Monday, December 29, 2008
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.
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.
Monday, December 22, 2008
Regulatory approach to fatigue in car drivers and Current driving hours regulations
0 comments Posted by car manual and matic at 11:01 PMCurrent 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 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.
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.
Regulatory approach to fatigue in car drivers and Current driving hours regulations
0 comments Posted by car manual and matic at 11:01 PMCurrent 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 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.
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.
Tuesday, December 16, 2008
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.
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.
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.
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.
Monday, December 8, 2008
Travelling Speed and Risk of Crash Involvement Conclusions
0 comments Posted by car manual and matic at 8:26 PMIn 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.
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.
Travelling Speed and Risk of Crash Involvement Conclusions
0 comments Posted by car manual and matic at 8:26 PMIn 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.
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.
Tuesday, December 2, 2008
Society Attitudes to Road Safety Demographic Comparisons
0 comments Posted by car manual and matic at 8:19 PMThe 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%.
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%.
Society Attitudes to Road Safety Demographic Comparisons
0 comments Posted by car manual and matic at 8:19 PMThe 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%.
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%.
Tuesday, November 25, 2008
Motorcycle rider age and risk of fatal injury - key findings
0 comments Posted by car manual and matic at 8:55 PM- 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.
Motorcycle rider age and risk of fatal injury - key findings
0 comments Posted by car manual and matic at 8:55 PM- 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.
Wednesday, November 19, 2008
Evaluating and developing fleet safety in Australia
0 comments Posted by car manual and matic at 9:48 PMThis project has reviewed developments in fleet and work-related road safety in Australia, particularly the following areas.
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.
- The extent of the problem.
- Examples of best practice.
- Mechanisms for evaluation.
- Theoretical paradigms and future directions.
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.
Evaluating and developing fleet safety in Australia
0 comments Posted by car manual and matic at 9:48 PMThis project has reviewed developments in fleet and work-related road safety in Australia, particularly the following areas.
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.
- The extent of the problem.
- Examples of best practice.
- Mechanisms for evaluation.
- Theoretical paradigms and future directions.
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.
Wednesday, November 12, 2008
Appropriateness of valuing leisure travel time savings
0 comments Posted by car manual and matic at 8:39 PMAppropriateness 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.
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.
Appropriateness of valuing leisure travel time savings
0 comments Posted by car manual and matic at 8:39 PMAppropriateness 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.
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.
Thursday, November 6, 2008
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.).
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.
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.
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.).
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.
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.
Friday, October 31, 2008
Deaths and serious injuries among female motorcyclists
0 comments Posted by car manual and matic at 3:04 AMDeaths 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
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
Deaths and serious injuries among female motorcyclists
0 comments Posted by car manual and matic at 3:04 AMDeaths 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
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
Monday, October 20, 2008
Road Deaths Australia, Monthly Bulletin; March 2008
0 comments Posted by car manual and matic at 4:02 AMRoad 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.
Road Deaths Australia, Monthly Bulletin; March 2008
0 comments Posted by car manual and matic at 4:02 AMRoad 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.
Monday, October 13, 2008
Injury of Aboriginal and Torres Strait Islander People due to transport, 2001-02 to 2005-06
0 comments Posted by car manual and matic at 5:40 AMThis 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.
Injury of Aboriginal and Torres Strait Islander People due to transport, 2001-02 to 2005-06
0 comments Posted by car manual and matic at 5:40 AMThis 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.
Tuesday, October 7, 2008
Fumes event - en-route from Sydney to Albury, New South Wales, VH-RXX, Saab AB 340B
0 comments Posted by car manual and matic at 1:48 AMOn 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.
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.
Fumes event - en-route from Sydney to Albury, New South Wales, VH-RXX, Saab AB 340B
0 comments Posted by car manual and matic at 1:48 AMOn 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.
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.
Monday, September 29, 2008
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.
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.
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.
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.
Tuesday, September 23, 2008
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 :
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.
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 :
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.
Friday, September 19, 2008
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.
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.
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.
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.
Tuesday, September 16, 2008
- 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.
- 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.
Friday, September 12, 2008
- 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.
- 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.
Wednesday, September 10, 2008
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.
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.
- 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.
- 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.
Thursday, August 28, 2008
- 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.
- 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.
Tuesday, August 26, 2008
Many Organizations Support Strong Safety Belt Laws for Teens
0 comments Posted by car manual and matic at 10:25 PMMany 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
Many Organizations Support Strong Safety Belt Laws for Teens
0 comments Posted by car manual and matic at 10:25 PMMany 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
Monday, August 25, 2008
- 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.
- 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
0 comments Posted by car manual and matic at 12:52 AM- 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;
Visuall inspect remote filled internally mounted containers
0 comments Posted by car manual and matic at 12:52 AM- 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;
Friday, August 22, 2008
Bugatti recently released photos and showed the forthcoming Veyron targa version, called Grand Sport, with a removable top and the same ground-pounding drivetrain. Word is this open-top version will hustle to more than 200 mph with the top off and still retain it's 250-mph top speed capability with the top in place. Pricing is expected to be in the $2.5 million with a very limited number of units scheduled for production.
In addition, Autocar in Europe speculates that a high-performance 'GT' version of the Veyron may be replacing the current model at the end of production, though no word from the factory. The publication across the pond also speculates that a sedan model may be joining the lineup, but again, the factory and it's Audi/Volkswagen parents are mum on the subject thus far.*********************
- 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.
- 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.
Wednesday, August 20, 2008
Smart Roadside for Commercial Vehicles Operations
0 comments Posted by car manual and matic at 12:48 AMAs 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.
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.
Smart Roadside for Commercial Vehicles Operations
0 comments Posted by car manual and matic at 12:48 AMAs 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.
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.
Tuesday, August 19, 2008
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
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
Wednesday, August 13, 2008
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
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
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
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
Friday, August 8, 2008
Some of your actions may limit your mover's liability
0 comments Posted by car manual and matic at 10:49 PM- 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.
Some of your actions may limit your mover's liability
0 comments Posted by car manual and matic at 10:49 PM- 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.
Thursday, August 7, 2008
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.
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.
Wednesday, August 6, 2008
Evaluation of Tire Pressure Monitoring Systems
0 comments Posted by car manual and matic at 11:57 PMThe 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.
Evaluation of Tire Pressure Monitoring Systems
0 comments Posted by car manual and matic at 11:57 PMThe 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.
Lotus revealed their new flagship sports car at the London Auto Show, the Evora. Sporting graceful design looks like a larger version of the Exige combined with a Ferrari 430, the mid-rear engine car appears poised to go head to head with Porsche's 911. It comes with a 280-hp V6 sourced from Toyota and will have seating for two or four passengers. Speculation is that a high performance 'S' version with a supercharger could pump out as much as 400 hp.
About 10 minutes after Lotus announced the Evora as a 2009 model, it announced that production would be pushed back to 2010. Now Lotus announces that a droptop version could follow in 2011. There is no pricing announced for either variant, but if it starts much higher that the Porsche 911 range, Lotus could face an uphill battle to sell its 2,000 units per year - even with its Ferrari-esque looks.
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Tuesday, August 5, 2008
- 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;
- 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;
Monday, August 4, 2008
While the cosmetic and power enhancements to the upcoming 2009 Porsche 911 line are incremental, the big story is its new dual-clutch transmission, or Porsche-Doppelkupplung (PDK).
Power from new flat-six engines is is boosted by direct fuel injection, resulting in 20 horsepower gains in the standard model's 3.6liter engine, to 345 hp, and up to 385 in the 'S' variants - good for a top speed of 188 mph, according to the factory. Mild freshening of the front and rear fascias will be evident enough to aficionados to tell who's got the latest model, if not casual fans of the brand. The glass panel on the Targa is now a two-piece setup, with the forward section sliding back under the rear section for open-air motoring. Porsche boasts fuel efficiency is improved by 13 percent in the European ratings.
According to the factory, they (not Audi) developed dual clutch technology a quarter century ago. Regardless who gets the credit, the seven-speed unit in the 09 car knocks two-tenths off the 0-60 times (4.5 & 4.1 seconds for the Carrera and S, respectively) over the six-speed shaker. The PDK transmission is compatible with Porsche's sportchrono package, and all models receive Porsche Communication Management (PCM) 3.0, with its affiliated video and audio services.
The base price of the new babies from Stuttgart: $75,600 (Carrera) / $86,200 (Carrera S). Having a Porsche your wife can drive without trashing the clutch: PRICELESS!
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Some of your actions may limit your mover's liability
0 comments Posted by car manual and matic at 6:22 AM- 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.
Some of your actions may limit your mover's liability
0 comments Posted by car manual and matic at 6:22 AM- 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.
Thursday, July 31, 2008
- 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
- 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
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.
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.
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