly, SafeStat’s ability to accurately and objectively assess the safety fitness of individual motor carriers may be inconsistent and not conclusive without additional analysis.

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

The IVBSS initiative seeks to establish a partnership with the automotive and commercial vehicle industries to accelerate the introduction of integrated vehicle-based safety systems into the nation's vehicle fleet. This is the first attempt to fully integrate the individual solutions that address three types of crashes: rear-end, road departure, and lane-change. The IVBSS will combine existing research results and state-of-the-art commercial products and product performance for all systems related to this problem.

Safety Belt Technology to Increase Comfort and Safety

Based on the finding in the Safety Belt Countermeasure Study, FMCSA will initiate a Safety Belt SBIR Project starting FY 2007. Phase 1 is Proof of Concept. Phase 2 is principal R&D. (Participation in the SBIR program is Congressionally directed.) FMCSA research has shown that about 55% of commercial motor vehicles (vehicles 10,000 pounds or greater that operate in interstate commerce) drivers buckle their safety belt as compared to abut 85% of passenger vehicle drivers. Increasing safety belt usage by commercial motor vehicle (CMV) drivers is an FMCSA and DOT priority. It is envisioned that this device will be low cost, reliable, comfortable, rugged, and user-friendly, to increase comfort and/or encourage safety belt usage by CMV drivers. Ideas such as window stickers or other similar decals to remind a driver to buckle up will not be considered for this program. Proposers were required to certify that to the best of their knowledge, no such product exists, has been patented, or is patent pending. Examples of potential concepts, if they do not already currently exist for CMVs as discussed above, could include safety belt attachments such as uniquely designed pads or cushions and electronic monitors in connection with onboard recorders.

Safety and Security Technology Deployment

Over the past several years, FMCSA has been involved in efforts to test, evaluate, and encourage the deployment of onboard safety and security systems, such as collision warning systems with adaptive cruise control, stability control systems, lane departure warning systems, and vehicle tracking systems. Through systematic deployment planning for onboard systems, FMCSA continues to be engaged in industry-government partnerships to conduct studies and relay information to promote commercial motor vehicle (CMV) safety and security.

Through this collaboration, functional specifications were developed to relay a better understanding of the functions of onboard safety and security systems and to provide insight into the safety and efficiency benefits of using the systems. FMCSA has recently released Commercial Motor Vehicle Onboard Safety and Security Systems Technology Product Guides on its website, which provides a portfolio of existing and emerging safety and security system technologies for the motor carrier industry. The purpose of this information on this site is to assist carriers, drivers, fleet managers, and other interested individuals in learning more about available safety and security systems. Currently, FMCSA is working on completing analyses of the costs and benefits of these systems and assessing the use of the systems by the industry. In the future, FMCSA plans to perform expanded testing of onboard safety systems to identify and resolve technology adoption issues, confirm and extrapolate safety and productivity benefits to the broader industry, and develop focused deployment efforts to promote expanded adoption of the systems by industry.

Key Terms

• Bill of Lading – The receipt for your household goods and the contract for their transportation.

• Extraordinary Value or High Value Article – An article of high or extraordinary value is any item whose value exceeds $100 per pound.

• Hazardous Materials – Explosives, compressed gases, flammable liquids and solids, oxidizers, poisons, corrosives and radioactive materials. Many common household items are considered hazardous materials. These include nail polish remover, paints, paint thinners, lighter fluid, gasoline, propane cylinders, and automotive repair and maintenance chemicals.

• Interstate Move – A move in which goods are transported from one State to another.

• Intrastate Move – A move in which goods are transported from one point to another within the same State; no State borders are crossed.

• Tariff – A list of rules, regulations, available services and resulting charges. Each mover publishes its own tariffs and these must be provided to you upon request.

• Valuation – The designated dollar value of your shipment.

Reflashing (Chip Reflashing)

Reflashing involves reconfiguring the engine control chip with new software that recalibrates the tractor engine. This recalibration is meant to lower nitrogen oxide (NOx) emissions by slightly modifying the combustion parameters within the engine. This strategy applies to certain engines built by seven different engine manufacturers (Caterpillar, Cummins, Detroit Diesel, Mack, Renault, Navistar/International & Volvo) between the years of 1993 and 1998. Please note that as of March 2004, the California Air Resources Board (CARB) has mandated the reflashing of medium and heavy duty diesel vehicles in the state of California, on a phase-in schedule, at no extra cost to the vehicle owner. For more information, please refer to the CARB rule at http://www.arb.ca.gov/regact/chip04/chip04.htm.

School Activity Trip

#1. What are your current Federal/State/local regulations/policies/guidelines concerning the types of buses to be used for school activity trips?
Read, understand and follow any applicable regulations, policies or guidelines.

#2. How long is the trip in terms of hours? Will the driver be able to complete the trip within a normal workday (no more than 10 hours of driving or 15 hours of duty, including any non-driving responsibilities)? Will you need to arrange for relief drivers at locations along the trip?If a trip is interstate commercial carriers are typically more familiar with shuttling drivers for longer distances.

#3. Will the trip require students to have baggage or equipment? Where will this baggage be stored during the trip? [It should not be kept in the aisles or stacked in empty seats -- both of those practices are unsafe.]Many school buses have no external storage capacity. Motorcoaches generally have larger storage capacities for luggage and equipment than school buses. External storage capacity may, or may not, be better than transporting luggage or equipment in a separate vehicle.

#4. Is the trip of such a time length that plans need to be made for rest stops and meal stops? What is the range of motorcoaches and school buses? Will the bus have to refuel en route? Are safe/clean facilities available along the planned route for rest stops?Many motorcoaches are equipped with rest room facilities that can be used while the vehicle is in operation. School buses do not have such facilities.In either type of vehicle, plans for meal stops may have to be considered. If a meal stop is necessary, passengers could use available rest room facilities, and school buses could also be refueled.

#5. Is the bus properly equipped for the intended trip? A highway trip over mountains requires different transmission ratios than local routes over flat terrain. A longer trip may suggest more comfortably designed passenger seats, air ride seat for the driver, and air ride suspension for the vehicle.Generally, motorcoaches are more comfortable for drivers and passengers on long trips. The performance capacity (hill climbing and braking) of the vehicle must be appropriate for the terrain. Importantly, all safety equipment must be in proper operating condition.

#6. While at the destination, will the bus (and its contents) be in an area where it will be secure from theft or vandalism?External storage areas on a motorcoach or on a school bus are usually lockable.

#7. Is the school adequately insured for this activity trip?This question deals with the school, not the carrier. In the event of a crash, where the bus driver is "at fault", it is in your best interest to know you are adequately insured. If a district school bus is used, the school district will have insurance. For a motorcoach or school bus company, definitely determine their level of insurance coverage before being hired. Interstate motor carriers are required to maintain $5 million of liability coverage.

Civil Aviation Act

The Civil Aviation Act received Royal Assent today. It:

* clarifies and strengthens the measures available to airports for dealing with aircraft noise. These include a greater ability to introduce and enforce noise control measures beyond airport boundaries and to impose financial penalties if aircraft breach these measures.

* clarifies the ability of airports to set charges that reflect local emissions from aircraft. The Secretary of State is also given the power to direct them to levy such charges.

* provides powers for a levy on the aviation industry to replenish the Air Travel Trust Fund which, along with the ATOL scheme, protects customers of failed tour operators.

Aviation Minister Gillian Merron said:

"The Act fulfils a number of the commitments we made in our aviation White Paper to limit the impact of aviation on the environment and to safeguard the interests of passengers."

In addition, the Act:

* enables Ministers to authorise local authority airport companies to undertake specified activities - such as making their expertise available to other airports and taking part in joint ventures - which have previously been outside their powers. This would allow local authority airports to be more competitive with privately owned airports.

* allows the Civil Aviation Authority to recoup the costs of its Aviation Health Unit by a levy on the industry. The Unit offers advice to the aviation industry and its customers and to Government,

* removes the right of airlines to appeal to the Secretary of State in aviation route licensing cases decided by the Civil Aviation Authority. By cutting out a layer of bureaucracy and speeding up the process this will contribute to better regulation.

* clarifies the respective roles of aerodrome managers and the police in protecting an airport.

Civil Aviation Act

The Civil Aviation Act received Royal Assent today. It:

* clarifies and strengthens the measures available to airports for dealing with aircraft noise. These include a greater ability to introduce and enforce noise control measures beyond airport boundaries and to impose financial penalties if aircraft breach these measures.

* clarifies the ability of airports to set charges that reflect local emissions from aircraft. The Secretary of State is also given the power to direct them to levy such charges.

* provides powers for a levy on the aviation industry to replenish the Air Travel Trust Fund which, along with the ATOL scheme, protects customers of failed tour operators.

Aviation Minister Gillian Merron said:

"The Act fulfils a number of the commitments we made in our aviation White Paper to limit the impact of aviation on the environment and to safeguard the interests of passengers."

In addition, the Act:

* enables Ministers to authorise local authority airport companies to undertake specified activities - such as making their expertise available to other airports and taking part in joint ventures - which have previously been outside their powers. This would allow local authority airports to be more competitive with privately owned airports.

* allows the Civil Aviation Authority to recoup the costs of its Aviation Health Unit by a levy on the industry. The Unit offers advice to the aviation industry and its customers and to Government,

* removes the right of airlines to appeal to the Secretary of State in aviation route licensing cases decided by the Civil Aviation Authority. By cutting out a layer of bureaucracy and speeding up the process this will contribute to better regulation.

* clarifies the respective roles of aerodrome managers and the police in protecting an airport.