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.