Police enforce the provisions of the Highway Traffic Act and the relevant regulations. Other police activities include community outreach programs in which officers provide safety information and education to school children, including school vehicle safety; and special enforcement programs, such as the "Bus Watch" program which targets motorists who pass school vehicles illegally. Other programs may include "school bus patrollers" and emergency evacuation procedures. Contact the local police department for more information.
Who Shares Responsibility for School Bus Safety?
Because of the interrelated nature of student transportation, various organizations and levels of government are responsible for different areas of school vehicle transportation.
Transport Canada:
The federal government (Transport Canada) has the responsibility for establishing new vehicle standards. Transport Canada sets vehicle safety standards for all new vehicles which are manufactured in, or imported into Canada.
Transport Canada has set 37 safety standards which school vehicles must meet. These standards include such features as strengthened steel beams which run the entire length of the bus, a steel "cage" around the gas tank, the distinctive black and yellow colour, and the required "stop arm" and flashing lights.
Transport Canada conducts research to identify school bus safety issues. The research is designed to determine the improvements which can be made to existing safety standards, and what additional measures can be adopted to further improve school vehicle safety. Transport Canada reviews existing safety standards as required.
In addition, Transport Canada also collects and monitors Canada-wide annual collision statistics.
Transport Canada:
The federal government (Transport Canada) has the responsibility for establishing new vehicle standards. Transport Canada sets vehicle safety standards for all new vehicles which are manufactured in, or imported into Canada.
Transport Canada has set 37 safety standards which school vehicles must meet. These standards include such features as strengthened steel beams which run the entire length of the bus, a steel "cage" around the gas tank, the distinctive black and yellow colour, and the required "stop arm" and flashing lights.
Transport Canada conducts research to identify school bus safety issues. The research is designed to determine the improvements which can be made to existing safety standards, and what additional measures can be adopted to further improve school vehicle safety. Transport Canada reviews existing safety standards as required.
In addition, Transport Canada also collects and monitors Canada-wide annual collision statistics.
Rules for Safe School Bus Riding:
1. Take your seat promptly and sit properly, facing forward at all times.
2. Hold bags and parcels in your lap. Do not stick your feet into the aisle: someone might trip
3. Keep your head and arms-everything-inside the bus. Don't throw anything out the windows or around in the bus.
4. Talk quietly. The driver must concentrate to drive the bus safely.
5. Save snacks for snack time at school or till you get home. They may spill or you may choke if the bus goes over a big bump.
6. No fighting, shouting or playing in or around the bus.
7. Always follow the bus driver's instructions.
2. Hold bags and parcels in your lap. Do not stick your feet into the aisle: someone might trip
3. Keep your head and arms-everything-inside the bus. Don't throw anything out the windows or around in the bus.
4. Talk quietly. The driver must concentrate to drive the bus safely.
5. Save snacks for snack time at school or till you get home. They may spill or you may choke if the bus goes over a big bump.
6. No fighting, shouting or playing in or around the bus.
7. Always follow the bus driver's instructions.
Booster Seat
* Required by law for children under the age of 8, weighing between 18 kg and 36 kg (40 - 80 lb.) and less than 145 cm (4' 9") tall. Once a child exceeds any one of the above criteria they may be ready to use a seat belt alone.
* The middle of the child’s ear should not be above the back of the vehicle seat, headrest or booster seat.
* The middle of the child’s ear should not be above the back of the vehicle seat, headrest or booster seat.
Pedestrian safety
Pedestrian safety is for all ages. Unfortunately, in traffic incidents involving pedestrians and motorists, it is the pedestrian who suffers, often with tragic results. In many cases it is not the driver’s fault. It is the responsibility of both driver and pedestrian to ensure each others safety by following some simple rules.
As a pedestrian:
* Cross at marked crosswalks or traffic lights, not in the middle of the block or between parked cars;
* Make sure drivers see you before you cross;
* Cross when traffic has come to a complete stop;
* At traffic light, cross at the beginning of a green light. Do not cross once the “Don’t Walk” signal begins to flash or once the light has turned to yellow. Never cross on a red light;
* Watch for traffic turning at intersections or entering and leaving driveways;
* Wear bright or light-colored clothing or reflective strips, when walking in dusk or darkness.
As a pedestrian:
* Cross at marked crosswalks or traffic lights, not in the middle of the block or between parked cars;
* Make sure drivers see you before you cross;
* Cross when traffic has come to a complete stop;
* At traffic light, cross at the beginning of a green light. Do not cross once the “Don’t Walk” signal begins to flash or once the light has turned to yellow. Never cross on a red light;
* Watch for traffic turning at intersections or entering and leaving driveways;
* Wear bright or light-colored clothing or reflective strips, when walking in dusk or darkness.
Train communication issue led to collision
The ATSB has found that a collision between a GrainCorp freight train and overturned truck occurred because train control could not contact the approaching train in the ten minutes or so before the collision.
The Australian Transport Safety Bureau has today released its final report into the investigation of a collision that occurred at the Olympic Highway level crossing at Illabo in New South Wales on 2 November 2006.
At the time of the collision it was dark and raining. The semi-trailer overturned while negotiating the curve prior to the level crossing. The truck driver called '000' and the message was relayed through to the Junee train control centre.
Unfortunately, the emergency message from train control was routed through to the wrong locomotive on the train. Had the message been received by the train crew the collision would probably not have occurred.
The investigation established that the train drivers and train controllers had failed to ensure that the primary radio communication system in the leading locomotive was switched on and registered on the CountryNet train communications system. The investigation also found that the train company's policies and procedures, train control procedures and network rules failed to ensure that the train's communication system was operative at the time.
In the interest of enhancing future road/rail safety, the ATSB has issued a number of recommendations that address various safety issues including the need to ensure that the primary radio communication system, CountryNet, is operational at all times in the leading locomotive of all trains in New South Wales.
The Australian Transport Safety Bureau has today released its final report into the investigation of a collision that occurred at the Olympic Highway level crossing at Illabo in New South Wales on 2 November 2006.
At the time of the collision it was dark and raining. The semi-trailer overturned while negotiating the curve prior to the level crossing. The truck driver called '000' and the message was relayed through to the Junee train control centre.
Unfortunately, the emergency message from train control was routed through to the wrong locomotive on the train. Had the message been received by the train crew the collision would probably not have occurred.
The investigation established that the train drivers and train controllers had failed to ensure that the primary radio communication system in the leading locomotive was switched on and registered on the CountryNet train communications system. The investigation also found that the train company's policies and procedures, train control procedures and network rules failed to ensure that the train's communication system was operative at the time.
In the interest of enhancing future road/rail safety, the ATSB has issued a number of recommendations that address various safety issues including the need to ensure that the primary radio communication system, CountryNet, is operational at all times in the leading locomotive of all trains in New South Wales.
Have Your Vehicle Serviced Regularly
A well-maintained vehicle is a safe one. All cars and trucks on Ontario roads must be registered, insured and maintained to meet certain basic safety standards. It is illegal to drive a car or truck in dangerous condition. Keeping your car or truck in good shape will also reduce the amount of fuel it uses and increases the resale value. It also helps to protect the environment.
A well-maintained vehicle will generally start in all weather conditions. The following types of regular maintenance will help keep your vehicle fit and safe:
* check tire pressures and check tires for damage or wear. Replace tires with bumps, bulges, exposed cords and deep cuts.
* check that all lights are working and replace any broken or burned out bulbs.
* check that windshield wipers and blades are working properly. Replace wiper blades that streak the window.
* Check, and change if necessary, oil and filter, water in the radiator, windshield washer fluid, brake fluid and battery.
* check all hoses for cracks or leaks, and check fan belts for wear or slackness.
* have the exhaust system checked if it sounds noisy or rattles.
* keep your vehicle clean, inside and out.
* keep seat belts clean to prevent dirt and moisture from damaging the mechanism.
Remember, a police officer or Ministry of Transportation inspector can examine your vehicle, its equipment and any trailer attached to it, at any time. If the vehicle is found to be unsafe, it may be taken off the road until the problem is fixed. You can be fined if you refuse to allow your vehicle to be inspected, and if your vehicle is then found to be unsafe, your licence plates can be taken away.
How Aging Affects Driving Safety
* Reduced vision – especially at night.
* Difficulty judging distance and speed.
* Limited movement and range of motion.
* Slower reaction time.
* Difficulty focusing attention for long periods of time.
* Easily distracted.
* More time needed to understand what we see and hear.
* More use of prescription and/or over-the-counter drugs that may impair your driving ability.
* Difficulty judging distance and speed.
* Limited movement and range of motion.
* Slower reaction time.
* Difficulty focusing attention for long periods of time.
* Easily distracted.
* More time needed to understand what we see and hear.
* More use of prescription and/or over-the-counter drugs that may impair your driving ability.
Requirement to Report Patients
Section 203 of the Highway Traffic Act states:
1. Every legally qualified medical practitioner shall report to the Registrar the name, address and clinical condition of every person sixteen years of age or over attending upon a medical practitioner for medical services, who, in the opinion of such medical practitioner is suffering from a condition that may make it dangerous for such person to operate a motor vehicle.
2. No action shall be brought against a qualified medical practitioner for complying with this section.
3. The report referred to in subsection (1) is privileged for the information of the Registrar only and shall not be open for public inspection, and such report is inadmissible in evidence for any purpose in any trial except to prove compliance with subsection (1). R.S.O. 1980, c. 198, s. 203.
How to Complete the Form
You are required by law to provide the patient's name, address and the clinical condition; however, by including the patient's sex and date of birth, we can accurately identify the individual. We suggest you keep a copy for your records. If you send by fax, please do not mail the original. To expedite your patient's file, please provide further elaboration of clinical condition (if available) or attach as a separate report: Diagnosis; Other Relevant Clinical Information (i.e. current status - including results of investigations, medication(s), treatment and prognosis); and whether or not the condition is a serious risk to road safety, threat to road safety is unknown or condition is temporary - weeks/months.
What Conditions to Report
The Canadian Medical Association publishes the "Physician's Guide to Driver Examination" to assist physicians in determining which conditions may make it dangerous to drive safely. The guide is available from the Canadian Medical Association.
How the Ministry Determines Licence Status
The ministry considers the details of the individual's clinical condition reported by the attending physician, using guidelines established by the Canadian Medical Association, and advice from the Ministry's Medical Advisory Committee, whose members are experts in the fields of neurology, cardiology, psychiatry, endocrinology, ophthalmology, internal medicine, substance abuse, geriatric medicine and physiatry.
The ministry relies on information provided on this form to help identify individuals who are at significant risk so that immediate action to suspend the licence of any individual reported to have a chronic or deteriorating condition that is likely to impair judgment or psychomotor skills or to be experiencing recurring or unexplained episodes of loss of consciousness.
If an individual is reported to have a clinical condition that is well controlled and the individual is under physician care, the ministry generally does not suspend the licence. Where stability may be questionable, the ministry may request follow-up medical information to confirm stability or request the individual undergo a driving examination or other appropriate assessments.
Patient's Right to Access This Report
The Freedom of Information and Protection of Privacy Act requires the ministry to provide your patient with a copy of this report if requested. It may be withheld only if there is evidence that its release would threaten the health or safety of you, the patient or another individual. If you are concerned that the release of this report would threaten someone's health or safety, make sure you notify the ministry by checking the appropriate box on the front of this form or by calling the ministry at 416-235-1773 or 1-800-268-1481.
1. Every legally qualified medical practitioner shall report to the Registrar the name, address and clinical condition of every person sixteen years of age or over attending upon a medical practitioner for medical services, who, in the opinion of such medical practitioner is suffering from a condition that may make it dangerous for such person to operate a motor vehicle.
2. No action shall be brought against a qualified medical practitioner for complying with this section.
3. The report referred to in subsection (1) is privileged for the information of the Registrar only and shall not be open for public inspection, and such report is inadmissible in evidence for any purpose in any trial except to prove compliance with subsection (1). R.S.O. 1980, c. 198, s. 203.
How to Complete the Form
You are required by law to provide the patient's name, address and the clinical condition; however, by including the patient's sex and date of birth, we can accurately identify the individual. We suggest you keep a copy for your records. If you send by fax, please do not mail the original. To expedite your patient's file, please provide further elaboration of clinical condition (if available) or attach as a separate report: Diagnosis; Other Relevant Clinical Information (i.e. current status - including results of investigations, medication(s), treatment and prognosis); and whether or not the condition is a serious risk to road safety, threat to road safety is unknown or condition is temporary - weeks/months.
What Conditions to Report
The Canadian Medical Association publishes the "Physician's Guide to Driver Examination" to assist physicians in determining which conditions may make it dangerous to drive safely. The guide is available from the Canadian Medical Association.
How the Ministry Determines Licence Status
The ministry considers the details of the individual's clinical condition reported by the attending physician, using guidelines established by the Canadian Medical Association, and advice from the Ministry's Medical Advisory Committee, whose members are experts in the fields of neurology, cardiology, psychiatry, endocrinology, ophthalmology, internal medicine, substance abuse, geriatric medicine and physiatry.
The ministry relies on information provided on this form to help identify individuals who are at significant risk so that immediate action to suspend the licence of any individual reported to have a chronic or deteriorating condition that is likely to impair judgment or psychomotor skills or to be experiencing recurring or unexplained episodes of loss of consciousness.
If an individual is reported to have a clinical condition that is well controlled and the individual is under physician care, the ministry generally does not suspend the licence. Where stability may be questionable, the ministry may request follow-up medical information to confirm stability or request the individual undergo a driving examination or other appropriate assessments.
Patient's Right to Access This Report
The Freedom of Information and Protection of Privacy Act requires the ministry to provide your patient with a copy of this report if requested. It may be withheld only if there is evidence that its release would threaten the health or safety of you, the patient or another individual. If you are concerned that the release of this report would threaten someone's health or safety, make sure you notify the ministry by checking the appropriate box on the front of this form or by calling the ministry at 416-235-1773 or 1-800-268-1481.
‘Carrots and sticks’ needed to improve accreditation take-up
A more holistic approach to heavy vehicle accreditation, driven by a government-industry partnership, will significantly improve road safety outcomes
Operators accredited in TruckSafe, an industry 'best practice' accreditation scheme, have 87 per cent fewer crashes than non-accredited operators. Crash rates for government-accredited operators are also 71 per cent lower. Yet, only three per cent of heavy vehicle operators are currently accredited.
'Accreditation schemes use regular audits to demonstrate safe business practices, which reduces governments' reliance on traditional roadside enforcement.
National Transport Commission (NTC) Chief Executive Nick Dimopoulos said the primary objective of a draft policy proposal on accreditation, released today, is to encourage greater participation in audit-based compliance assurance schemes; particularly among smaller businesses and rigid truck owners.
"A more holistic approach to accreditation is needed to extend those proven safety benefits across the heavy vehicle fleet," he said. "We want to encourage more operators into compliance assurance schemes and provide a clear pathway towards industry best practices."
Regulatory concessions, such as higher axle weights for better load management, are currently only available through the government-administered National Heavy Vehicle Accreditation Scheme (NHVAS). This adds to business compliance costs for operators already in 'best practice' schemes.
The policy proposal establishes a national panel, with industry representation, to oversee a new single accreditation framework. The panel can certify private sector audit-based compliance assurance schemes to agreed national standards.
"As confidence grows in private sector compliance assurance schemes, regulators have an opportunity to phase-out NHVAS administration and take a more strategic 'standard-setting' role through the national panel," Mr Dimopoulos explained.
Existing regulatory concessions will be supplemented by 'carrots and sticks' to further encourage industry participation. This includes:
· the use of accreditation as a rehabilitative option for operators with a poor compliance record under the Compliance & Enforcement (C&E) reform;
· formal recognition of industry 'best practice' standards through voluntary registration (eg: a speed management module);
· registered audit-based compliance standards can be used as prima facie evidence of a 'reasonable steps' defence under the C&E reform; and
· financial incentives for operators who go 'beyond compliance' to maintain a risk-based safety management system to a new national safety standard.
During recent consultation on heavy vehicle charges, the trucking industry made it clear that the potential inclusion of enforcement-related costs should be supported by a better compliance framework and more targeted enforcement. Mr Dimopoulos said both industry and government wanted better safety outcomes.
"Financial incentives, if agreed, would encourage those truck operators who currently do not benefit from existing regulatory concessions to introduce a safety management system within their business."
The funding mechanism for financial incentives will be developed through consultation.
Operators accredited in TruckSafe, an industry 'best practice' accreditation scheme, have 87 per cent fewer crashes than non-accredited operators. Crash rates for government-accredited operators are also 71 per cent lower. Yet, only three per cent of heavy vehicle operators are currently accredited.
'Accreditation schemes use regular audits to demonstrate safe business practices, which reduces governments' reliance on traditional roadside enforcement.
National Transport Commission (NTC) Chief Executive Nick Dimopoulos said the primary objective of a draft policy proposal on accreditation, released today, is to encourage greater participation in audit-based compliance assurance schemes; particularly among smaller businesses and rigid truck owners.
"A more holistic approach to accreditation is needed to extend those proven safety benefits across the heavy vehicle fleet," he said. "We want to encourage more operators into compliance assurance schemes and provide a clear pathway towards industry best practices."
Regulatory concessions, such as higher axle weights for better load management, are currently only available through the government-administered National Heavy Vehicle Accreditation Scheme (NHVAS). This adds to business compliance costs for operators already in 'best practice' schemes.
The policy proposal establishes a national panel, with industry representation, to oversee a new single accreditation framework. The panel can certify private sector audit-based compliance assurance schemes to agreed national standards.
"As confidence grows in private sector compliance assurance schemes, regulators have an opportunity to phase-out NHVAS administration and take a more strategic 'standard-setting' role through the national panel," Mr Dimopoulos explained.
Existing regulatory concessions will be supplemented by 'carrots and sticks' to further encourage industry participation. This includes:
· the use of accreditation as a rehabilitative option for operators with a poor compliance record under the Compliance & Enforcement (C&E) reform;
· formal recognition of industry 'best practice' standards through voluntary registration (eg: a speed management module);
· registered audit-based compliance standards can be used as prima facie evidence of a 'reasonable steps' defence under the C&E reform; and
· financial incentives for operators who go 'beyond compliance' to maintain a risk-based safety management system to a new national safety standard.
During recent consultation on heavy vehicle charges, the trucking industry made it clear that the potential inclusion of enforcement-related costs should be supported by a better compliance framework and more targeted enforcement. Mr Dimopoulos said both industry and government wanted better safety outcomes.
"Financial incentives, if agreed, would encourage those truck operators who currently do not benefit from existing regulatory concessions to introduce a safety management system within their business."
The funding mechanism for financial incentives will be developed through consultation.
Stopping at railway crossings where road and rail meet
All railway crossings on public roads in Ontario are marked with large red and white "X" signs. Watch for these signs and be prepared to stop. You also may see yellow advance warning signs, which indicate the number of sets of tracks at the crossing. Pavement markings of a large "X" may also be seen at approaches to railway crossings.
Railway crossing safety tips
* As you come to a crossing, slow down, listen and look both ways before crossing the tracks.
* If a train is coming, stop at least five meters from the nearest rail or gate. Do not cross the track until you are sure the train or trains have passed.
* Never race a train to the crossing.
* Do not cross the track until you are sure the train or trains have passed. If there are signals, wait until they stop flashing and, if the crossing has a barrier, wait until it rises before you cross.
* Never drive around, under or through a railway gate while it is down or is being lowered or raised.
* Avoid driving onto a railway crossing. Never stop on the tracks.
* Avoid shifting gears on a railway crossing.
* If you get trapped on a crossing, immediately get out of the vehicle and move quickly from the track and vehicle to a safe location. Contact the police.
It can take up to two kilometers for a train to stop, under full emergency braking.
As you come to a crossing, slow down, listen and look both ways before crossing the tracks. Motorists can misjudge the speed of a train, thinking it is travelling more slowly than it actually is. Never race a train to the crossing. If a train is coming, stop at least five meters from the nearest rail. After a train has passed, proceed only after you have checked in both directions for the approach of a second train. On private roads, crossings may not be marked, or may be marked by non-standard signs. Be alert.
Signalized railway crossings
In addition to the railway crossing signs, some crossings have flashing signal lights and/or gates or barriers to keep motorists from crossing the tracks when a train is coming. The same rule applies at these crossings - stop at least five meters from the nearest rail. Do no crosses until the signals stop flashing and, if the crossing has a barrier, wait until it completely rises before you cross.
Barriers down. Never go around!
It is illegal to drive around, under or through a railway barrier/gate while it is down or is being lowered or raised. It is also dangerous. You can be fined for failing to stop at a railway crossing, $110 upon conviction and receive three demerit points on your driving record.
$110.00
$90 + $20 victim surcharge
Plus 3 demerit points
Be careful, especially in heavy traffic not to drive onto a railway crossing and have to stop on the tracks. Always make sure you can clear the tracks completely before you start to cross. Avoid shifting gears on a railway crossing. Shift down to a lower gear before crossing, and change gears only after crossing the tracks.
If your vehicle stalls on a crossing, immediately get everyone out of the vehicle and move quickly to a safe location at least 30 meters away to avoid being struck by flying debris if a train hits the vehicle. If possible, contact police or the railway company when such a situation occurs. Some crossings have railway emergency numbers prominently displayed.
Railway crossing safety tips
* As you come to a crossing, slow down, listen and look both ways before crossing the tracks.
* If a train is coming, stop at least five meters from the nearest rail or gate. Do not cross the track until you are sure the train or trains have passed.
* Never race a train to the crossing.
* Do not cross the track until you are sure the train or trains have passed. If there are signals, wait until they stop flashing and, if the crossing has a barrier, wait until it rises before you cross.
* Never drive around, under or through a railway gate while it is down or is being lowered or raised.
* Avoid driving onto a railway crossing. Never stop on the tracks.
* Avoid shifting gears on a railway crossing.
* If you get trapped on a crossing, immediately get out of the vehicle and move quickly from the track and vehicle to a safe location. Contact the police.
It can take up to two kilometers for a train to stop, under full emergency braking.
As you come to a crossing, slow down, listen and look both ways before crossing the tracks. Motorists can misjudge the speed of a train, thinking it is travelling more slowly than it actually is. Never race a train to the crossing. If a train is coming, stop at least five meters from the nearest rail. After a train has passed, proceed only after you have checked in both directions for the approach of a second train. On private roads, crossings may not be marked, or may be marked by non-standard signs. Be alert.
Signalized railway crossings
In addition to the railway crossing signs, some crossings have flashing signal lights and/or gates or barriers to keep motorists from crossing the tracks when a train is coming. The same rule applies at these crossings - stop at least five meters from the nearest rail. Do no crosses until the signals stop flashing and, if the crossing has a barrier, wait until it completely rises before you cross.
Barriers down. Never go around!
It is illegal to drive around, under or through a railway barrier/gate while it is down or is being lowered or raised. It is also dangerous. You can be fined for failing to stop at a railway crossing, $110 upon conviction and receive three demerit points on your driving record.
$110.00
$90 + $20 victim surcharge
Plus 3 demerit points
Be careful, especially in heavy traffic not to drive onto a railway crossing and have to stop on the tracks. Always make sure you can clear the tracks completely before you start to cross. Avoid shifting gears on a railway crossing. Shift down to a lower gear before crossing, and change gears only after crossing the tracks.
If your vehicle stalls on a crossing, immediately get everyone out of the vehicle and move quickly to a safe location at least 30 meters away to avoid being struck by flying debris if a train hits the vehicle. If possible, contact police or the railway company when such a situation occurs. Some crossings have railway emergency numbers prominently displayed.
MTO Open House 2007 in Summary
On March 27th, 2007 Eastern Region and the Design and Contract Standards Office hosted the annual Maintenance Technology Project (MTP) Open House. The Open House provides an opportunity to see leading-edge technology, materials and equipment for winter operations in an operational setting, and observe how they support the project vision of ensuring that Ontario is a highway maintenance leader in effectiveness and efficiency.
Through partnerships between head office and regional offices, product manufacturers, vendors, and maintenance contractors, the Maintenance Technology Project strives towards four strategic goals:
* Protect the environment by reducing salt usage
* Move away from methods based specifications
* Improve operational and contract oversight
* Move towards outcome measuring and reporting
Information Systems
Maintenance operations rely on accurate and timely information regarding road and weather conditions before and during winter storm events. Some of the technologies showcased how MTO is improving the flow of condition reporting at the field level.
Maintenance vehicles are displayed at MTO's Annual Maintenance Technology Project (MTP) Open House Road and Weather Information Systems (RWIS) are comprised of pavement and weather stations located in 113 locations across the province. They are designed to provide field offices with current and forecasted road and weather condition information to assist with winter operations decisions.
To protect road surfaces and foundations, load restrictions are placed on surface-treated highways in northern Ontario. These restrictions are imposed during the spring thaw when the highway surface or foundation is susceptible to road damage such as fatigue cracking by fully loaded trucks.
Instrumentation at three field sites is being used to develop frost prediction models that can be used with RWIS forecasts to accurately determine when the spring load restrictions need to be imposed and when they can safely be removed.
An infrared camera mounted on a utility pole in Eastern Region is being evaluated for its ability to automatically detect and measure frost, snow and ice on the pavement surface. This system illuminates the surface with an infra-red beam and measures the wavelength and intensity of light reflected back. This is used by the system to estimate the proportion and depth of material on the surface, and the traction level. It also provides a digital photo that is transmitted to a website used by maintenance staff for condition monitoring.
Through partnerships between head office and regional offices, product manufacturers, vendors, and maintenance contractors, the Maintenance Technology Project strives towards four strategic goals:
* Protect the environment by reducing salt usage
* Move away from methods based specifications
* Improve operational and contract oversight
* Move towards outcome measuring and reporting
Information Systems
Maintenance operations rely on accurate and timely information regarding road and weather conditions before and during winter storm events. Some of the technologies showcased how MTO is improving the flow of condition reporting at the field level.
Maintenance vehicles are displayed at MTO's Annual Maintenance Technology Project (MTP) Open House Road and Weather Information Systems (RWIS) are comprised of pavement and weather stations located in 113 locations across the province. They are designed to provide field offices with current and forecasted road and weather condition information to assist with winter operations decisions.
To protect road surfaces and foundations, load restrictions are placed on surface-treated highways in northern Ontario. These restrictions are imposed during the spring thaw when the highway surface or foundation is susceptible to road damage such as fatigue cracking by fully loaded trucks.
Instrumentation at three field sites is being used to develop frost prediction models that can be used with RWIS forecasts to accurately determine when the spring load restrictions need to be imposed and when they can safely be removed.
An infrared camera mounted on a utility pole in Eastern Region is being evaluated for its ability to automatically detect and measure frost, snow and ice on the pavement surface. This system illuminates the surface with an infra-red beam and measures the wavelength and intensity of light reflected back. This is used by the system to estimate the proportion and depth of material on the surface, and the traction level. It also provides a digital photo that is transmitted to a website used by maintenance staff for condition monitoring.
U.S. Transportation Secretary Peters Announces Agreement
To Limit Flights at Newark, Efforts to Accelerate NextGen
Airlines serving Newark Liberty Airport have agreed to temporarily cap and spread flights for two years at a level that will allow 30 more flights per day than last summer while helping to reduce chronic delays, U.S. Transportation Secretary Mary E. Peters announced today. The cap, which will apply to both domestic and international flights, will allow an average of 83 flights per hour during peak periods and will go into effect in early May.
"We have an obligation to travelers to do everything in our power to prevent a repeat of the horrors they experienced last summer," Secretary Peters said. "Delays in New York are a regional problem, not just a single-airport problem."
Secretary Peters said the U.S. Department of Transportation also would introduce market-based mechanisms at Newark to allow the airport to accommodate growth while helping to reduce congestion and delays. As capacity at Newark grows, the Department will auction slots at the airport, an approach that encourages competition, allows new entrants and responds to customer demand, the Secretary said.
Secretary Peters today also announced that the Department would move key elements of NextGen - the new satellite-based aviation system designed to enhance efficiency and minimize delays across the nation - from design to delivery this year. She said Florida will begin serving as the test-bed for the new system this summer, with the introduction of NextGen at Daytona Beach and the use of a new descent technique in Miami that saves fuel, and reduces noise and emissions. In addition, ADB-S technology will help increase the capacity of airspace along Florida's Gulf Coast by allowing planes to fly more closely together without compromising safety.
In remarks today at the Federal Aviation Administration Forecast Conference in Washington, Secretary Peters thanked the carriers for their cooperation in reaching the agreement. Airlines can avoid service cuts by shifting flights to times of the day when the airport has unused capacity, she said. This action follows a limitation on hourly flights at New York’s JFK Airport that will go into effect later this month.
Airlines serving Newark Liberty Airport have agreed to temporarily cap and spread flights for two years at a level that will allow 30 more flights per day than last summer while helping to reduce chronic delays, U.S. Transportation Secretary Mary E. Peters announced today. The cap, which will apply to both domestic and international flights, will allow an average of 83 flights per hour during peak periods and will go into effect in early May.
"We have an obligation to travelers to do everything in our power to prevent a repeat of the horrors they experienced last summer," Secretary Peters said. "Delays in New York are a regional problem, not just a single-airport problem."
Secretary Peters said the U.S. Department of Transportation also would introduce market-based mechanisms at Newark to allow the airport to accommodate growth while helping to reduce congestion and delays. As capacity at Newark grows, the Department will auction slots at the airport, an approach that encourages competition, allows new entrants and responds to customer demand, the Secretary said.
Secretary Peters today also announced that the Department would move key elements of NextGen - the new satellite-based aviation system designed to enhance efficiency and minimize delays across the nation - from design to delivery this year. She said Florida will begin serving as the test-bed for the new system this summer, with the introduction of NextGen at Daytona Beach and the use of a new descent technique in Miami that saves fuel, and reduces noise and emissions. In addition, ADB-S technology will help increase the capacity of airspace along Florida's Gulf Coast by allowing planes to fly more closely together without compromising safety.
In remarks today at the Federal Aviation Administration Forecast Conference in Washington, Secretary Peters thanked the carriers for their cooperation in reaching the agreement. Airlines can avoid service cuts by shifting flights to times of the day when the airport has unused capacity, she said. This action follows a limitation on hourly flights at New York’s JFK Airport that will go into effect later this month.
Texas Detection Control System
MTO is currently undertaking a pilot project to test a new detection control system to improve the safety of rural high speed signalized intersections and reduce the incidence of red light infractions. Current advanced warning systems have not effectively addressed vehicles just entering or within the dilemma zone when the traffic light turns to amber, resulting in high-speed trucks running the red light. With participation from the Texas Transportation Institute (TTI), MTO installed the Texas Detection Control System (TDCS) at intersections in Northwest Region and Eastern Region in an effort to address these concerns and evaluate the effectiveness of this unique technology.
Operational and safety concerns were identified at rural high-speed signalized intersections in Ontario. The ministry utilizes Advanced Warning Flashers to provide advanced information on the state of the traffic signals ahead to approaching drivers. Additional detection systems such as Long Distance Detection and Double Long Distance Detection system, which provide increased dilemma zone protection have not deterred red light running. Furthermore, existing detection systems would terminate the signal without regard to the number or type of vehicles approaching or within the dilemma zone.
TTI developed an Intelligent Detection Control System that enhanced MTOs Double Long Distance Detection System. The TDCS monitors cars and trucks approaching rural high-speed signalized intersections and determines the optimal time to end the signal phase. The system is able to classify a vehicle as it approaches a signalized intersection and determines the vehicles speed, the occupied lane and the vehicle type.
Continuous communication is held between the detection-control system components (Figure 1). The vehicle detection system detects vehicles speed, classification, and location via speed trap loops located in advance of the dilemma zone and sends a signal to an industrial computer running the algorithms which in turn communicates to the signal controller. The system is able to predict a dilemma zone for each vehicle approaching the intersection and predict whether the vehicle will proceed or be able to stop safely at the intersection, adjusting the signal display times accordingly. Customized software and hardware in the signal controller cabinet (Figure 2) will either end the green light before the driver enters the dilemma zone or hold green the green light to allow drivers to clear the dilemma zone before turning red. The system will not end a green signal with trucks in the dilemma zone but will relax to allow one car within the dilemma zone.
Previous field trials by TTI and Texas DOT found the TDCS reduced general red light violation by 53% and reduced truck red light violations a further 80%. In spring 2006, MTO trial-tested the system at locations that would significantly benefit safety and operations. The TDCS was installed on Highway 17 at Round Lake Road and Doran Road in Pembroke (Eastern Region) and Highway 11/17 at Oliver Road in Thunderbay (Northwestern Region). Dr. Karl Zimmerman of the TTI together with regional representatives from MTO participated in the installation. The study undertaking the evaluation of the detection system was awarded to Lakehead University under the Highway Infrastructure Innovation Funding Program (HIIFP). A final report is expected for August 2007 on the results of the Ontario in-field evaluation. Look to upcoming issues of Road Talk for comprehensive coverage.
Prevent Collisions by Using Enhanced Vehicle Safety Technology
As of 2001, the Department of Transportation had established an Intelligent Vehicle Initiative (IVI) the goal of which was to improve significantly the safety and efficiency of motor vehicle operations by reducing the probability of motor vehicle crashes as a major component of the Intelligent Transportation System (ITS) program. As part of the IVI, NHTSA evaluated the performance of CWS and adaptive cruise control (ACC) by participating in field operational tests of vehicles equipped with advanced safety systems. In May 2005, NHTSA released the results of its passenger vehicle testing, Automotive Collision Avoidance System Field Operational Test Final Program Report, showing potential to reduce rear-end crashes by 10 percent and reporting positive user reaction to the systems.
The final report on the commercial vehicle field testing conducted for the U.S. Department of Transportation by Battelle and Volvo Trucks North America, Inc., was released in January 2007. The preliminary findings of the report indicate that a combined CWS and ACC bundled safety system account for a statistically significant reduction in rear-end crashes through reduced exposure to safety-critical driving scenarios. The Board has requested but has not yet received any information on NHTSA’s interpretation of the commercial vehicle testing or timeline for future actions to mandate use of this technology.
NHTSA, along with its cooperative partners the FHWA, the FMCSA, and RITA appears to be working consistently, although slowly, on this important technological safety issue. The preliminary results of the testing on advanced safety systems are encouraging, but rulemaking is needed to ensure uniformity of system performance standards, such as obstacle detection, timing of alerts, and human factors guidelines, on new passenger and commercial vehicles.
The final report on the commercial vehicle field testing conducted for the U.S. Department of Transportation by Battelle and Volvo Trucks North America, Inc., was released in January 2007. The preliminary findings of the report indicate that a combined CWS and ACC bundled safety system account for a statistically significant reduction in rear-end crashes through reduced exposure to safety-critical driving scenarios. The Board has requested but has not yet received any information on NHTSA’s interpretation of the commercial vehicle testing or timeline for future actions to mandate use of this technology.
NHTSA, along with its cooperative partners the FHWA, the FMCSA, and RITA appears to be working consistently, although slowly, on this important technological safety issue. The preliminary results of the testing on advanced safety systems are encouraging, but rulemaking is needed to ensure uniformity of system performance standards, such as obstacle detection, timing of alerts, and human factors guidelines, on new passenger and commercial vehicles.
Leave Space around Your Vehicle (Driver safety)
One of the best forms of protection for a driver is space - the distance between you and other traffic. Leave a cushion of space or a circle of safety around your car or truck to let other drivers see you and to avoid a collision.
Here are a few tips:
* Whenever you follow another vehicle, you need enough space to stop safely if the other vehicle brakes suddenly
* A safe following distance is at least two seconds behind the vehicle in front of you
* follow the two-second rule by picking a marker on the road ahead, such as a road sign or pole. When the rear of the vehicle ahead passes the marker, count "one thousand one, one thousand two". When the front of your vehicle reaches the marker, stop counting. If you reach it before you count "one thousand two," you are following too closely
* leave more than a two-second distance in bad weather and when following large vehicles that block your view of the road ahead
* leave more space when your vehicle is heavily loaded
* leave more space when following smaller, lighter vehicles, such as motorcycles, that can stop more quickly than you.
Graduated Licensing for Motorcycle Riders
If you're a new driver applying for your first licence to ride a motorcycle, you'll need to enter Ontario's graduated licensing system. That means you'll earn full driving privileges in two stages.
Class M1
New motorcycle riders with a Class M1 licence learn to ride under these four conditions:
· Your blood alcohol level must be zero;
· You must ride only during daylight hours (1/2 hour before sunrise to 1/2 hour after sunset);
· you must not ride on highways with speed limits of more than 80 km/h except highways 11, 17, 61, 69, 71, 101, 102, 144, 655;
· You cannot carry passengers.
After you pass a motorcycle knowledge test, you will get a Class M1 licence and an information package for new riders. You must spend a minimum of 60 days with a Class M1 licence, which is valid for 90 days.
Motorcycle riders who successfully complete an approved motorcycle safety course that includes a road test with an M1 licence are exempt from taking the ministry's M1 road test and can move to an M2 licence after 60 days. If you complete an approved safety course in either level, you can reduce the time that you must hold an M2 licence from 22 to 18 months. While the motorcycle safety course certificate is valid for two years from its issue date, it may only be used for the M1 road test exemption within six months of its issue date.
With a Class M1 licence, an operator can drive a moped, limited-speed motorcycle and a motorcycle.
Insurance Institute for Highway Safety
The Insurance Institute for Highway Safety is an independent, nonprofit, scientific, and educational organization dedicated to reducing the losses, injuries, and property crashes on the nation's highways.
The Highway Loss Data Institute shares and supports this mission through scientific studies of insurance data representing the human and economic losses resulting from the ownership and operation of different types of vehicles and by publishing insurance loss results by vehicle make and model.
Both organizations are wholly supported by auto insurers.
The Highway Loss Data Institute shares and supports this mission through scientific studies of insurance data representing the human and economic losses resulting from the ownership and operation of different types of vehicles and by publishing insurance loss results by vehicle make and model.
Both organizations are wholly supported by auto insurers.
Perpetual Pavement Trial
For the past several years Ministry of Transportation (MTO) engineers have been busy designing, constructing and implementing Ontario's first ever Perpetual Pavement Trial. Perpetual Pavement is a thick asphalt pavement consisting of a flexible, fatigue-resistant, asphalt-rich bottom layer, a strong rut-resistant middle layer, and a smooth, durable renewable surface layer. The bottom layer is comprised of a Superpave25 (SP25) mm Rich Bottom Mix, which is waterproof and more flexible than conventional asphalt mixes.
The objective of using perpetual pavement on highways is to provide a significantly longer road-life than a traditional asphalt pavement. The benefits of using perpetual pavement include ease of maintenance, quick and easy repair, and a smooth and quiet drive for Ontarians.
Highway 406 in the Niagara Region, near Thorold, was selected as the location for the first Perpetual Pavement Trial. The project consisted of twinning an existing 2-lane section of Highway 406 into a 4-lane divided freeway for 5.2 km.
The project was split approximately in half from a pavement design perspective. The north portion has a conventional deep strength asphalt design while the southern half was constructed as the perpetual pavement trial. Grading and earthwork began in late fall 2005. The ministry's first SP25 mm Rich Bottom Mix was laid down in November 2006 and the remainder of the Perpetual Pavement was placed throughout June-July 2007.
The Perpetual Pavement Trial was officially opened to traffic in August 2007. The mix design, placing and compacting was successful, and field reviews have since been carried out. The ministry will be monitoring the performance of this trial section compared to the adjacent conventional flexible pavement design, which acts as a control section. Monitoring will include annual distress surveys to evaluate cracking and use of the ministry's Automated Road Analyzer (ARAN) to measure pavement roughness and rutting.
Rural Public Transportation
Public transportation is available in approximately sixty percent of all rural counties nationwide, for a total of about 1,200 systems (Stommes, Brown, and Houston, 2002). About two-thirds of rural systems operate in single counties or are city/town in scope; only about one out of four rural transit providers operate in a multi-county area. About 60 percent of rural transit providers are public bodies, and roughly a third are nonprofit agencies; only five percent are private companies or tribal entities.
Many rural transit systems are funded under Section 5311 of the Federal Transit Act, a formula grant program that authorizes both capital and operating assistance grants to public transit systems in areas with populations less than 50,000. Such “5311” transit systems are county-based and tend to be found in the more populated rural areas. Few are found in the most rural, isolated areas. These systems range in size from 1 to over 50 vehicles. According to a recent survey, from 1994 to 1999, the average fleet size in rural areas increased by 60 percent, with ridership increasing by 62 percent (Stommes and Brown, 2002).
Specialized transportation services for the elderly and persons with disabilities are available under the Section 5310 program. The program provides capital assistance (not operating expenses) to States, which, in turn, distribute the funding in both rural and urban areas to nonprofit organizations or lead agencies in coordinated transportation programs. There are approximately 3,700 “5310” systems throughout the country.
Human service agencies also often provide public transportation in rural communities. The role of these entities varies, with some agencies engaging in the purchase of vehicles and hiring of drivers, and others contracting with rural transit operators. It is difficult to measure the magnitude of these services since transportation costs are often bundled with the overall cost of providing service to the client.
Meeting the public transportation needs of rural residents often requires effective coordination of transit services among these different agencies and programs. Coordinating the many funding sources and reporting requirements unique to each federally funded program has given rise to the Federal Coordinating Council for Access and Mobility (CCAM), which brings together relevant Federal agencies dealing with public transportation (including the Department of Transportation and the Department of Health and Human Services). CCAM provides policy guidance on coordinating transit across different Federal programs.
The Federal Government encourages development of new public transportation services and expansion of existing routes for low-income, transit dependent individuals seeking access to jobs through the Job Access and Reverse Commute (JARC) grant program (Stommes, Brown, and Houston, 2002). Created by Congress in 1998, JARC was established to move recipients of TANF to employment, training, and other support services. The program, which complements individualized transportation assistance provided by human service agencies, authorized $750 million through 2003, with 20 percent of funding originally designated for rural, non-urbanized areas.
Many rural transit systems are funded under Section 5311 of the Federal Transit Act, a formula grant program that authorizes both capital and operating assistance grants to public transit systems in areas with populations less than 50,000. Such “5311” transit systems are county-based and tend to be found in the more populated rural areas. Few are found in the most rural, isolated areas. These systems range in size from 1 to over 50 vehicles. According to a recent survey, from 1994 to 1999, the average fleet size in rural areas increased by 60 percent, with ridership increasing by 62 percent (Stommes and Brown, 2002).
Specialized transportation services for the elderly and persons with disabilities are available under the Section 5310 program. The program provides capital assistance (not operating expenses) to States, which, in turn, distribute the funding in both rural and urban areas to nonprofit organizations or lead agencies in coordinated transportation programs. There are approximately 3,700 “5310” systems throughout the country.
Human service agencies also often provide public transportation in rural communities. The role of these entities varies, with some agencies engaging in the purchase of vehicles and hiring of drivers, and others contracting with rural transit operators. It is difficult to measure the magnitude of these services since transportation costs are often bundled with the overall cost of providing service to the client.
Meeting the public transportation needs of rural residents often requires effective coordination of transit services among these different agencies and programs. Coordinating the many funding sources and reporting requirements unique to each federally funded program has given rise to the Federal Coordinating Council for Access and Mobility (CCAM), which brings together relevant Federal agencies dealing with public transportation (including the Department of Transportation and the Department of Health and Human Services). CCAM provides policy guidance on coordinating transit across different Federal programs.
The Federal Government encourages development of new public transportation services and expansion of existing routes for low-income, transit dependent individuals seeking access to jobs through the Job Access and Reverse Commute (JARC) grant program (Stommes, Brown, and Houston, 2002). Created by Congress in 1998, JARC was established to move recipients of TANF to employment, training, and other support services. The program, which complements individualized transportation assistance provided by human service agencies, authorized $750 million through 2003, with 20 percent of funding originally designated for rural, non-urbanized areas.
Prefabricated Bridge Pilot Launched
Ministry of Transportation (MTO) Staff in the Structural Section of Southwestern Region showed their innovative character when they proposed a prefabricated bridge pilot project for the Mull Road Underpass west of London. This bridge is a 4-span slab on steel girder bridge over Highway 401 with an expansion joint at each pier and abutment.
The project was comprised of a complete deck replacement using prefabricated full width and full depth deck panels and refurbishing of the existing steel gird ers. In addition to casting the parapet walls with the precast slab panels, the design also incorporated a unique "link slab" detail which eliminated the expansion joints at the abutments at a lower cost than all previous designs.
The contract specified that the precast facility be certified by the Canadian Standards Association (CSA) for the production of precast structural elements. The contractor, Facca Incorporated successfully obtained CSA certification for a temporary precasting plant located near the project limits.
Each panel was precast with exacting precision and then transported to the bridge. Traffic on Highway 401 was reduced to one lane while a 600 ton crane erected the panels with ease at an average production rate of 20 minutes per panel. Leveling devices, cast into the slabs, allowed field adjustment of the panels to insure proper positioning. Once in place, shear studs were installed on the steel girders through open pockets cast into the slabs. The panels are connected together via mechanical rebar splices and concrete filled 300mm wide closure strips. Outside ribs or pillars at the exterior face of the parapet were added at closure strips adding a pleasing aesthetic feature to the new structure. Given the right circumstances and more experience, deck panels for a similar bridge could be erected in a single day.
The contributions and support of staff from many areas including Planning & Design, Traffic, Contracts, Bridge Office and McCormick Rankin Corporation were most instrumental to the success of this innovative project.
"Using prefabricated bridge elements and systems mean that time-consuming formwork construction, curing, and other tasks associated with field fabrication can be done off-site in a controlled environment without affecting traffic", states Gerry Chaput, Chief Engineer/Director, and Highway Standards Branch.
Low Volume Trailer Scheme
Applications for Low Volume Trailer Approvals can be lodged electronically through the Internet. You will need to register with our computer system called the Road Vehicle Certification System (RVCS) before making your first application. Please click on 'Register Here' from the menu on the left hand side of our website address http://rvcs.infrastructure.gov.au/
The required application form is called 'CATLV - Compliance Application Low Volume Trailer V2 form'. You can download a copy of this form by selecting 'Forms Download' from the menu. Please follow the instructions on page three of this form when preparing your application.
Our Office will assess the application within 30 days. If an application is satisfactory an 'Approval to Place an Identification Plate' will be issued for the trailer. We will e-mail you if further information is required.
The Australian Design Rules (ADRs) and certification procedures (Administrator Circulars) are published on an ADR CD-ROM. You can purchase a copy of this CD by selecting 'Australian Design Rules' and then 'Australian Design Rules Subscription and Purchasing' from our http://rvcs.infrastructure.gov.au/ website. You can also find links to the 3rd Edition Australian Design Rules from the Departments website.
Consultants who may be able to help you with getting certification for your trailer are listed under 'List of Agents' also from this website address.
The Department has entered into an arrangement for Niddrie Nameplates Pty Ltd to supply identification plates including low volume trailer identification plates on its behalf.
Identification plate orders and payment in favour of Niddrie Names Plates Pty Ltd for the full application/plate fee of $143.60 must be sent directly to Niddrie Nameplates Pty Ltd at the address below.
To enable the application and payment to be matched, you must ensure payments are identified with the manufacturer's name and trailer VIN. Please note that an identification plate will not be issued until the payments are cleared.
The required application form is called 'CATLV - Compliance Application Low Volume Trailer V2 form'. You can download a copy of this form by selecting 'Forms Download' from the menu. Please follow the instructions on page three of this form when preparing your application.
Our Office will assess the application within 30 days. If an application is satisfactory an 'Approval to Place an Identification Plate' will be issued for the trailer. We will e-mail you if further information is required.
The Australian Design Rules (ADRs) and certification procedures (Administrator Circulars) are published on an ADR CD-ROM. You can purchase a copy of this CD by selecting 'Australian Design Rules' and then 'Australian Design Rules Subscription and Purchasing' from our http://rvcs.infrastructure.gov.au/ website. You can also find links to the 3rd Edition Australian Design Rules from the Departments website.
Consultants who may be able to help you with getting certification for your trailer are listed under 'List of Agents' also from this website address.
The Department has entered into an arrangement for Niddrie Nameplates Pty Ltd to supply identification plates including low volume trailer identification plates on its behalf.
Identification plate orders and payment in favour of Niddrie Names Plates Pty Ltd for the full application/plate fee of $143.60 must be sent directly to Niddrie Nameplates Pty Ltd at the address below.
To enable the application and payment to be matched, you must ensure payments are identified with the manufacturer's name and trailer VIN. Please note that an identification plate will not be issued until the payments are cleared.
Movable Soccer Goals Can Fall Over On Children
Movable soccer goals can fall over and kill or injure children who climb on them or hang from the crossbar. The U.S. Consumer Product Safety Commission (CPSC) has reports of at least 28 deaths since 1979 resulting from soccer goals falling over. Both homemade and professionally manufactured soccer goals are involved in these incidents. To help prevent deaths and injuries associated with soccer goals, follow these safety suggestions.
* Securely anchor or counter-weight movable soccer goals at all times (see illustration).
* Never climb on the soccer net or goal framework.
* Always instruct soccer players on the safe handling of and potential dangers associated with movable soccer goals.
* Use movable soccer goals only on level (flat) fields.
* Check all connecting hardware before every use. Replace damaged or missing fasteners immediately.
* Ensure safety labels are clearly visible.
* Remove nets when goals are not in use.
* Anchor or chain goals to nearby fence posts, dugouts, or similar sturdy fixtures when not in use.
* Fully disassemble goals for seasonal storage.
Replacing Your Lost Personal Identification Card
You must apply at any Secretary of State branch office to replace a lost personal identification card (PID). The PID will be renewed and a new expiration date will be computed by adding four years from your last birthday. You will be charged $10 to renew a PID. No fee will be charged for persons who are legally blind, age 65 or older, or who have had their driving privileges terminated due to a mental or physical disability.
If you lose your PID, you must provide proof of identification before it can be renewed or replaced. All identification is subject to Secretary of State approval.Under Michigan law, a PID is as valid as a driver license for identification purposes.
If you lose your PID, you must provide proof of identification before it can be renewed or replaced. All identification is subject to Secretary of State approval.Under Michigan law, a PID is as valid as a driver license for identification purposes.
Installing your rear-facing child car safety seat on a proper angle
Most child car safety seats have a recline position that must be used when in the rear-facing position for an infant (up to 9kg or 20lbs). Check your child car safety seat owner's manual for instructions. For rear-facing seats, if necessary, use a tightly rolled towel or a foam bar (pool noodle) under the base of the child car safety seat to adjust the angle to 45 degrees. A forward-facing child car safety seat should be in the upright position. Make sure that when the seat is turned from rear-facing to forward-facing, the recline feature is adjusted to the upright position.
Using Universal Anchorage System (UAS) / LATCH
All new Canadian vehicles manufactured on or after September 1, 2002 come with lower universal anchorage points. Consult the vehicle owner's manual before using the UAS system/LATCH to determine where the anchorage points are located and ensure that the correct method is used as advised by the car seat manufacturer.
Pre-school to 8 years old
Photo of booster seat the law requires booster seats for children who have outgrown a child car seat but are too small for a regular seat belt.
Booster seats are required for children under the age of eight, weighing 18 kg or more but less than 36 kg (40-80 lbs) and who stand less than 145 cm (4 feet 9 inches) tall.
A child can start using a seatbelt alone once any one of the following criteria is met:
* Child turns eight years old
* Child weighs 36 kg (80 lbs.)
* Child is 145 cm (4 feet 9 inches) tall.
A lap and shoulder combination belt must be used with all booster seats. Your child’s head must be supported by the top of the booster, vehicle seat or headrest. The shoulder strap must lie across the child’s shoulder (not the neck or face) and middle of the chest, and the lap belt must cross low over the hips (not the stomach/abdomen). Never use seatbelt adjusters.
Seconds Can Save a Life
What to do…
On a multi-lane highway (max. 100 km/h speed limit)
Slow down, signal and move to the right. If possible, pull as close as you can to the right side of the roadway and stop when safe to do so. Look for other vehicles that also may have to move across lanes of traffic to yield the right of way. Do not move onto the shoulder.
On a two-lane road
Signal and move to the right. Pull as close as possible to the right edge of the road and clear of any intersection.
On a one-way street
Signal and pull to the right or the left side of the street, clear of any intersections, and stop.
At intersections
Traffic in an intersection or approaching from all directions must yield to an emergency vehicle until it passes through the intersection. Never block the intersection. Do not make a left turn if an emergency vehicle is approaching from behind. In this situation, the motorist should proceed straight through the intersection, then pull to the right and stop. Know The Height Of Your Load
MDOT DRIVE Bridge Height.Over Height vehicle/bridge collisions result in serious injuries, significant property damage and major congestion problems.A Permit is required for objects and/or vehicles over 13' 6" in height.For Information on permitting, contact your local county road commission or the Michigan Department of Transportation .
State Data Systems
The State Data System supports NHTSA’s efforts to identify traffic safety problems, help develop and implement vehicle and driver countermeasures, evaluate motor vehicle standards, and to study crash avoidance issues, crashworthiness issues, and regulations. The State Data System provides essential crash information detail that complements national data collection programs such as FARS and NASS GES. Crash data can be linked to other traffic records and injury outcome data to generate information about the environment of the crash and the medical and financial outcome of persons injured in the crash.
Air Travel Consumer Report for 2000
The Air Travel Consumer Report is a monthly product of the Department of Transportation's Office of Aviation Enforcement and Proceedings. The report is designed to assist consumers with information on the quality of services provided by the airlines. This page links to reports from 2000.
The report is divided into four sections. These sections deal with flight delays, mishandled baggage, oversales and consumer complaints. Each section of the report is preceded by a brief explanation of how to read and understand the information provided.
The report is usually issued during the first week of each month. The data on flight delays, mishandled baggage, and consumer complaints are two months behind the issue date of the report, e.g. the report issued in early May has data from the month of March. Oversales are reported quarterly rather than monthly, and oversales figures may be slightly older than the other data in certain months. The report, which contains tables of information, is best printed in "landscape" orientation.
New Car Assessment Program
In 1979, NHTSA began the NCAP as an experiment to see how well new vehicles performed during a frontal crash. The program has continued since that time with NHTSA selecting 30 or so new vehicles every year to be crash tested at 35 mph. This is stricter testing than the 30 mph testing required of the federal motor vehicle safety standards. Usually, popular vehicles are selected, including vans and pickup trucks, in order to provide crash information to the greatest number of consumers. Crash tests are designed for vehicles within the same size and weight class. Information on the relative levels of occupant protection and vehicle safety performance is obtained through the use of instrumented and safety belted dummies. TIS maintains a complete file of the NCAP crash testing summary results since 1979. The NCAP summary results are announced periodically in the NHTSA Press Releases issued by the Office of Public and Consumer Affairs. Requests for copies of the test reports should be directed to the TIS Docket Section. There are films available from the National Crash Analysis Center for each NCAP test. Results for 1995 to the most recent NCAP testing are available via the NHTSA Web Site in the NCAP Database.
Transportation
Transport on roads can be roughly grouped into two categories: transportation of goods and transportation of people. In many countries licensing requirements and safety regulations ensure a separation of the two industries.
The nature of road transportation of goods depends, apart from the degree of development of the local infrastructure, on the distance the goods are transported by road, the weight and volume of the individual shipment and the type of goods transported. For short distances and light, small shipments a van or pickup truck may be used. For large shipments even if less than a full truckload a truck is more appropriate. In some countries cargo is transported by road in horse drawn carriages, donkey carts or other non-motorized mode. Delivery services are sometimes considered a separate category from cargo transport. In many places fast food is transported on roads by various types of vehicles. For inner city delivery of small packages and documents bike couriers are quite common.
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