Check trailer brakes and breakaway protection

• For trailers with a gross trailer mass (GTM) in excess of 2 tonnes, the trailer service brakes do not operate immediately the trailer service hose coupling or connection is disconnected from the towing vehicle and do not remain fully applied for at least 15 minutes;

• A truck trailer interconnecting flexible hose and coupling is not properly mated or secured;

• For trailers with a GTM in excess of 2 tonnes the trailer brakes are not capable of being applied and released from the normal driving position;

• Any trailer having brakes which are air or vacuum assisted is not fitted with a reservoir that is protected by a check valve;

• Any trailer having brakes which are air or vacuum assisted is not built to provide a visible or audible warning to the driver of the towing vehicle, while the driver is in a normal driving position, of a lack of air or vacuum.

Road Infrastructure

The Department continually monitors the condition of roads throughout the province for the purpose of planning, maintenance and reconstruction. In 2006, approximately 60 % of the paved road network was measured by “road roughness testing”, dynamic cone penetration (DCP) and evaluation of skid resistance.

The Departmental technical centre also conducted research with a view to locating mapping and evaluating material sources for road building in the province. A number of material sources have been tested for suitability.

The Department continues to use the bridge management software programme developed by the CSIR to manage 1,610 bridges and 2,008 culverts in the province. In 2006 a visual inspection of 323 bridges and 267 culverts was conducted.

The department uses the Road Management System (RMS) to provide a scientific basis for evaluating the condition of paved and unpaved road networks. Pavement Management Systems (PMS) and Gravel Road Management Systems (GRMS) are also used.

Engine Shutdown

Engine shutdown is the automatic or voluntary shutoff of the tractor engine after a certain amount of time. Engine shutdown can be as simple as a corporate “shut down” or “no idle” policy or it can be more complex with the use of electronic devices or software encoded onto the engine control chip that automatically shuts the engine down. Engine shutdown works most effectively when combined with a comprehensive driver training program and driver incentive program. For a partial list of automatic shutdown devices.

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

Check windscreen wipers, demisters and washers

• The windscreen wipers are inoperative on any speed;

• Wiper blade rubbers are cracked, hardened, frayed, curled, torn or missing;

• Windscreen washers are inoperative or incorrectly aimed (where applicable);

• Windscreen demister is inoperative or does not blow air onto the windscreen (where applicable);

• The windscreen washer is not able to be operated from a normal driving position.

Check headlights

1. Headlight reflector is tarnished or peeling to the extent that headlight performance is impaired;
2. Headlight lens is cracked or broken;
3. Headlight assembly is not secured or is out of position;
4. Headlight does not show while light.
   

Check number plates

1. Any number plate is obscured, for example by a towing attachment, goose neck or tow ball;


2. Any number plate cover is tinted, reflective, rounded or bubble like;


3. Any number plate is not issued or approved by the State or Territory Road Transport authority, is damaged or faded to the extent that the registration number is not legible from a distance of five metres;


4. The number plates are not substantially parallel to the vehicles axles.
   

Check wheel/ rim fasteners

1. The wheel nut does not fully engage the thread of the wheel stud or the fitting of the wheel nut does not match the taper of the wheel stud hole;
2. Any hub has missing, cracked, stripped or broken wheel mounting nuts, studs or bolts;
3. Fasteners are not of the correct type for the wheel being used or allow a rim to slip on its spider.
   

Check steering components inside cabin

1. Steering wheel is not located in the centre or to the right hand side of the vehicle unless specifically authorised in writing by the State or Territory licensing authority and the vehicle is less than 15 years old;
2. The steering wheel is loose on the shaft;
3. The steering column is insecure;
4. The steering wheel structure is fractured or the hub, rim or spokes are loose
   

Check steering components under the bonnet and under the vehicle

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

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

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

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

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

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

Strong Safety Belt Laws Can Make a Difference

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

• 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.

• One of the strongest predictors of safety belt use among young drivers is a State's safety belt law. From 1998 to 2002, teenage (16-19 years old) driver belt use was significantly lower in crashes occurring in States allowing only secondary enforcement (30 percent) than in crashes occurring in primary law States (49 percent).

Supervise practice driving

Take an active role in helping your teenager learn how to drive. Plan a series of practice sessions in a wide variety of situations, including night driving. Give beginners time to work up to challenges like driving in heavy traffic or on the freeway. Supervised practice should be spread over at least six months and continue even after a teenager graduates from a learner’s permit to a restricted or full license. Remember that you’re a role model. New drivers learn a lot by example, so practice safe driving. Teens with crashes and violations often have parents with poor driving records.

Visually inspect ullage and safety valves

1. where a container is fitted with an automatic fill limiter (AFL), there is no label at the filling point warning the driver "AFL fitted - bleeding during filling not required";
2. where an ullage valve is fitted, the outlet does not have a cap or plug;
3. NOTE: An ullage valve is not required if the vehicle is fitted with an AFL. where a container is not fitted with an AFL, there is no label warning the driver to "Stop filling when liquid appears";
4. the safety valve has any damage in the system or blockage to the discharge pipe, if fitted, or allows the discharge to strike the exhaust system, container or a bystander, or the protective cap is not functioning or is missing.
   

Visually inspect Fire Extinguisher (where required)

1. Fire extinguisher is not filled or charged;
2. Handles, nozzles or hoses of fire extinguisher is missing or damaged;
3. The extinguisher is not securely mounted in the vehicle.
   

Note: Fire extinguishers can become ineffective even though they appear properly charged. For example powder type extinguishers subject to vibration can fail due to compacting of the powder.

Australian Standards AS 1851.1-1995 Portable Fire Extinguishers, contains suitable procedures for inspecting and testing fire extinguishers.

Brake testing with a skid-plate tester

NOTE: This section should be read in conjunction with the equipment manufacturer’s instructions.

Using a skid-plate tester, check the deceleration rates and retardation forces on each axle in accordance with the manufacturer’s test procedure.

Reasons for rejection

1. There is more than 30% difference in the brake force between the wheels on any same axle;
2. The service braking system decelerates the vehicle at less than the performance ;
   
3. In other than ADR 35 vehicles, or vehicles fitted with a tandem master cylinder/dual circuit brakes, the emergency brake decelerates the vehicle at less than the performance ;
4. Where ADR 35 applies, or vehicles fitted with a tandem master cylinder/dual circuit brakes, the parking brake does not provide any retardation.
   

Brake testing with a skid-plate tester

NOTE: This section should be read in conjunction with the equipment manufacturer’s instructions.

Using a skid-plate tester, check the deceleration rates and retardation forces on each axle in accordance with the manufacturer’s test procedure.

Reasons for rejection

1. There is more than 30% difference in the brake force between the wheels on any same axle;
2. The service braking system decelerates the vehicle at less than the performance ;
   
3. In other than ADR 35 vehicles, or vehicles fitted with a tandem master cylinder/dual circuit brakes, the emergency brake decelerates the vehicle at less than the performance ;
4. Where ADR 35 applies, or vehicles fitted with a tandem master cylinder/dual circuit brakes, the parking brake does not provide any retardation.
   

Check braking system operation

• Any brake failure indicators do not operate;

• Any compulsory pressure, vacuum or low level warning devices or gauges do not operate;

• The brake controls do not cause the corresponding brake to apply when they are operated (with the engine running if necessary).

Check exhaust system

Reasons for rejection

1. Any component of the exhaust system is not securely mounted;
2. The exhaust system contacts any unrelated part of the vehicle;
3. Exhaust pipe outlet is not rearward of all rear passenger doors or sleeper compartment;
4. There is any leak in the exhaust system (excluding manufacturers’ drain holes in the mufflers);
5. A catalytic converter is missing, bypassed or has a missing heat shield.

NOTE: Some vehicles are not built with catalytic converters or heat shield

Check headlight aim using a headlight tester

1. (Includes driving lights and alternative headlights)

NOTE: This section should be read in conjunction with the equipment manufacturer’s instructions.

Reasons for rejection

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

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

NOTES:

1. in the region above and to the right of the centreline of the headlight the luminous intensity must not exceed 437cd.
2. the portion of the beam to the left of the centreline of the light may extend above the height of the centreline of the headlight.
3. the "centreline of the headlight" passes through the centre of the globe filament, or equivalent
   

• the headlight high beam indicator light is not operating

Check electrical equipment

Reasons for rejection

• Electrical wiring or connectors are corroded, damaged, bare live wires (except earth wire) or hanging loose in a way that could allow it to be damaged;

• Electrical wiring is located where it can:

1. become exposed to excessive heat;
2. come into contact with moving parts;
3. come near a fuel system to cause a fire hazard.
   

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

Check tyres

Reasons for rejection

• A tyre does not have at least 1.5 mm tread depth in a continuous band which runs around the whole circumference of the tyre and extends across at least 75% of the width of the tyre;

NOTES:

• Tread wear indicators are built into most tyres to indicate when tread depth reaches about 1.5mm. The depth of the tyre tread above these indicators is not included in the assessment of tread depth around the circumference of a tyre.

• In effect, these requirements allow a tyre to be worn to less than 1.5mm tread depth on its edges, provided that at least 75% of the remaining width of the tyre has a minimum tread depth of 1.5mm around the whole circumference.

• The overall diameter of dual tyres on the same side of an axle is not matched within 25 mm;

• A tyre (including sidewalls) has deep cuts, chunking, bumps, bulges, exposed cords or other signs of carcass failure;

• A tyre has been regrooved (except where indicated on the side wall that the tyres are suitable for regrooving);

• When in the straight ahead position, the wheels and tyres and fittings (wheel nuts, grease caps etc) of any vehicle project beyond the extreme width of the mudguards or exceed the maximum width of a vehicle;

• Any tyre is not of a type constructed for unrestricted road use;

• Any retreaded or remoulded tyre is not marked with the words "RETREAD" or "REMOULD", and where speed limited the words "MAX. SPEED XX KM/H" or "SPEED LIMITED TO XX KM/H". (XX means the max speed i.e. 125km/h);

• A tyre fitted to a vehicle with a GVM of more than 4.5 tonnes is not suitable for road use at:

Check steering components inside cabin

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

• The steering wheel is loose on the shaft;

• The steering column is insecure;

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

Safety Belt Enforcement Programs

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

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

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

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

Diesel Oxidation Catalyst (DOC)

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

Thermal Imaging Inspection System

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

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