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Offers lpg sequential system with a product or service that delivers lpg AGis system and lpg autogas italia. The SPECTACULAR DELOREAN motor car was produced in a "brand new state of the art" factory in Dunmurry near Belfast in Northern Ireland. About 8,580 cars were produced between January 1981 to 1983. Most were left Hand Drive intended for the American Market. However about 20 examples left the factory as Right Hand Drive / Euro Spec. Of these about 14 survive. The DeLorean is striking in appearance with its stainless steel body and Gull wing doors. First designed in 1975, it still has a very modern look and was well ahead of its time. The chassis and independent suspension were designed by Lotus. The DeLorean is powered by a PRV V6, fuel injected 2.85L, rear mounted engine, It was Britain's first ever production car to use un-leaded fuel. It averages 26mpg and in Euro spec (without the catalyst converter) has about 160 bhp, with a maximum speed of around 130 mph, 0-60 in about 8.5 seconds. All DeLorean's have air conditioning, calf leather seats, tinted / electric windows, electric mirrors, duel circuit all disk brakes, radio /stereo cassette, central locking, tilt/telescopic steering column all as standard. The only options were optional Automatic transmission or 5 speed manual and Black or Grey interior. The DeLorean is an excellent choice for enthusiasts who "dare to be different". Forget the welding and painting! This is not a car for the "shy and retiring" type. Expect to have a crowd gather every time you stop! The car is very useable with parts readily available throughout the world. No assaults, no disturbances, no pedal cycles, motorbikes stolen and nothing stolen from cars. One motor car stolen from outside the Sports Centre which appears to have been left insecure. No University or personal property stolen. All in all an excellent month but opportunities to commit crime are beginning to appear - lock doors when you are out even for a few minutes. Secure your car properly when you leave it and do not leave attractive items on view. Useful tip for your mobile phone Did you know this? A little 'get your own back' before you have your mobile phone stolen. To check your Mobile phone's serial number, key in the following digits on your phone: *#06# A 15 digit code will appear on the screen. This number is unique to your handset. Write it down and keep it somewhere safe. Should your phone get stolen, you can phone your service provider and give them this code. They will then be able to block your handset so even if the thief changes the Sim card your phone will be totally useless. You probably won't get your phone back, but at least you know that whoever stole it can't use / sell it either. If everybody did this, there would be no point in stealing mobile phones. A. G. Evans Head of Security ________________________________________ CAMPUS WATCH - FEBRUARY 2001 A very serious assault occurred on Campus which appears to have been committed by a non-student upon a student. Police enquiries continue. No autocrime whatever although there were 5 instances of theft of personal property. Two involved theft of property from the Sports Centre, a microwave from Graduate Hall and a computer through an open ground floor window in County. "Rat of the Year" award goes to the thief who stole a charitable collection box from Cartmel Bar. Thieves are becoming more active and everyone should take care to lock doors and close windows when rooms are vacated. A. G. Evans Head of Security CAMPUS WATCH - MARCH 2001 No vehicles or pedal cycles stolen, no cars broken into. One minor disturbance and one person arrested for a breach of the peace. No assaults. Two residence thefts, one from Pendle involving a laptop and one from Grizedale involving a mobile phone and cash cards. An interesting and worrying instance of a pick pocket operating in one of the shops - cash and cash cards removed whilst queuing. There is definitely an increase in sneak in thefts on the Campus - lock all doors carefully. There have been two recent high profile attacks on lone women walking in Lancaster. Try never to walk at night alone in the darker areas of town. These are nasty assaults with indecency involved. A. G. Evans Head of Security ________________________________________ CAMPUS WATCH - APRIL 2001 No instances of car crime and no assaults reported. One attempt to steal a pedal cycle from Grizedale cycle racks prevented by quick thinking Porter. Unfortunately a bad month for theft of personal property. Two instances in County West and Pendle College of computer and TV equipment being stolen. A number of locked wardrobes damaged in Pendle. One computer stolen from a room in Grizedale. Rat of the Year award won by the thief who stole a charity collections box from the bar at Grizedale. Probably richer by £10.00. Any information on this particular item would be most welcome. A. G. Evans Head of Security ________________________________________ CAMPUS WATCH - MAY 2001 No assaults, no theft of or from cars and no pedal cycles stolen. Three instances of theft of personal property. A CD Player from an open room in Fylde, clothing from unattended machines in Furness Launderette and cash from a purse left lying around in the Library. One arrest as a result of information received from a student about three people acting suspiciously. Term end is looming - thieves know this too. Make sure you keep what you want. If you don't want your property, leave your room unlocked. A. G. Evans Head of Security CAMPUS WATCH - JUNE 2001 An excellent month with little to report. No car or pedal cycle crime. Three very minor assaults and six instances of damage. Two thefts reported. A mobile phone left unattended disappeared from Geography and a bag was stolen from an unattended desk area in the Library. No residence thefts reported. A. G. Evans Head of Security ________________________________________ CAMPUS WATCH - JULY 2001 An excellent month with no assaults or disturbances and only minor damage. No car crime no cycles stolen and very little else of note crime wise. There were two thefts reported. One involved £30 of clothing from the Indoor Recreation Centre. The other was a burglary through an open ground floor window at Chancellors' Wharf. The aggrieved was actually in the kitchen at the time. A mobile phone was stolen. KEEP YOUR WINDOWS CLOSED WHEN OUT OF YOUR ROOM EVEN FOR A FEW MINUTES - THAT'S ALL IT TAKES. THIS IS ESPECIALLY THE CASE WITH GROUND FLOOR WINDOWS. A. G. Evans Head of Security ________________________________________ CAMPUS WATCH - AUGUST 2001 Another quiet month with no vehicle crime although a cycle saddle was stolen from the South Spine racks. There were 6 items of property stolen. Contractors working in Cartmel College lost a power tool whilst about £35 in cash and cards were stolen from an open office in Furness College and a handbag stolen from an open office in University House. Chancellors Wharf accounts for 3 offences. Two involved mobile phones being stolen whilst two pool machines were broken into. Please ensure that offices are left secure even if you only pop out for a minute. THEFT ONLY TAKES A MINUTE. A. G. Evans Head of Security CAMPUS WATCH - SEPTEMBER 2001 A Very quiet month with no assaults, damages or disturbances. However, two thefts from motor cars did occur over Intro weekend and two students lost property they were bringing to University as a result. Sadly, this increased our yearly total to 3 thefts from cars. Property stolen included guitars and sound system equipment. SNEAK IN THEFT IS ALREADY A FEATURE THIS YEAR - LOCK YOUR DOORS A. G. Evans Head of Security ________________________________________ CAMPUS WATCH - OCTOBER 2001 One minor assault on a female student by a drunken female in a Bar on Campus. One minor disturbance in a College resulting in a bottle being thrown. A mountain bike was stolen from Pendle College Blocks. It had not been secured nor had it been coded. Two thefts occurred in Furness College Main Building in Departments in temporarily unoccupied and unlocked rooms. A personal organiser and a backpack bag were stolen. A backpack was also stolen from the Library under similar circumstances where the property had been left temporarily unattended at the side of a chair. A mobile phone was stolen from an unlocked room in Cartmel College and a wallet from an unlocked room in Grizedale College. A man was disturbed in Engineering whilst rummaging in a temporarily unlocked and unoccupied room. He is described as about 30 years of age, 5'6" tall, short spiked hair, blue jeans wearing white trainers and had gold rimmed spectacles. This person is probably responsible for all the incidents described above and if he is seen, please let Security know. He can be beaten very easily. LOCK DOORS AND SHUT WINDOWS WHEN OFFICES ARE LEFT. LOCK YOUR RESIDENCE ROOMS WHEN OUT. KEEP YOUR VALUABLES WITH YOU WHEN IN THE LIBRARY. A. G. Evans Head of Security ________________________________________ CAMPUS WATCH - NOVEMBER 2001 No assaults, no car crime and no pedal cycles stolen. Now the bad news! 11 other thefts. 3 were clothing from the IRC and the two persons responsible were arrested and some property recovered. 2 were mail thefts at Cartmel and Lonsdale. 1 was cash from the Training Centre. 1 involved a mobile phone being stolen from a coat left over a chair back in a Computer Lab and another mobile phone was stolen from an unlocked residence in Bowland. A purse was stolen from a Toilet in Pendle when it had been inadvertently dropped. A contractor carelessly left a coat in a building at Cartmel and someone tried to steal a charity box from Grizedale. Although there have been a higher than usual number of thefts at 11, most were involving low value of property and all were preventable if the owner had remembered to lock their doors or not leave clothing lying around with valuables. A. G. Evans Head of Security ________________________________________ CAMPUS WATCH - DECEMBER 2001 There were no assaults or disturbances during this month. Parts of a cycle were stolen from the racks near County. Four hubcaps were stolen from a car on the N. W. Perimeter Road. The change to the licensing and testing system on 1st January 1997 saw the introduction of one completely new test, the B+E car and trailer test. The other tests for "new categories" were simply extensions of the existing LGV and PCV tests. Although the licence and test have been in for around 8 years now, a huge number of people including, regrettably, some instructors, are completely unaware of it. This has led to numerous incidents of people driving unlicensed and uninsured through ignorance of the law. The regulations concerning towing trailers were not designed to be straightforward and easy to understand. They were originally prepared by a European Committee but were then dragged through the political consultation process during which various groups succeeded in obtaining concessions to reduce the impact of the regulations. The resulting rules are extremely confusing and are a minefield for the unwary. This article is intended to give a summary only and should not be taken as a full explanation of the rules! A B+E driving licence is required to tow large trailers behind a motor car. A motor car is defined as a vehicle with no more than 8 passenger seats, and with a maximum permitted weight not exceeding 3500 Kgs - in effect this means most vehicles up to the size of a Transit, apart from a minibus. A trailer is anything towed by a vehicle. So caravans, horse boxes, car transporters etc. are all trailers. So is a broken down car towed by another vehicle, and the driver of the towing car usually needs to hold a B+E licence. Trailers with a gross weight of less than 750 kgs are ignored by the regulations and can be towed by all car licence holders. Trailers under 750 kgs are easy to identify because they usually do not have brakes as they are not required to by the Construction and Use Regulations. Trailers over 750 kgs have to have brakes, usually "over run" brakes worked from the tow ball, but some heavy trailers have highly sophisticated brake systems worked electrically or by compressed air. There is one major exemption which needs to be properly understood: A driver without a B+E licence can tow heavy trailers providing the gross weight of the trailer is less than the unladen weight of the towing vehicle and the whole combination weighs less than 3500 kgs. This means that a post 97 licence holder can tow a trailer with a gross weight of around 1.5 tonnes, providing the towing vehicle and trailer are carefully matched. The combination needs to be very carefully matched however, because if the driver gets it wrong and the exemption is not fully complied with, it will fail, and the driver is then unlicensed, and uninsured. To know what licence is required, it is essential to identify the precise maximum permitted weight of the trailer - often a difficult task on older or home made trailers - and then find the precise kerb weight of the towing vehicle to ensure the gross trailer weight is less than the car's unladen weight. It is then essential to ensure the combination is less than 3500 kgs, so the maximum permitted weight of the trailer must be added to the weight of the towing vehicle. The final check is look in the vehicle handbook to find out what the maximum permitted towing weight for the car is. This can be quite a frightener because many modern cars have very low towing limits and some are not type approved to tow anything. If the combination does not clearly come within the exemption, the only safe course is for the driver to take a B+E test. It is clear that this message has not got to most employers or the general public because the numbers taking B+E tests are extremely low. It was not surprising that candidate numbers were low to start with but they were lower than anyone expected: In 1997, DSA only conducted 20 B+E tests. However, as the numbers of post 97 licence holders increases, the demand for B+E training and tests would be expected to rise dramatically. Working on the assumption that DSA conduct around 1.2 million car tests a year, with a pass rate nationally of around 45% -50%, then each year 540,000 new drivers qualify. As 8 years have passed since 1997, there are now going to be around 4.3 million drivers out there without a B+E licence, and a few of them will need to tow a heavy trailer. If only 1% actually need the licence, that would be 43,000 people, and assuming a 50% pass rate, one could expect DSA to have done around 85,000 B+E tests by now. A recent DSA consultation document admitted that DSA had "averaged 250 B+E tests a year for the last 2 years (2002 and 2003)." This figure can be compared with the number done by the Ministry of Defence, who do their own testing, and who average over 4000 per annum! The only conclusion that can be drawn is that a lot of people are towing trailers illegally, unlicensed and uninsured. Although they are officially car tests, and come under the car test regulations, B+E tests are conducted at the DSA LGV Test centres by the LGV examiners. They occupy vocational driving test slots and cost the same as LGV and PCV tests, currently £85.00 on weekdays. Vehicles and trailers used for B+E tests have to meet the DSA minimum test vehicle standards. These are in the process of changing so are a bit confusing at the moment. If the towing vehicle was registered before October 2003, any trailer can be used that has a maximum permitted weight of at least 1 tonne but on newer vehicles the trailer must be a closed box trailer, as wide as or slightly narrower than the towing vehicle so the driver can only see to the rear by using the mirrors. From July 2007, all B+E test must be conducted with closed box trailers of at least 1 tonne. As B+E tests are car tests, the towing vehicle must meet the usual car test requirements - L plates, seat belts and head restraints for the driver and examiner, etc. including an internal mirror for the examiner, which is a little odd when tests are taken towing a large box trailer which is legally required to completely block the candidate's, and the examiner's view! The other amusing anomaly is that the vehicle must be capable of 63 mph (100 kph) while the maximum permitted speed for a vehicle towing a trailer in the UK is 60 mph. The B+E test follows the vocational test format with the reversing and braking exercises conducted "off street" in the test centre. These exercises are the same as the LGV ones and details of the layout can be found in the DSA publications and on their web site so there is little point in repeating them here, but there is one difference in the reversing exercise: On LGV tests, the extreme rear of the trailer has to be above the 0.5 metre black and yellow stopping area but candidates for B+E tests can be anywhere in the larger, 3 foot, yellow area. The road drive is round an LGV test route, usually around 15 miles long, and takes up to one hour. The test does not include the downhill start or gear changing exercise which are only included in vocational tests. The test marking is the same as other tests with up to 15 driving faults allowed, but with double the time in which to make them! At the end of the test the candidate returns to the test centre and has to uncouple the trailer, park the towing vehicle alongside it, and then re-couple. This does cause some difficulty as lining up the tow hitch and trailer can be tricky. If the trailer is light enough, the candidate can move it onto the coupling by hand but with heavy trailers it is a case of learning to position the vehicle precisely. Candidates are expected to know, and demonstrate, the essential safety procedures and checks when coupling and un-coupling and will fail if they miss a safety related check. As the market for B+E training increases, and eventually it must, many instructors will want to get involved and may consider getting a trailer so they can offer the additional qualification. There are a number of pitfalls which can catch the unwary: " The car must be suitable to tow a large trailer. Many popular driving school cars cannot tow a tonne, and some that can will not do it easily. Frequently a bigger and more powerful car is required which may be less suitable for the instructor's core category B tuition. It may therefore be better to have a different car for B+E training which is difficult to justify unless you have a reasonable volume of work for it. " Teaching a candidate to reverse a trailer can be a long slow process and can be very hard on the clutch. Constant reversing can heat the clutch up quite rapidly and this will cause premature clutch wear. It is important to take the vehicle for a drive frequently during reversing sessions so a reasonable air flow passes over the transmission and the heat is dissipated. " You cannot teach a candidate to reverse a trailer on the road or in your local supermarket car park. You have to have a safe, off street, reversing area and in parts of the country, these can be hard, and expensive, to get access to. " If you buy a trailer, you need somewhere very safe to keep it. Trailers do not have registration numbers or MoT certificates and if some low life steals your trailer, you are very unlikely to get it back. Trailers are expensive and easy to sell so are well worth stealing and thousands go missing every year. If you decide to buy a second hand training trailer, you must take great care to avoid buying a stolen one. A recent study found that 50% of second hand horse trailers advertised for sale had been stolen! At the present time no specific qualification is required to conduct B+E training apart from having held the full licence for 3 years, so most ADIs can dive straight in if they wish. This may change in the future as DSA plan to revamp the instructors registers so keep an eye on the pages of this magazine. Trailer training can make a nice change from an instructor's normal work and can be profitable, but it can be a nightmare if not organised properly. Edward Handley 2005 Chairman of AIRSO Managing Director of Big Wheelers Ltd Road Transport and Road Traffic Accident Statistics (Island of Mauritius) Year 2005 1. Vehicles registered in 2005 At the end of year 2005, the number of vehicles registered at the National Transport Authority (NTA) stood at 305,496, showing an increase of 4.8% compared to the figure of 291,605 for December 2004. During the year 2005, 18,385 vehicles were registered, of which 11,243 (61%) were new, 5,557 (30 %) were imported second-hand and 1,585 (9%) were re-registered vehicles, i.e. those which had been previously de-registered (put off the road). During the same period 4,494 vehicles were put off the road, resulting in a net addition of 13,891 vehicles to the existing fleet (Table 1.1). 2. Composition of the fleet The composition of the vehicular fleet is shown in Table 1.2. At the end of December 2005, the fleet consisted of 44% (133,430) motorized two-wheelers and 41% (126,844) cars and dual purpose vehicles. The remaining 15% comprised vans (23,989), lorries and trucks (12,047), buses (2,560) and other vehicles (6,626). 3. Vehicles used for the transport of passengers 3.1 Cars and dual purpose vehicles The number of cars and dual purpose vehicles which stood at 118,009 at the end of 2004, increased by 7.5% to reach 126,844 at the end of 2005. This increase was the result of the registration of 10,455 such vehicles (4,748 new, 4,774 imported second-hand and 933 re-registered), partly offset by 1,620 that were put off the road. Table 1.3 shows the age distribution of cars and dual purpose vehicles. At the end of December 2005, 35% were less than 5 years, 28% between 5 and 9 years and the remaining 37%, above 10 years. The mean age worked out to 8.9 years. 3.2 Buses At the end of December 2005, out of 2,560 registered buses, 1,869 (73%) were 'public' buses operating with a road service licence. During 2005, 184 new buses were registered while 81 buses were put off the road. Table 1.4 which gives the age distribution of the fleet of public buses shows that 30% of the buses were under 5 years, 23% between 5 and 9 years and 47%, between 10 and 18 years. The mean age of a bus was 8.8 years. 4. Road traffic accidents As from August 2004, with the introduction of the "Agreed statement of facts", the police registers road traffic accidents causing injury and non-injury accidents involving dispute between parties. Other non-injury accidents are reported directly to insurance companies. However the insurance companies provide only aggregated data on such accidents and thus detailed information on non-injury accidents are not available. The number of road accidents registered during the year 2005 was 22,554, of which 2,144 (9%) caused casualties and 20,410 (91%) were non-injury accidents. Among the accidents causing casualties, 116 (5%) were fatal, 295 (14%) caused serious injuries and 1,733 (81%) slight injuries. Compared to the 2004 figure of 19,495, a rise of 15.7% is noted in total road accidents. Accidents causing casualties fell by 0.7% whereas non-injury accidents rose by 17.7%. Fatal and slight injury accidents dropped by 11.5% and 6.1% respectively while serious injury accidents rose by 60.3%. The accident rate expressed as the number of accidents per 100,000 mid year population increased from 1,629 in 2004 to 1,869 in 2005 and the number of accidents per 1,000 mid year registered motor vehicles moved up from 69 to 76 (Table 2.1). 5. Vehicles involved in road accidents During the year 2005, the total number of vehicles (motor and non- motor) involved in accidents was 44,146 compared to 35,809 in 2004. However, the number of vehicles involved in accidents resulting in casualties was 3,326 in 2005 and 3,297 in 2004. Table 2.3 shows that 38% of these were private cars, 30% motor/auto cycles, 12% vans and 7% buses. 6. Casualties The number of casualties (fatalities and persons injured as a result of road accidents) declined by 6.5% from 2,951 in 2004 to 2,760 in 2005. Among the casualties, 136 (5%) were fatal, 358 (13%) were seriously injured and the remaining 2,266 (82%) slightly injured. Compared to 2004, the number of fatality (persons who died as a result of road accidents) dropped by 5.6%.The fatality rate expressed as the number of persons who died per 100,000 mid year population decreased from 12.0 in 2004 to 11.3 in 2005. Among the casualties in 2005, 26% were passengers, 29% riders of auto/motor cycles, 22% pedestrians, 16% drivers and 6% pedal cyclists Table (2.4). 7. Hit and run cases in accidents causing casualties The number of accidents (causing casualties) that were involved in "hit and run" cases increased by 23% from 124 in 2004 to 153 in 2005. Out of the 153 cases, 52% (80) involved vehicles only while the other 48% (73) involved both vehicles and pedestrians (Table 2.5). Central Statistics Office Ministry of Finance and Economic Development Port Louis March 2006 Definitions and General Notes A. Vehicle Statistics 1. Data refer to all vehicles registered at the National Transport Authority. Pedal cycles are therefore excluded. The classification of vehicles used in this report, follows the definition given in Section 4 of the Road Traffic Act of 1962. 2. Vehicles include: (a) motor vehicles, that is, power-driven vehicles normally used for carrying persons or goods by road or for drawing vehicles used for carrying persons or goods. Examples are car, dual purpose vehicle, heavy motor car, motor cycle, lorry, van, bus, tractor. (b) non-motorised vehicles, for example trailer. 3. Definition of some types of vehicles according to the Road Traffic Act 1962. (a) Motor cycle A motor cycle is a mechanically propelled vehicle, other than an autocycle or a vehicle classified as an invalid carriage, with not more than four wheels and whose unladen weight does not exceed 400 kilograms. (b) Autocycle An autocycle is a two wheeled motor vehicle, with or without pedals, whose engine capacity does not exceed 50 cubic centimetres. (c) Heavy motor car A heavy motor car is a vehicle of the bus type designed to carry passengers but not for hire or reward. (d) Dual purpose vehicle A dual purpose vehicle is essentially a car but it is so designed to be capable of carrying a certain load of goods. B. Road Traffic Accident Statistics 1. Accidents: Prior to August 2004 all road accidents were reported to police stations. As from August 2004, the police register road accidents causing injury, non-injury accidents involving dispute between parties and accidents involving vehicles hitting any property on the road. Other non -injury accidents are reported directly to insurance companies which provide aggregated data on such accidents. Thus detailed information on non-injury accidents are not available. 2. Casualties refer to the total number of fatalities and persons injured as the result of road accidents. 3. Fatalities: Prior to 2002, fatalities were defined as deaths occurring within 7 days as a result of road accidents. Since January 2002, fatalities are defined as deaths occurring within 30 days as a result of the accident. 4. Serious injuries: Fracture, concussion, internal crushing, severe cut and laceration, severe general shock requiring medical treatment. 5. Slight injuries: Secondary injuries such as sprain, bruises and cuts not judged to be severe. HENRY MOTOR CAR COMPANY In July of 1909 the Muskegon Chamber of Commerce announced it had completed a deal with the Gary Motor Car Company of Chicago to relocate in Muskegon. The Chamber proposed to build a new factory for the company which was expected to employ as many as 400 workers. Plans were to build 1000 cars per year. Immediately there were problems. Financial difficulties forced a reorganization. The company was renamed the Henry Motor Car Company in hopes of capitalizing on the name of its general manager, D. W. Henry. Henry had 10 years experience in the auto business and was well known on the east coast. Two Muskegon men, John Palmer and John Q. Ross were made directors. The Chamber of Commerce built the new plant on Nims Street just west of Getty at a cost of $15,000. It measured 400 feet by 50 feet and had a two story office at one end. By August of 1910 Henry automobiles were in production. The basic model produced was a two-passenger roadster powered by a water-cooled, four cylinder, and 24 horsepower engine. It offered a three-speed transmission and sold for $900. A five-passenger touring car was also built, featuring a larger engine up to 40 horsepower. It could reach speeds of 55 mph and sold for $1750. A sportier model, called the Torpedo, sold for $2200. All of the models were right hand drive. Muskegon was not exactly prime territory for selling automobiles at the time. For one thing there were no gasoline stations in town. Those who owned motor cars had to have their gas delivered from Grand Rapids. But the Henry Company planned to sell most of its cars in the east anyway. In fact it was represented by a large automobile agency in the New York area. When the fire chief of New York City purchased a new Henry the company received a lot of good national publicity. Local officials had hopes that police and fire departments all over the country would purchase Henrys. There was more good publicity in March of 1911 when the company announced it had sold five of its cars to buyers in Chicago. The five autos were paraded down Western Avenue and reportedly caused quite a sensation. A fancy Torpedo, painted dark green with a broad gold stripe on the side, was the star of the show. Also receiving attention was a touring car painted pearl gray with black stripes. The orders began rolling in and the plant was soon operating at capacity. It must have come as a shock to the Chamber of Commerce (and all of Muskegon) when less than a year later the company filed for bankruptcy. Whether the failure was caused by a sharp economic downturn or poor management is unclear. In any case the assets of the company were disposed of in April of 1912. It's estimated that about two-dozen Henrys were sold locally and a total of about 600 automobiles were built. Apparently none have survived. 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This is simply amazing. Offers lpg sequential system with a product or service that delivers lpg AGis system and lpg autogas italia. .O.Ms.No.124, Finance & Planning (FW:TA) Department, dated: 21-08-1999. 2. G.O.(P).No.213, Finance & Planning (FW:PC-I) Department, dated: 27 -08-2005. * * * ORDER: The Pay Revision Commissioner, 2005, has reviewed the existing Travelling Allowance Rules and recommended on the following items: 1. Revision of Pay ranges of Grades according to Revised Pay Scales, 2005. 2. Enhancement of Daily Allowance rates payable to Government Servants while on tour within the State and outside the State. 3. Enhancement of rates in specified places in respect of Lodging Charges within State and outside the State. 4. Enhancement of rates of Conveyance Charges payable to Government Servants at places outside the State, while on tour. 5. Enhancement of Mileage Allowance for travel by Motor Car/Motor Cycle. 6. Revision of eligibility to travel by train in first class. 7. Extension of the facility of engaging of private taxi on hire by the Secretaries to Government on official tours to all places outside the State. (P.T.O.) :: 2 :: 2. Government after careful consideration has decided to accept the recommendations of the Pay Revision Commission, 2005. Grade & Rate of Daily Allowance: 3.1 The classification of officers into grades and the rates of daily allowance admissible within and outside the state shall be as indicated below: D.A. for tours D.A. for tours to Grade within the any place outside State the State Rs. Rs. Grade-I Rs.14305-25965 and above 200/- 250/- Grade-II Rs.7770-17455 to Rs.13285 - 25315 125/- 150/- Grade-III Rest of the employees 100/- 125/- 3.2 The Pay Scales assigned for Automatic Advancement Scheme in respect of Government servants/Non-teaching Staff and the Career Advancement Scheme in respect of Teaching Staff shall not be taken into account for determination of Grades indicated in this para. Only the Pay Scales attached to the posts shall be taken into account for determination of the Grade of such employees who perform the tours. This principle shall be adopted for determination of eligibility to travel by first class in Train also. 3.3 All Government Employees are eligible to draw full daily allowance for the entire duration of their official tour. Reckoning of day for the purpose of calculation of D.A: 4. The period of absence from the headquarters of a Government employee for purposes of regulating Daily Allowance shall be as indicated below irrespective of the mode of the travel: (i) A day should be reckoned as to cover 24 hours of absence from the headquarters commencing from the minute the officer leaves the headquarters. For every 24 hours of absence from head-quarters one daily allowance is admissible. Contd…..3. :: 3 :: (ii) For any fraction of 24 hours of absence the rates of Daily Allowance shall be as follows: (a) Absence of 12 hours and more --- 1 Daily allowance. (b) Absence of Six hours and more --- 1/2 Daily allowance. (c) Absence of less than six hours --- No Daily Allowance. Lodging Charges within the state: 5 Government servant, visiting, Visakhapatnam, Vijayawada, Tirupathi, Kurnool, Guntur, Warangal and Hyderabad/Secunderabad on official duty shall be paid Lodging Charges as indicated below subject to the following conditions. Rates of reimbursement a) Grade-I Not exceeding Rs.250/- b) Grade-II Not exceeding Rs.200/- c) Grade-III not exceeding Rs.100/- (i) on certification by the concerned touring officer that Government accommodation was not available (ii) production of the original receipt from the Lodging House (including the T.T.D. Guest House). Lodging Charges outside the State: 6. Government Servants visiting the places outside the state on official duty shall be eligible for reimbursement of Lodging Charges as indicated below subject to the following conditions: Rates of Reimbursement: Grade A Class B Class Other Classes Rs. Rs. Rs. (a) Grade-I not exceeding 500/- 350/- 300/- (b) Grade-II not exceeding 300/- 250/- 200/- (c) Grade-III not exceeding 200/- 150/- 125/- (P.T.O.) :: 4 :: (i) On certification by the concerned touring officer that Government accommodation was not available (ii) Production of the original receipt from the Lodging House. Note: (1) For this purpose, the classification of places into A1 Class, A Class and other classes shall be as laid down by Government of India. (2) In the case of Delhi, Mumbai, Kolkata, Chennai and Banglore the reimbursement of Lodging Charges shall be increased by 75 % of normal rates. Travel by Train: 7 Government servants drawing pay in the revised pay scale of Rs. 7770 - 17455 and above shall be eligible to travel by Ist class. All other employees shall be eligible to travel by II class. Note:- (1) Officers eligible to travel by air may travel by Ist class A.C. (2) Officers eligible to travel by Ist class may travel by A.C. Chair Car or AC.II Tier Sleeper or A.C. III Tier Sleeper while on official tour. Payment of Conveyance Charges outside the State: 8.1 Government employees on official tour to Delhi and other places outside the State shall be eligible to claim actual taxi or Auto fare if they travel by taxi from arrival point to place of stay and from place of stay to Departure point. 8.2 Government servants shall also be eligible to claim actual taxi or Auto fare subject to a maximum of Rs. 200/- per day for visiting the offices of the Government of India and Ministries or any other offices on official work. A certificate to the effect that Government vehicle was not provided to them and they have engaged Taxi/Auto, shall be appended to the bill claiming the amount. 8.3 The facility to hire a private taxi by the officers of the rank of Secretary to Government and above visiting Delhi, Mumbai and Clacutta for official purposes shall be extended to all places outside the State. The expenditure on hiring of taxi shall be reimbursed to the touring officer. Contd…..5. :: 5 :: 8.4 There shall be no reduction in daily allowance for claiming conveyance charges mentioned in this para. Mileage Allowance: 9.1 The rates of mileage for travel by officers who are entitled to maintain and use own Motor Car/Motor Cycle/Scooter on tour shall be as follows:- Motor Car Motor Cycle/Scooter Rs.10/- per K.M. Rs.3/- per K.M. 9.2 For the journeys exceedings 8 Kms. but not exceeding 32 Kms., all the officers who perform their tours in their own cars can claim mileage at the rate of Rs.10/- per Km. subject to the condition that this mileage allowance does not exceed one full Daily Allowance at ordinary rates to which the officer is entitled. Officers who are entitled to travel by Motor Car may also travel by Motor Cycle/Scooter and claim mileage allowance prescribed subject to the same condition i.e. the mileage allowance does not exceed one full Daily Allowance. 9.3. The Officers who undertake tour beyond 32 Kms. will continue to be eligible to claim mileage as per Rule 24 (4) of Andhra Pradesh Civil Services (Travelling Allowance) Rules, 1996. 9.4. Daily Allowance shall not be paid to the Government servants claiming the Mileage Allowance for their tours. 10.1 The claims already settled otherwise need not be reopened. Claims, which are not preferred but are pending, shall be admitted in audit accordance with these orders. 10.2 The existing Andhra Pradesh Civil Services (Travelling Allowance) Rules, 1996 and orders issued from time to time shall continue to apply except as provided for in this order. (P.T.O.) :: 6 :: Application of these orders to Officers of All India Service, employees drawing pay in the Andhra Pradesh Revised Pay Scales 1999 and employees drawing pay in the U.G.C. scales. 1996 11.1 In so far as officers, belonging to All India Service who are in Central Scales of pay, the classification of Grades shall be as follows:- (a) Officers of AIS in Junior Time scale shall be under Grade II under these orders. (b) Other officers belonging to AIS shall come under Grade I under these orders. 11.2 For the employees continuing in the Revised Scales of Pay, 1999, the classification shall be the same as was in force prior to the introduction of Revised Scales of Pay, 2005, i.e. in the G.O. first read above. 11.3 For the employees drawing pay in the U.G.C. Pay Scales 1996, the classification shall be as follows :- (a) Government Servants drawing Pay in the Pay Scales of Rs.10,000-15,200 and above in the U.G.C. Pay Scales 1996 shall be under Grade-I under these orders. (b) Other Government Servants drawing pay in the U.G.C. Pay Scales, 1996 shall come under Grade-II under these orders. 12. These orders shall come into force with effect from the date of issue of this G.O 13. Necessary amendments to the Andhra Pradesh Civil Services (Travelling Allowance) Rules, 1996 shall be issued in due course. 14. The G.O. is available on Internet and can be accessed at the address http://www.aponline.gov.in (BY ORDER AND IN THE NAME OF THE GOVERNOR OF ANDHRA PRADESH) RANJEEV R.ACHARYA SECRETARY TO GOVERNMENT (FP) To The Accountant General, Andhra Pradesh, Hyderabad(20 coplies). The Accountant General, Andhra Pradesh, Hyderabad (By name). Contd…..7. :: 7 :: The Pay and Accounts Officer, Hyderabad. The Secretary to Governor, Andhra Pradesh, Hyderabad. All Secretaries to Government. The Private Secretary to the Chief Minister and Private secretaries to all Ministers. All the Departments of Secretariat (10 copies each). All the Heads of Departments (including Collectors and District Judges). The Registrar, High Court of Andhra Pradesh, Hyderabad (with covering letter). The Secretary, Andhra Pradesh Public Service Commission (with covering letter). The Secretary, Andhra Pradesh TRANSCO/GENCO, Hyderabad (with covering letter). The General Manager, Andhra Pradesh State Road Transport Corporation, Hyderabad (with covering letter). All District Treasury Officers (with copies for sub-treasury offices). All District Educational Officers/All Principals of Junior Colleges. All the Secretaries of Zilla Praja Parishads. All District Panchayat Officers. All Mandal Development Officers. All Secretaries of Zilla Grandhalaya Samsthas through Director of Public Libraries, Hyderabad. All Secretaries of Agricultural Market Committees through Director of Marketing Andha Pradesh, Hyderabad. All Commissioners/Special Officers of the Municipal Corporations/Municipalities. All Recognised Service Associations. The Commissioner, Government Printing Press, Andhra Pradesh, Hyderabad for publication in the Andhra Pradesh Gazette. Copy to the General Administration (Cabinet) Department. Copy to the General Administration (Spl.A) Department. Copy to the General Administration (Spl.B) Department. Copy to the General Administration (SW) Department. Copy to SF/SCs. The new Statesman Caprice has most of the equipment found in the luxury European large cars, but it doesn't quite have the refinement. Nor thankfully, the price tag, so at less than half the price of a large Mercedes or BMW, it is good value. It is this value that is making it poplar in 10 other international markets and an increase in export production volume has flow on benefit to South Australia. The standard features list reads like whose who of leading edge technology with features like rear park assist to detect things that you may bump into when reversing. Front seats that have 8 way electric adjustment, facilitates to store 3 drivers seat memory settings and for added safety it now has active head restraints that in an accident support the head and minimise the effects of whiplash. The Caprice is the flagship of the range and has TV screens built into the back of the front seat headrests. The rear passengers can watch a DVD on these screens or with the right connections their Game boys can be plugged in and displayed on these screens. There is 2 pair of headsets supplied. Parents will love this as it should keep their headphone wearing offspring quiet as they "glaze over" watching their favourite film, from the comfort of the leather seats. In fact the problem may be getting them out of the car. Holden's say that the head high positioning of the screens still allows the passengers a peripheral view through the side windows out to the horizon and therefore assists in minimising the chance of motion sickness being induced into the passengers. The Statesman's other great asset is space. Built on the same long platform as the Commodore Station Wagon, there is length to give generous legroom and the cavernous rear passenger area will accommodate any size passenger. The generous space continues into the boot and the Statesman is a golfer's dream, with enough room for four golf bags and overnight gear for the weekend away with your mates or a pair of couples. To power the 2-ton Statesman range there are three power plant options, the 3.8 litre V6, the super charged V6 or the 5.7 litre Gen3 V8. The smooth power of the V8 is better suited to the understated luxury expected in this class, with a subtle burble of the V8 as a quiet reminder of that power, rather than the noisier super-charged 6 cylinder which, although delivering better power on take off, does have obvious super charge noise at engine speeds above 3,000rpm. The test of how well the designers have got the handling package on a large luxury car is how deceptively nimble they can make a two tonne car feel on a winding and challenging road. It is in this area that Statesman still has a little way to go compared to the Europeans because when pushed hard it didn't quite have the solid and surefooted dynamics of the others we have tested. The headlamps have been improved using "projector" type design with the relevant cornering lamp comes on when the indicators are used. These sidelamps illuminate the side area of the roads and footpath in the direction that you are turning to allow for greater visibility of pedestrians or hazards. The world is gradually recognising the value of the home grown Statesman and for those who need a luxury car with ample power and space then the Statesman represents good ognitive aspects of data mining. DataScope: a visualisation tool and a visual query system József DOMBI Cygron Research & Development Ltd., 6724 Szeged, Kátay u. 21. Hungary Tel: +36 62 435505 URL: www.cygron.com e-mail: dombi@inf.u-szeged.hu Abstract: Visualisation and data mining must connect closely to each other, because the cognitive aspect can be realised only by using visual techniques. Without this, there cannot be an effective communication between people and programs. Currently, manager information systems contain graphical description of reduced data (e.g. in Microsoft Excel), which can only be a part of a real manager information system. We propose a new generation of visual information system, called DataScope. This has several properties: digital information is translated into analogue one; queries, an essential function of databases, can be realised; several features can be examined at the same time and only the visualisation capacity of the computers or human perception can limit it; comparison (relation) can be accomplished, i.e. the relation of two or more alternatives can be visualised at the same time. Keywords: Data Mining, Data Visualisation 1. The role of visualisation More and more visual elements appear in communication. First of all, we would like to answer the question why. 1.1 Communication without languages The process of globalisation seems to be evident. The world is seeking a new communication method, which is independent from any particular language. Visual communication seems to be the most effective means to accomplish this, for example, more and more symbols are appearing on roads, in hotels, airports, computer programs, etc. This whole process can be viewed as a return to ancient culture. Interestingly, writing is still based on visual form in Asia. The speciality of this writing system is the independence of pronounced words and grammar. In other words, the advantage of Chinese letters is that they create a means of communication which is independent of dialect. 1.2 The relation of verbal and visual communication The use of visual approaches to this difficult and complex task is intuitively appealing (we cite the maxim "a picture paints 1000 words" as evidence of this intuition). A few decades ago, verbal descriptions were prevalent in books with only a few illustrations as a matter of special interest, while nowadays most books are full of illustrations. In certain instances, it may be difficult to express complicated structures with words, or they may not be able to be expressed at all, however they would be easy to understand with the help of a simple picture. During the evolution of science, special visualisation methods have been developed. Here we can refer to the mathematical system of notations, the inscriptions of chemical compounds or biological processes. The other aspect of visualisation is that visual perception is the most effective. It is a massively parallel method. To give only one example, the global optimum can be found immediately by colouring a relief map, while other (mathematical) methods have limited success. 1.3 Human perception and the digital world Nowadays, everybody speaks about digitalisation. From the technical point of view, it is very effective, since electronic circuits work well on digital information. But the digital information is not for human perception because usually it does not indicate an evaluation. We do not know what it really means if we change a digit in a number from 0 to 1. It is only a small change regarding its visual form, but the change can be enormous depending on the position of the digit. Recognition of digital information takes more time. The history of digital watches is a good example. They were only fashionable for a short time due to the human perception method. It is easy to verify that analogue signs are better recognised because they indicate an evaluation. Digital communication is not only disappearing for watches, the car and aeroplane cockpits also provide good examples. 1.4 Computers, visualisation and data mining Now, as computers enter into general use and the capacity of the colour screen significantly improves, visualisation acquires an important role. Currently, geographical information systems, image processing and pattern recognition are the most important visualisation trends but the visual database query languages are also acquiring a more and more significant place. Visual programming is also a relatively new trend. [3] First of all, computers take over the task of previously mechanically accomplished data operation methods. This results in a considerable decrease of expenses. The by-product of this process is a huge amount of data, in which typical characteristics and anomalies have been discovered when treated by humans. However, as computers take over the role of people, it becomes necessary to get such information from data using advanced computer-based tools and techniques. There are three levels: data from the information can be extracted and on the basis of this information knowledge bases can be formed. The purpose of data mining is to obtain information. The main purpose is to find relationships in data and give right directions about processes for the executives with the help of the right algorithms. Visualisation and data mining must connect closely to each other, because the cognitive aspect can be realised only by using visual techniques. Without this, there cannot be an effective communication between people and programs. Currently, manager information systems contain graphical descriptions of reduced data (e.g. in Microsoft Excel), which can only be a part of a real manager information system. 1.5 The future of the cognitive aspects of data mining Computers can dynamically visualise graphs. Until now, there were only a few applications that utilised the possibility of animation, for example. The reason of this is the adherence to the paper office. By the use of computers, the paper form of communication might be succeeded by the electronic data storage, nevertheless this has not happened yet because of tradition. It is likely that changing generations will accelerate this process. 2. The history of data vision Transforming figures into charts is a classical tool of data analysis. Descriptive statistics and computer graphics are widely used to illustrate numerical information by producing standard visual representations (bar charts, line graphs, pie charts, etc.) or using some more advanced techniques, for example Andrew's curves [1] Chernoff's faces [5] or Korhonen's harmonic houses [4]. In the early 1970's, two promising techniques were developed [4,5] for visualising multivariate data by the use of original variables. Andrew plotted a curve for each data point over the interval . Thus each observation was a harmonic curve drawn in two dimensions. With this method the number of variables are unlimited. The harmonic curves depend on the order in which the variables are used. Chernoff used a human face to graphically represent each observation. The construction of Chernoff's faces consists of geometrically well defined elements, such as arcs of circles, arcs of ellipses and straight lines. The variables are used as the parameters of these elements. Chernoff's original proposal consisted of 18 face parameters. Korhonen's harmonic houses map the variables to the parameters of a house figure. This projection also helps to evaluate the alternatives. Andrew's approach is too technical as it makes only a few representations of the component and backs up only the "holistic" valuation. The main advantage of Chernoff's face is that a large number of features can be represented simultaneously. To perform the valuation on the alternatives we have to define the "nice face" and good changes should make the face "nicer". This is a very difficult task and no attempts have been made at it. Korhonen's harmonic house approach helps us in drawing up valuation. The deformed houses are bad. Nevertheless, here we also have to take care of the right composition. It is difficult to assign criteria so that the nice house is the right alternative. For multicriteria decisions, most features are controlled so that the higher (or lower) the value, the better the alternative. The harmonic house does not comply with these requirements, because sizes are not proportional to beauty. If we build internal relations we can use this process successfully. None of the developed processes are suitable for composing, which is the essential function of using the databases. With Korhonen's model it is only possible to compare pairs. It is necessary to mention that the development of classic tools is already underway in the area of economical modelling. [3] In summary, it is possible to speak of a successful visualisation technique if: 1. digital information is translated into analogue one; 2. we avoid the pitfall of the aesthetic constitution and return to the abstract model; 3. queries as an essential function of databases can be realised; 4. queries are realisable without typing and learning instructions; 5. we can examine several features at the same time and only the visualisation capacity of the computers or the human perception can limit it; 6. the system supports the monotony of features (the goodness of the evaluation is monotone by the value of the features); 7. comparison (relation) can be accomplished, that is, the relation of two or more alternatives can be visualised at the same time; 8. it is possible to visualise the transformed valuation list of a feature. 3. The DataScope concept 3.1 The car example and types of fields We will often refer to an example database containing the following data on 83 cars (the parentheses contain the measurement units): name, price (DEM), performance (HP), cubic capacity (cm3), consumption (l/100 km) and fuel type used (diesel, normal or super). These fields can be classified to the following categories: " Identifier: The identifier field is used to identify the records. It is important for the identifier field to be unique, or almost unique, to help in identifying the records easily. In the car example, the identifiers are the names of the cars. " Numeric field: This field type can be used to display numeric data. If a database field contains (mostly) numbers, it can be specified as a numeric field. (Examples are price, consumption, etc. in this car example). Numeric fields are represented with a distribution function. " Discrete field: When a field contains mostly non-numeric data (categories), then we refer to it as a discrete field. In the car database, the discrete field is the fuel type (Fuel field). Its possible values are 'D' (Diesel), 'NF' (Normal fuel) and 'SF' (Super fuel). 3.2 The empirical distribution function as a basic tool for visualisation If we have a large spreadsheet full with different numbers, it is not easy to understand the semantic meaning of a particular value. To understand it, we have to translate the values to an evaluation (good-bad, high-low, etc.). We can do this only by determining how many values are greater. A good example is when a child gets a mark, to understand what it really means it is usually necessary to ask how many children in the class got a better mark.. Only on this basis is it possible to evaluate the performance of the child, this is in essence calculating the value of the empirical distribution function. DataScope uses this empirical distribution function to translate the numbers into an evaluation. A numeric field is represented by its distribution function. The distribution function consists of 'stairs'. The X-axis of the co-ordinate-system goes from the least to the greatest value of the database field, while the Y-axis goes from 0 to 100%. Fig. 1. The empirical distribution function The empirical distribution function is a good visualisation tool because: " it shows the sequence of the records, which is much more informative than the original value; " it is a transformation from numbers into evaluation; " it transforms the digital information into analogue information; " it has the monotony property, i.e. a larger value is better (or worse, depending on the sorting order); " The distribution function is a good tool for modelling context-dependency. A specific value has different meaning in different contexts. For example, the 6 litres / 100 km fuel consumption can be good for a petrol-powered car but too high for a diesel car. " It is easy to compare records by marking their location on the distribution function curve; " By displaying several distribution functions simultaneously, we can easily compare the alternatives of several features (e.g. the car is cheap and low-consumption). Other important properties of the distribution function are: " By selecting a point on the X-axis (a price, in this example), the value of the distribution function shows the percentage of the records that precede this record (e.g. what percentage of the cars are cheaper). In this way, we can see the relation of one record to the others. " If we select a percentage value on the Y-axis, we can see the X value that relates to it. In this way, we can easily examine the value needed to reach a specific place. For example, if we select the percentage value 75% in the Price window, we can see the price needed for a car to be placed into the first quarter. " If the distribution function contains a long horizontal line, this means that there are no records in that interval of the X-axis. An example is shown on the right of figure 1: there are no cars in a large price interval. " A long vertical line means that there are many records that belong to one X value. For example, if we display the cubic capacities of cars, we see that many cars have the value 1599 cm3 or a little smaller. This is because cars with a cubic capacity of more than 1600 cm3 are taxed, therefore there is a long horizontal line after this point, which means that there are no cars in a larger interval than 1600 cm3. " An example for modelling the context-dependency on distribution functions is shown in Figure 2. The percentage value of 52.4% relates to 22475 DEM in the Diesel Price window. The same record is automatically selected in the Price window. However, the percentage value is higher there (73.5%). This means that 22475 DEM is a middle-level price for a diesel car, but it is a high price if all the cars are considered, therefore it can be concluded that diesel cars are generally more expensive. Fig 2. Context dependency with empirical distribution functions 3.3 Relational diagrams By using relational diagrams, it is easy to compare two numeric fields. The horizontal/vertical axis of the relational diagram is the vertical axis of the distribution function of the first/second field. Each record is represented by a point, which is placed at the intersection of the values of the distribution functions of the two fields. The diagonals of the window are important dividing lines. The records that have similar positions in both fields are near to this line (for example, cars with an average price/performance ratio). The farther a point is from the line, the more exceptional the record is. Whether the record is a good or bad exception can be determined on the basis of the sorting direction of the two fields. This window type enables us to notice exceptional records. If a relational window is opened, it is possible to see the exceptional points immediately. To identify which record a particular point represents, it is possible to click on the point to select the record and see its identifier in the identifier window. Other windows will show the other features of the record. Naturally, you can open more than one relational window, select an exceptional point in one, and see whether it is exceptional in the other. The relational diagram can also be used successfully to examine whether a better choice exists than a specific record. Let us open a relational window of the 'Price' and 'Performance' fields of the car database, and choose an ascending sorting order for both of them (Figure 3). Now, let us examine the car marked 'P' and consider that we want a car with a similar price, but with a higher performance. The price is on the horizontal axis, so the cars with the same price are on a vertical line. The car marked 'A' costs slightly more, but its performance is much higher. You now need to determine whether this additional performance is worth the higher price, and, of course, you need to examine the other features of car 'A'. Fig. 3. A relational diagram 3.4 Identifier window An identifier field is represented with a list. The sorting order of this list depends on which active window is in DataScope: " If the identifier window itself is active, the list of elements is in alphabetical order. " If another field window is active, the list is sorted by the values of the field represented by that window. 3.5 Discrete field window This window type displays the contents of discrete fields, i.e. fields that have only a few different values. Conventional methods are used to display these fields, such as a pie chart or a bar chart. 3.6 Queries Using the visualisation procedures we can also perform queries on the database. A list of typical questions to be answered follows: " Which is the cheapest/most expensive diesel car? " Do I have an expensive car? " Which are the cars with consumption lower than 7 l/100 km and price lower than 20000 DEM? " What is the price of a middle-priced car? " What is the price of a middle-priced diesel car? " Are diesel cars generally more expensive than petrol-driven ones? " What percentage of the cars under 20000 DEM are diesel-driven? " How many cars satisfy a given condition? " How many cars have no price data? " What are the proportions of diesel and non-diesel cars in the database? " Is there a connection between the consumption and the performance? What are the exceptions? " I want a car whose price is about 20000 DEM, but I would like it to have a high performance. How can I find these cars? " I'm definitely not interested in petrol-driven cars. How can I simplify my work? " How can I locally select all cars that have no price data? " How can I locally select the top 10 cars in performance? " I have a discrete field. I know the goodness of the individual categories, so I would like to make a numeric field, where a number represents the goodness of each category. Elementary query with local selections Users can select records by any field. For example, we can select cars between 15000 and 20000 DEM by the 'Price' field, all Audi's and BMW's by the 'Name' field, or all diesel cars by the 'Fuel' field. This is called local selection. You can locally select records by each field. These local selections are independent from each other and can be modified at any time. All field windows show the local selections made by the field(s) they represent. The identifier windows play a special role because they always show the local selection of the field that the active field window represents. The most important thing is that these queries are done with the mouse. There is no need to learn and type any commands or formulas. Making a query as a global selection A global selection can be made from a logical combination of local selections: " Union: For example, if we select the cars cheaper than 15000 DEM by the Price field and the cars whose consumption is lower than 7 l/100 km by the Consumption field, we get the cheap or low-consumption cars when we create the union. " Intersection: With this feature we can examine 'and' connections. If we have the previously mentioned local selections (cars cheaper than 15000 DEM and with consumption lower than 7 l/100 km), creating the intersection results in cheap and low-consumption cars. 3.7 Summary of window elements The following figures show how the global and local selections appear in the various window types, as well as other window elements: Fig 4. Elements of a numeric window Fig 5. Elements of a discrete window The selected record is marked with a short line (under area 'D' in the picture). Locally selected categories are marked with a thick border. Inside the bars, you can see what percentages of the individual categories fall into the current global selection. Fig. 6. Elements of a relational window Fig. 7. Elements of an identifier window 4. Summary of DataScope features " Up to 16 windows can be opened, so users can analyse the database according to 16 fields (or field pairs) at the same time. " This software is suitable for analysis of both individual records and record groups. " Database queries are done with the mouse. There is no need to learn any commands or formulas. The database can be queried interactively directly from the displayed diagrams. " Noteworthy records can be assigned a two-letter identifier which appears in all diagrams, so these records can be followed easily. " One of the most interesting features of DataScope is the full synchronicity. Elements of the database can be simultaneously examined from many aspects. Users can select elements with specific features from one aspect and see their connection from other aspects. " Numeric data can be analysed in an exciting new way, eliminating the considerable time needed to determine where a record is situated among the others. The value of the distribution function now shows this immediately, thus allowing us to transfer the numbers to subjective opinions. " Since numeric information is translated, relational diagrams allow us to compare any two numeric fields of the database, thus making searching for relationships easy. " DataScope can import data by using Microsoft's ODBC standard. This standard can handle most standard database types. Fig. 8. The DataScope main window References [1] Andrews, D., 'Plots of high dimensional data', "Biometrics", 28, 125-136, (1972). [2] Kiper, J. D. Howard, E. and Ames C., 'Criteria for evaluation of visual languages', "Journal of Visual Languages and Computing", 8, 175-192, (1977). [3] Schroeder, W. Martin, K. and Lorensen B., "The visualisation Toolkit: an object-oriented approach to 3D graphics",Prentice Hall, (1996). [4] Korhonen, P., 'Using harmonious houses for visual pairwise comparison of multiple criteria alternatives', "Decision Support Systems" 7, 47-54, (1991). [5] Chernoff, H., 'Using faces to represent points in k-dimensional space graphically', "J. Amer. Statist. Assoc.", 68, 361-368, (1973). SCENARIO (To be used in several of the following questions) Arfur Daley Enterprises runs a high quality car sales operation for which they provide a complete customer after sales service. In order to provide this service they keep records of the service needs of each type of car that they sell. This information includes how often a service is required in terms of the number of months between services and the distance covered. A car is serviced either when a predefined period has elapsed or the vehicle has covered a specific distance, whichever is the sooner. A record is kept of the names and addresses of car owners. For each car that a customer owns a record is kept of the registration number of the car, the type of car, the date it was sold to the customer, the recorded distance travelled by the vehicle and the average distance undertaken by the owner per month. When a customer makes a booking for a service a record is kept of the registration number of the vehicle and the date for which the service has been booked. Finally, a record is kept of the service history of a car which includes the dates upon which the vehicle was serviced, the registration number of the vehicle and the vehicle mileage when the service was carried out. The primary goal of the computer system is to be able to send reminders to customers that a vehicle they own is due for service. The following gives the structure of a suitable set of tables to hold this information. Table names are shown as TABLE_NAME, Column names are shown as COLUMN_NAME. A description of the column is given in lower case letters. OWNERS CUSTOMER_ID unique customer identification number NAME customer name ADDRESS customer address PHONE_NUMBER customer phone number CARS REGISTRATION_NUMBER vehicle registration number CUSTOMER_ID customer identification of car owner CAR_TYPE type of car DATE_SOLD date of sale of vehicle to owner INITIAL_DISTANCE distance of vehicle on day of sale AVE_MONTHLY_DISTANCE average monthly distance covered by owner SERVICE_REQUIREMENTS CAR_TYPE unique identification of a car type FREQUENCY_BY_MONTHS interval in months between services FREQUENCY_BY_DISTANCE normal distance covered between services SERVICE_HISTORY REGISTRATION_NUMBER vehicle registration number DATE_SERVICED date of service DISTANCE recorded distance from vehicle SERVICE_BOOKING REGISTRATION_NUMBER vehicle registration number DATE_OF_SERVICE date booked for service 1. (a) Define the concepts of entity integrity and referential integrity with respect to the relational model. (4) (b) An agency called Instant Cover supplies part-time/temporary staff to hotels within Scotland. The table below lists the time spent by agency staff working at various hotels. The National Insurance Number (NINo) is unique for every member of staff. (Note that the Contract No is always dependent on the Hotel No but not vice-versa). NINo Contract_No Hours Emp_Name Hotel_No Hotel_Loc 1025 C1023 15 Nesbit R. H22 Paisley 1156 C1023 22 Jolly I. H22 Paisley 1067 C1024 26 Fulton R. H6 Glasgow 1125 C1025 12 Nesbit R. H6 Glasgow The table shown above is susceptible to update anomalies. Provide an example of each of an insertion, deletion and update anomaly. (6) (c) Show all the functional dependencies in the above relation and illustrate the process of normalising the above table to BCNF. State any assumptions that you make about the data shown in the table. (10) (d) Discuss why a relation might be denormalised after the process of normalisation has been carried out. (5) Total marks [25] 2. (a) Describe the different types of domain constraint and their use in a database model. (8) (b) Suggest suitable domain constraints for those columns of all the tables in the Arfur Daley scenario that are neither primary or foreign keys. (7) (c) For the Arfur Daley scenario, construct SQL statements for the following queries commenting on the importance of any domain constraints you have suggested in part (b). (i) A list of customers names and addresses who travel more than 1000 miles per month and whose car is more than three years old. (5) (ii) A list of customers whose average monthly distance is greater that that suggested by the service requirements for the car they own. (5) Total marks [25] 3. (a) Database transactions are often described as being Atomic, Consistent, Isolated, Durable (ACID). Briefly describe the significance of each of these four terms. (8) (b) Define the term 'lock' as used referring to concurrency in database systems, and describe briefly what locks are used for. (4) (c) By using an example based on the Arfur Daley Enterprises database: (i) Illustrate the Lost Update problem which may occur during concurrent access to a database. (5) (ii) Rework your example from part (c)(i), showing how the problem could be overcome by use of locks. (3) (d) Describe the back-up strategy you would recommend for Arfur Daley Enterprises database, discussing both the type and frequency of back-ups required, and how - if necessary - recovery could be effected. State any necessary assumptions you have made about typical use of the database. (5) Total marks [25] 4. Discuss the rôle and responsibilies of the database administrator (DBA) of a large, shared relational database system, giving examples where appropriate. Total marks [25] 5. (a) Explain the difference between a view and a cursor as understood in a relational database system using SQL as its query language. (5) (b) At the end of each week Arfur Daley needs to update the CARS table to reflect the current average monthly distance covered by each vehicle that has been serviced that week. Suggest a suitable justification of the choice in each case where: (i) Arfur Daley operates in one town with one service facility serving 500 customers and a view is to be used, (4) (ii) Arfur Daley operates throughout Scotland and serves 50000 customers and a cursor is to be used. (4) (c) Construct the formulation of one or more SQL views to undertake the processing required in part (b) above. You should also include any UPDATE and DELETE statements required. You may assume that a date function MONTHS (x,y) exists which returns the number of months between two dates (x) and (y) where (x) is before (y). ERMITTED MATERIALS: None. INSTRUCTIONS FOR STUDENTS 1. Attempt to answer ALL THE QUESTIONS in ALL Sections. Write your answer to all questions in the booklet provided to you in the examination room. 2. This paper constitutes 65 marks of the total 65% for this unit. 3. You must NOT remove this paper from the examination room. 4. If you are unwell do NOT start this examination paper. Notify the supervisor immediately. EXAMINER'S NAME: Dr. M. Mohammadian TELEPHONE NUMBER: 62012917 Section 1: SQL and Relational Algebra & short answer questions (59 Marks) Write your answer to the questions in this section in the booklet provided to you in the examination room. The questions are of unequal marks. The mark for each question is written next to each question. 1.1 The following tables form part of a database held in a relational DBMS: Hotel (hotelNo, hotelName, city) Room (roomNo, hotelNo, type, price) Booking (hotelNo, guestNo, dateFrom, dateTo, roomNo) Guest (guestNo, guestName, streetNo, streetName, Suburb, City, State, Country) where Hotel contains hotel details and hotelNo is the primary key; Room contains room details for each hotel and (roomNo, hotelNo) forms the primary key; Booking contains details of the bookings and (hotelNo, guestNo, dateFrom) forms the primary key; and Guest contains guest details and guestNo is the primary key. Generate the relational algebra for the following queries: (a) List the type of all rooms book for 20 November 2004 at the Grosvenor Hotel with price < $200. (4 Marks) (b) List details of all the guests from Canberra that have booked a single room for 20 November 2004. (4 Marks) Generate the SQL queries for the followings: (c) List the total number of guest that have stayed in the Grosvenor Hotel since 1 January 2003 (3 Marks) (d) How many different guests have made bookings where DateFrom of the book is 20 August 2003 for the Grosvenor Hotel? (4 Marks) 1.2 What is the benefit of using precedence graph in relation to concurrent transactions? (4 Marks) 1.3 Produce a wait-for-graph for the following transaction scenario and determine whether deadlock exists. (4 Marks) 1.4 What is a digital signature? What is it used for? (4 Marks) 1.5 Discuss the difference between pessimistic and optimistic concurrency control. (3 Marks) 1.6 Draw the query tree of the following query: (position='Manager'(Staff)) Staff.branchNo=Branch.branchNo (city='London' (Branch)) (5 Marks) 1.7 How does query processing in relational systems differs from the processing of low-level query languages for network systems? (4 Marks) 1.8 Briefly discuss the general characteristics of advanced database applications. (4 Marks) 1.9 Discuss the difficulties involved in mapping objects created in an object-oriented programming language to a relational database. (5 Marks) 1.10 What is the benefit of using parallel database management systems? (4 Marks) 1.11 State the heuristics that should be applied to improve the processing of a query. (4 Marks) 1.12 What are log files used for? What is the relation between checkpoints and log files? (3 Marks) Section 2 - Design, analysis and system development (6 Marks) Write your answer to the questions in this section in the booklet provided to you in the examination room. The mark for the question in this section is written next to the question. Ace Car Rental company database was developed several years ago. The database system contains information about all Staff, the customers that have rented a car from the company, the details of the cars that are on loan and the cars available for rental. Staff and customers of the car rental company use this database to check if a certain type of a car is available for rental. The database system also supports a querying, reservation and rental system, where the staff and customers can put a reservation for a vehicle. The reservation system allows Internet access to the car rental company where a customer can send messages to staff for reserving a vehicle. A customer can check the rental price of the vehicles as well as the terms and conditions of the car rental company. The database provides a list of available cars with their makes and models to the customers upon their access and queries for car rentals to the car rental system. The car rental system has a reminder facility where the system issues reminders and fines to the customers that don't return the cars on the due date. The reminder contains the First name, Last name, Customer ID, Address, Car details that the customer has on loan and are over-due as well as the fines ($30.00 per day) to date. The system has become slow in its performance due to expansion of the company and the large increase in number of customers accessing the system to make car reservations and perform queries about the price and availability of cars. There is also a need for improving the way reminders are constructed from the database. Given that the data model of the car rental database is fully normalized and has the following tables: Customer(CustomerID, FirstName, LastName, Address, BusinessTelephoneNo, HomeTelephoneNo) Vehicle(RegsitrationNo, RenatlPrice, Make, Model) Rental(RentalID, CustomerID, RegistrationNo, BorrowingDate, ReturnDate) Reservation(ReservationID, CustomerID, RegsitrationNo, ReservationDate, IntendedBorrowingDate, IntendedReturnDate) Provide suggestion/s to improve the performance of the remainder facilities of the above-mentioned system. (6 Marks) This study examines the opportunity for cost savings resulting from more efficient use and disposal of the State of Colorado's fleet, managed by the General Support Services Fleet Management (SFM) Program. The study reviewed only those vehicles which are managed by SFM and are under three-quarter ton size (light trucks and sedans). SFM managed 5,644 vehicles during fiscal year 1998-99. Summary of Savings The summary of savings for fiscal year 2000-01 is: Areas of Opportunity Cost Savings Vehicle disposal $ 1,613,000 Vehicle utilization 1,785,000 Vehicle preparation time 1,143,000 Total Savings $4,541,000 Of these total savings, an estimated $1.9 million will be from the General Fund. Summary of Changes 1. VEHICLE SALES The State should retain the net proceeds from the disposal of vehicles in SFM to reduce the monthly fixed costs, rather than returning the proceeds to the leasing state agencies. 2. VEHICLE UTILIZATION The State currently has 1,005 nonexempt, low annual mileage vehicles. Recommendations include: a. Reducing the SFM managed fleet size by selling 518 vehicles, classified as nonexempt with low annual mileage averaging 7,330 miles per year. b. Moving other nonexempt and low annual mileage vehicles into local area motor pools to increase vehicle use and to reduce the number of individually assigned or similar vehicles. SFM, in cooperation with the New Century Colorado project, should investigate the development of local motor pools to effectively reduce the remaining number of nonexempt, low annual mileage vehicles in the fleet. 3. VEHICLE PREPARATION TIME The State should restructure Colorado State Patrol's police package vehicle order process to reduce excess inventory and to provide for multiple deliveries throughout the fiscal year. 4. IMPLEMENTATION PLAN New Century Colorado will continue to investigate fleet management processes. A detailed implementation plan will be developed to assist departments in taking advantage of these recommendations. Summary of Assumptions Key definitions used in this study follow. 1. There are two types of costs associated with State Fleet Management (SFM): a. Fixed costs, which represent the following: i. Financing Costs of Vehicles All new vehicles in the fleet are financed from two to seven years with a third party. SFM pays principal and interest on a monthly basis to the third party. The department using a specific vehicle is charged the vehicle's financing costs of principal and interest. ii. Management Fee The costs of operating SFM or SFM's overhead are charged to all SFM users through the management fee. b. Variable costs, which represent the following: i. Fuel Cost Per Mile The average cost of fuel as allocated to all vehicles ii. Maintenance Cost Per Mile This is specific to each vehicle based on actual work performed to maintain the vehicle iii. Insurance The average cost of insurance as allocated to all vehicles, which equates to $0.008 per mile Based on interviews with SFM and vehicle record reviews, the average fixed cost for the entire fleet was $0.19 per mile for fiscal year 1998-99. The average variable cost for fiscal year 1999 was $ 0.11 per mile. The variable cost fluctuates from year to year primarily due to the fluctuation of fuel prices. Fuel prices have risen, since the fiscal year 1998-99, $0.11 per mile variable calculated cost. 2. All vehicles in the state fleet are owned by SFM and leased to individual state agencies. 3. Average net transfer per vehicle is the portion of the sales proceeds, which SFM sends to the state agencies leasing the vehicles. For cars purchased after 1994, SFM sells vehicles at auction and uses the net auction proceeds to pay off the vehicle's financing agreement. For cars purchased prior to 1994, SFM retains a portion of the proceeds equal to 15 percent of the original value. The remaining proceeds are then transferred to the state agencies leasing the vehicles. 4. Utilization refers to annual average mileage of a vehicle. SFM considers low annual mileage to be less than 12,600 miles per year, determined by dividing the total mileage of 76,600 (set in state statute 24-30-1104 C.R.S.) by six years, the typical replacement life of a vehicle. SFM's average current motor pool mileage is 19,200 per vehicle, per year. 5. Exempt and nonexempt refers to SFM vehicle designations. Exempt vehicles have a special purpose such as maintenance or public safety, justifying a lower annual mileage use and the associated higher cost per mile. This determination is reevaluated each year based on the previous year's actual use. 6. This study was based on SFM data as of June 30, 1999. VEHICLE SALES When vehicle mileage is over 100,000, or when other criteria are met, centrally-located State vehicles are typically sold at quarterly auctions conducted by State Surplus, a division of Correctional Industries. The leasing state agency can sell remotely-located vehicles directly to local agencies, or at auction. After the sale, SFM uses the net auction proceeds to pay off the vehicle financing agreement for cars purchased after 1994. SFM retains proceeds equal to 15 percent of the original value for cars purchased prior to 1994. The remaining sales proceeds are then transferred to the leasing state agency. These net proceeds are called the average net transfer per vehicle. The state agency usually transfers the net proceeds into a cash revenue account, which requires spending authority. A review of all of these transfers for the last fiscal year confirmed that these funds were placed into cash accounts. Supporting Data: The average net transfer per vehicle is $2,054, based on the most recent three fiscal years of quarterly auctions as detailed in the following table. Net Proceeds from Sale of Fleet Vehicles Fiscal Year Total Proceed Transfers Number of Vehicles Sold Average Net Transfer Per Vehicle 1998 $ 553,558 319 $ 1,735 1999 641,234 258 2,485 2000 471,368 234 2,014 Three-year average: $ 1,666,160 811 $ 2,054 Note: The source was accounting documents for internal transfers provided by General Support Services. Issue Description: By returning the fleet net sales proceeds to the various state agencies, the costs of managing the fleet program are overstated. Solution Description: SFM should retain the fleet sales proceeds and reduce the management fee charged to the agencies. SFM plans to sell and replace 785 vehicles in fiscal year 2000-01. If SFM retains the average sales proceeds from those 785 vehicles, historically transferred to state agencies, this would result in savings of approximately $1,613,000 (represented by 785 planned disposals at the average net transfer of $2,054). The SFM management fee for fiscal year 1999-00 is $30 per vehicle per month. By retaining the disposal proceeds, we estimate SFM could reduce the management fee charged to agencies by an estimated 80 percent. These savings represent a reallocation of retained funds, which drives a net reduction in appropriations. Further, it is recommended that SFM provide an annual report to all state agencies, listing the cost components of the management fee including a detailed breakdown of all personal services, operating expenses and overheads, and the proceeds from vehicle sales. VEHICLE UTILIZATION State Fleet Management uses a custom-built fleet management system, called Colorado Automotive Reporting System (CARS), which tracks vehicle use as well as performs other critical functions. SFM uses a fixed mileage of 12,600 miles per year as the limit for determining low annual mileage. Supporting Data: Of the 5,644 vehicles in the state fleet during fiscal year 1998-99, 2,585 or 45.8 percent fell below the 12,600 annual mileage criteria. This is consistent with the Office of the State Auditor's 1995 audit report which states 48 percent of the fleet fell below the annual mileage criteria and recommended increased monitoring of the criteria. Of these low annual mileage vehicles, 1,501 are designated by SFM as exempt. Exempt vehicles are those with special purpose use such as maintenance, security patrol or law enforcement. SFM, with input from the Motor Vehicle Advisory Council, which includes vehicle coordinators from each state agency, determines the exempt status of vehicles. The remaining 1,084 low annual mileage, nonexempt vehicles are being used as individually assigned for office or on-call duties, shared assigned duties, seasonal usage, special programs (such as grants) and departmental motor pools. After deducting vehicles that have been sold, or are pending sale, there are 1,005 vehicles in the State's fleet inventory which are the focus of this analysis. These vehicles are designated as nonexempt and low annual mileage, with an average of only 7,330 miles per year. SFM's database (CARS) was examined to identify projected costs for these 1,005 vehicles. A major factor in this analysis is the Personal Vehicle Reimbursement (PVR) of $0.28 per mile that would be paid if a state vehicle were not available for employees. Of the 1,005 vehicles, 518 were identified with total costs (fixed and variable) greater than the PVR. Issue Description: The cost of the state fleet is effectively increased through the ownership of vehicles with operating costs above the current PVR rate. Solution Description: The following table summarizes the state's fleet inventory and the related issues/solutions. Summary of Fleet Utilization Current Usage Number of Vehicles Recom-mendation Estimated Savings Adequately utilized 3,059 N/A Low annual mileage and exempt 1,501 N/A Low annual mileage and nonexempt Vehicles pending sale 79 N/A Vehicles with costs greater than the PVR 518 Nos. 1 and 2 $ 721,000 1,064,000 Vehicles with costs less than PVR 487 N/A ________ Total 5,644 $ 1,785,000 Note: Source of number and current usage of vehicles was SFM, specifically the CARS database as of June 30, 1999. The following recommendations should be implemented to reduce the costs associated with low annual mileage and nonexempt vehicles. 1. Reduce the total state fleet size by eliminating the 518 vehicles identified as low annual mileage, nonexempt vehicles with costs greater than the PVR. Some of these 518 vehicles are newer vehicles, therefore, an agency could choose to sell an alternate vehicle with high mileage. As a result, the cost savings for this reduction in fleet size are based on the average fixed cost for the entire fleet, which is $0.19 per mile. SFM is in the process of reviewing all nonexempt vehicles with low annual mileage, as well as some exempt, low annual mileage vehicles in an effort to identify vehicles that could be eliminated. The annual mileage incurred on these vehicles will be transferred to the local motor pool vehicles discussed under No. 3 below, which have only the variable costs of $0.11 per mile. Thus, this recommendation should result in fixed cost savings of approximately $721,000 (518 vehicles with total annual mileage of approximately 3,797,000 at $0.19 per mile). 2. Eliminate these 518 vehicles or suitable replacements from the fleet inventory. Disposition of 518 vehicles at the historical average net transfer of $2,054 should result in revenue of approximately $1,064,000. 3. Retain the balance of low annual mileage vehicles and place a portion of them in local motor pools. These vehicles have variable operating costs equal to the standard average variable cost of state fleet vehicles averaging $0.11 per mile. Further, these vehicles can accommodate the annual mileage associated with the 1,005 low annual mileage vehicles to be reduced from the fleet. This would require an average of 19,200 miles per year for the remaining vehicles. CARS appears to effectively maintain state fleet vehicle utilization data; however, it currently does not have functionality to help manage motor pools, a component of the above recommendation. VEHICLE PREPARATION TIME An analysis of CARS data revealed that a significant number of Colorado State Patrol (CSP) vehicles remain in storage an average of 12 months before they brought into service. This number has been as high as 124 in July 1999 and is presently 116 (based on a physical inventory performed in December 1999). This time lag is the result of the following two factors: 1. Auto manufacturers historically produced police package vehicles only once a year. This practice mandated that State Fleet Management make an annual purchase of the CSP police package vehicles for delivery in the last quarter of the fiscal year. Contacts with both General Motors and Ford confirmed that the manufacturers now produce police package vehicles throughout the model year with the exception of approximately 6 to 8 weeks in June and July during model change. The ordering process can be modified to fit both the manufacturers' and the State's needs. 2. Patrol cars require extensive modification once they are received from SFM. All units require additional wiring and fuse packages to accommodate radios, ruggedized laptops, sirens and light bars. Push-bumpers, cages and gun racks must also be added. As a result, CSP reported that only 6 to 8 patrol cars could typically be ready in a week, with their current staff. The one-time delivery of patrol cars results in unused cars for the majority of the year. The State is currently paying finance costs of over $600 per month per vehicle. For fiscal year 2000-01, SFM estimates finance costs to be $745 per month. Supporting Data: A review of the CSP fleet in CARS revealed a total of 438 police package vehicles currently on the road, 70 of which have reached the 80,000 mile replacement benchmark as of June 30, 1999. In addition, another 79 vehicles are expected to reach 80,000 miles by June 30, 2000. They plan to buy 149 and 102 patrol vehicles in March 2000 and 2001, respectively. They will finance these vehicles over a three-year period with an estimated 6 percent interest rate. Based on interviews with CSP, an assumption was made for the purpose of this study that at any point in time, a minimum of 5 percent of the total patrol fleet, or 20 vehicles, are available for emergency replacement of patrol vehicles. Issue Description: The current annual procurement and delivery system of patrol cars significantly increases fleet program costs by forcing the State to pay financing costs prior to the vehicles being placed into operations. Solution Description: To eliminate unnecessary financing costs, the police package vehicle procurement process should be changed to take advantage of the recent changes in the auto manufacturing industry. SFM should require multiple deliveries throughout the fiscal year that coincide with the needs of CSP. It is recommended that Purchasing, SFM and CSP work with both General Motors and Ford to develop a delivery plan that meets the needs of the State. This plan may require ordering vehicles over a model year change. Funding for these vehicles also should be changed to meet the new delivery schedule. Based on a physical count of vehicles, CSP currently has 116 vehicles on the CSP lot, in process or awaiting preparation for service. Based on interviews with CSP, this inventory of patrol vehicles will be in service no later than February 2000 (which appears to be possible under their normal preparation schedule). These 116 vehicles will more than replace the 70 vehicles currently identified at the 80,000 mile benchmark. Consequently, a revised vehicle delivery schedule would make the first delivery of 10 vehicles per month occurring in August 2000. This schedule accommodates GM and Ford's model change during June and July; however, SFM and Purchasing need to negotiate the exact timing. Any resulting variation is not anticipated to have significant impact on the proposed savings. The delivery change would result in savings of $441,000 and $1,143,000 for fiscal years 2000 and 2001, respectively. There would be ongoing annual savings of no less than $1,000,000. For purchases in fiscal year 2002 and all subsequent years, the State could purchase patrol package vehicles on an incremental basis, as the cars are needed (approximately 10 per month). This practice will avoid future monthly financing charges that are unnecessary. CARS can provide data to effectively manage and project timing of future patrol car purchases. In addition, the question of whether State Patrol vehicles should be included in the state fleet will be considered during the development of an implementation plan for the above recommendations. NEED TO ATTACH THE FINANCING TABLE TO SUPPORT THE SAVINGS CITED ABOVE All National motorsport governing bodies (ASNs), of which the MSA is the UK's FIA affiliate, are now empowered to electronically register and file HTPs for all cars eligible to compete in International historic events. A new universal, 11 page, FIA HTP was introduced on January 1, 2005, to superce the previous 2004 issue HTP and replace the earlier FIA Historic Vehicle Identity Forms for International competition. When completed, the HTP will be registered and filed electronically for MSA competition licence holders' competing cars, and for competing cars of competitors holding licences issued by other ASNs whose cars are based in, or operated from, the UK. The fee for this service is currently £250 including VAT and is payable to the MSA. As a prerequisite the FIA has insisted that every car is inspected during the HTP application process. The fee for this service is currently £150 and is payable to the Registrar. If you are not sure which Registrar (from the attached MSA list) to approach, please contact the MSA Historic Technical Department on 01753 765000 or mpye@msauk.org We have enclosed a copy of the Regulations for the Issue and Use of FIA HTPs for your guidance and comprehension of the new system. Please note that issue of the old FIA Historic Vehicle Identity Form (HVIF) was discontinued on 31/12/03, but remains valid until 31/12/06. PROCESS The order of events in the electronic processing and registration of your HTP will be as follows: 1. You complete the HTP Application Form/template, a copy of which is enclosed. We would prefer that you obtain an application form from us electronically by e-mailing sales@msauk.org for the latest version. Alternatively a form is available for download from our website www.msauk.org. 2. Please complete the HTP in CAPITALS in black or blue ink. 3. Contact an approved Registrar from the list to arrange an inspection of your car. 4. The Registrar who inspects the car (at your premises, his or at a mutually agreed venue) will check its specification against the HTP application and the set of photographs. The photographs must be chemical processed (i.e. prints from negatives, not digital pictures) and of the specified size to fit the template. Some Registrars may be happy to take the photographs for you, providing that film and processing costs are met. If you take the photographs, please do not stick them to the form but give them to the Registrar. 5. Although VIN or chassis numbers do not feature on the new HTP forms they are nevertheless recorded and are accessible to the FIA and MSA. The Registrar will note previous ownership records for your car. Continuous history is ideal, but if this cannot be met the more information the better - particularly the car's period (not modern) competition history. This information will be held by the MSA on a file with the original of your HTP. Cars without period international race history, but built to the homologated Touring or Grand Touring specification are eligible for HTPs. Under the latest FIA rules and with certain provisos, exact replicas conforming to period specification are eligible for HTPs. Documentary evidence (photocopies from books, period magazines, photographs) will be stored in a dossier for your car in the MSA archive, with the original of the finalised HTP. You will be required to sign the appropriate page of the HTP and pay the appropriate fees upon completion of your Registrar's inspection. 6. The Registrar will countersign the HTP and take it away and submit it together with the MSA fee to Motor Sports House for processing. 7. Once the MSA is satisfied that that the forms have completed correctly, and that all photographs tally, we will request that your car's chassis number is cross-referenced against the FIA Database (which includes every Historic Vehicle Identity Form issued worldwide since 1988) from the FIA's database manager. The FIA Vehicle Identity Number will then be allocated for the front page of your HTP 8. Subject to everything being satisfactory, a four-figure reference number will be allocated to the HTP for identification purposes. The MSA's series for numbering started at GB5000. A coded sticker with your car's HTP number will also be forwarded to you as soon as it is available from the FIA 9. The MSA will deal promptly with processing the HTPs; this usually takes 15 working days, subject to the resolution of anomalies on the HTP. 10. A certified true copy (CTC) of the HTP will be forwarded to you, to be kept with the car at all times. This is your documentation to present at scrutineering for events entered. Should you change the car's specification, or its colour, the HTP must be returned to the MSA for updating. Should you sell the car, the document should accompany the car and the new owner must return it to us for our records to be updated. 11. An electronic copy of the HTP will be sent to the FIA for storage on its database. COSTS MSA Processing Fee As mentioned earlier the MSA's current price (2005) for processing the new Historic Technical Passport has been set at £110 to include VAT, but is subject to change therefore you are advised to check with the Registrar at the time of inspection. The fee may be paid by cheque in favour of 'Motor Sports Association, or should you prefer, you may prior to the Registrar's inspection pay by credit card, over the telephone. For the latter, please contact the Sales Department on 01753 765000. Registrar's Inspection Fee The inspection fee, which is not an MSA charge, is payable to the individual Registrar on the day or before, and is currently agreed at up to £150 plus car mileage travel expenses of 30p per mile, or the cost of a second class rail fare. For longer distances, please discuss alternative travel arrangements with your Registrar. A list of current MSA-appointed Registrars and their contact details is given below. Conclusion We hope that you have found the above helpful but should you have any questions on any aspect of the above, please do not hesitate to contact the MSA. Dedicated Specialist advice on historic matters is generally available on Tuesday and Thursday each week. During the busy Historic motor sport season, or by reason of holidays there will sometimes be weeks when this availability may change. However there is always a member of staff on duty to answer non-specialist queries. Our switchboard number is 01753 765000. 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