AU2008216988A1

AU2008216988A1 - Gps sls

Info

Publication number: AU2008216988A1
Application number: AU2008216988A
Authority: AU
Inventors: Mark Nicholas Woods
Original assignee: MARK WOODS
Current assignee: Woods Mark Nicholas Mr
Priority date: 2008-09-15
Filing date: 2008-09-15
Publication date: 2010-04-01

Description

EDITORIAL NOTE 2008216988 There are 38 pages of description The GPS Speed Limiter System (The GPS SLS) 1. The Federal Government of the Nation is to create and provide an official Map of the nations' road system which includes all the speed limits for every GPS point of every road on the map (down to the meter). > Layer 1 of this map is the road system. Each individual road will be given a unique identity number and that unique identity number will be linked to the unique sequence of GPS co-ordinate points that make up the path of the given road. This will result in the effective mapping out every point of the nations' road system by GPS co-ordinates. > Layer 2 of this map is the inclusion of the official speed limit that is in place at every GPS co-ordinate point of the path of every road in the nation (In the computer program/the official map this information would be placed under the given unique identity number of each road with speed limit data being lodged for each meter /each particular GPS co-ordinate point along the path of each particular road). > In the case of bridges and tunnels where roads pass over each other given GPS points may have more than one road that is on that given point. This is dealt with by the unique identity number for each given road that has linked to it the sequence of GPS co-ordinate points that make up the path of the given road. See later comments for how this sophistication of the system is used. > The reason why the national government must be the one that supplies this "official" map is because all the speed limiting and any breaches of the speed limit will be determined by the supplied map and therefore a huge amount hinges on the accuracy and completeness of the map. You can not have such an important component of the national road safety system being left to the "free market" to supply multiple competing versions that are different to each other in any way. For the system to be optimally effective and efficient there must be only one map that is guaranteed to be accurate and complete and stands as the one and only official map for the nation. > A regular updating of this official map could be performed by downloads performed through the internet from the official National Road Management Department (NRMD). This method would involve the car owner being vigilant and reliable in performing this process which is something you can not reasonably hope for from the masses. The second alternative is to have a once a year road worthy check of all vehicles which would be required to be done to re-register a motor vehicle for the following year and would include the updating of the GPS SLS road map data as part of the checklist service and assessment involved in the road worthy test. The third alternative and the best and most likely to be used in the production version of the GPS SLS would be to perform the updating of the GPS SLS road map data automatically by a wireless internet connection to a dedicated website that downloads the updated version of the map to the vehicles GPS SLS. This automated and wireless method of updating the official map would be built into the units design at its conception and would make the updating of all the maps in all the GPS SLS units within a nation a completely automated and relatively reliable (by taking human vigilance, self order, initiative and responsibility out of the equation). Machines can fail too of course so the system would need a method of checks to capture the occurrences of failures GPS SLS units to be updated with the newest official map. The first of these check systems would be an internal check system inbuilt into the GPS SLS unit that would report a missed scheduled official map update to the vehicle owner when they turn on their motor vehicle. The alert that a scheduled map update has failed would be displayed through the GPS SLS LCD screen in the front dashboard of the motor vehicle. The information would also be communicated through audio means with an alarm to alert the vehicle driver that something is wrong. Then a voice explanation of the detected problem would play through the vehicles sound system. The driver would be directed to consult the LCD display for further information (including the diagnostics of cause of the update failure). The second check would be performed at the National Road Management Department (NRMD) where the NRMD computer would have the unique ID numbers of every single GPS SLS unit registered as existing within Australia. The NRMD computer would be the source of the official map update and in the process of the updates the NRMD would be working through the complete list of GPS SLS units within the nation and any failures to achieve an update download with a GPS SLS unit would be registered on a list. This list of failed updates would be taken up by the NRMD staff. The generated list would include the list of all the names and addresses and email and phone numbers of those that are the registered owners of the vehicles whose GPS SLS systems have apparently failed to be updated. These people would be contacted and inquiries made to establish the circumstances of each particular case and the relevant solution would be applied to each case. 2. All road vehicles (passenger vehicles, utility vehicles, trucks, buses, trams, etc) will have a GPS Speed Limiter System (GPS SLS) included in its operating systems. Inbuilt at inception (ideally) or retrofitted after the vehicles original construction. 3. The GPS Speed Limiter System (GPS SLS) would be turned on when the vehicles ignition is turned on or when the vehicles wheels are moving (the unit design will have both of these as triggers for the activation of the GPS SLS). While the vehicles GPS SLS is operating it will be taking a GPS co-ordinate reading of the vehicles position on a constant regular basis (as frequently as is technically possible (one would expect that the frequency technically possible will increase over time). The use of parallel operating GPS transmitters that have different timings of their periodic measuring and that feed their information into a computer that puts the multiple source information into one chronologically sequenced recording of the vehicles position could be used to create a more frequent reading of the vehicles position). For example the GPS Speed Limiter System (GPS SLS) could identify the vehicles GPS co-ordinate position every 0.5 seconds that the vehicles engine is operational or the vehicles wheels are turning and it could do this by having four parallel running "GPS Point Readers" operating inside the GPS SLS unit. These four "GPS Point Readers" would each take a reading every 2 seconds and each of the 4 "GPS Point Readers" readings would be separated by 0.5 of a second from it's nearest others over a 2 second period and this system would run in a repeating cycle with the generated data being meshed together by the computer to create the end product data on the vehicles GPS co-ordinate position every 0.5 seconds that the vehicle is in operation or in movement. An example of the described 4 parallel "GPS Point Readers" operation is as follows: "GPS Point Reader" 1 reading taken at 13:22:00:50 "GPS Point Reader" 2 reading taken at 13:22:01:00 "GPS Point Reader" 3 reading taken at 13:22:01:50 "GPS Point Reader" 4 reading taken at 13:22:02:00 "GPS Point Reader" 1 reading taken at 13:22:02:50 "GPS Point Reader" 2 reading taken at 13:22:03:00 "GPS Point Reader" 3 reading taken at 13:22:03:50 "GPS Point Reader" 4 reading taken at 13:22:04:00 "GPS Point Reader" 1 reading taken at 13:22:04:50 "GPS Point Reader" 2 reading taken at 13:22:05:00 "GPS Point Reader" 3 reading taken at 13:22:05:50 "GPS Point Reader" 4 reading taken at 13:22:06:00 Etc in repeating cycle 4. The GPS Speed Limiter System (GPS SLS) measures the GPS co-ordinates of the vehicle at each given point and uses the collected data to place the vehicle on the Federal Government supplied official Map of the nations' road system which includes all the speed limits on all the roads for the entire nation down to the meter. This official map is made up of GPS co-ordinate points and the vehicles position at each given point will be placed on the GPS co-ordinate that the vehicle is recorded as being at and a determination will be made of the particular road and the particular point on that road the vehicle is on at that time and therefore the particular speed limit that is in place at that point of the nations road system and is therefore applicable to the vehicle at the time. 5. An extra level of sophistication of the GPS Speed Limiter Systems functions is that it will record and store a GPS co-ordinate point by point sequence map of the vehicles travel path for the last 20 kilometres of travel of the vehicle and use this map to identify which road the vehicle is on at any given point by comparing the vehicles immediate historical path to arrive at its current point with the official national road map which includes the "GPS co-ordinate point by point sequence" for each road that exists in the nation. The computer program will know each road by its unique identification number and its unique GPS co-ordinate sequence. This sophistication of the GPS SLS system will cater for the real world situations where there are tunnels and bridges in the road system and given GPS points have more than one road travelling over it and therefore potentially more than one speed limit linked to the given GPS point. In effect the GPS SLS unit will profile the vehicles position by identifying both the GPS point the vehicle is on at the time and also the particular road the vehicle is on. The computer will simply run a matching process to determine which road the vehicle is travelling on at each given point - matching the vehicles path with the road identification number that has the same GPS co-ordinate path as that travelled by the vehicle to reach its current point. This sophisticated way that the vehicle is placed on the official road map of the nation will deliver the correct speed limit for the road that the vehicle is actually on even when a vehicle is on a road that has a tunnel underneath it and a bridge running over the top of it. 6. The GPS Speed Limiter System (GPS SLS) will deliver the speed limit for the given points on the particular road that the vehicle is travelling on at every point of the vehicles journey. This is the first third of the GPS Speed Limiter Systems (GPS SLS) operation. 7. The second third of the GPS Speed Limiter System (GPS SLS) is to establish the speed of the vehicle at each given point so that this information can be compared to the speed limit of the particular point of the road that the vehicle is travelling on at the time. The obvious and simplest way to establish the vehicles speed at any given point is for the GPS SLS unit to be fed the data on the speed of the vehicle from the vehicles speedometer. The alternative way for the GPS SLS to acquire this information would be for the GPS SLS unit to run calculations from its millisecond by millisecond readings of the vehicles GPS co-ordinate position to derive the vehicles speed from this data that it has. The program that would derive the vehicles instantaneous speed moment by moment would analyse the vehicles speed in terms of meters per second (for example 1OOkm/hr translates to 27.7.... metres per second). Either of the two described methods would provide the GPS SLS unit with the vehicles speed at every given point of the vehicles movement. The simplest and most reliable source of information on the vehicles speed at each given point for the GPS SLS computer to work with would most likely prove to be a data feed from the vehicles well calibrated speedometer unit. I would expect the production model of the GPS SLS would use this method for establishing the vehicles moment by moment speed. Special attention would be needed to make sure all vehicles' have perfectly calibrated speedometers that hold their accuracy over years and decades so that the information that the GPS SLS is working with is accurate. The second method of deriving the vehicles speed could be used as a regular check of the accuracy of the vehicles speedometer and the GPS SLS would sound the alarm if there was any discrepancy between the two measures (effectively calling the vehicle in for a service so that the speedometer can be checked for its accuracy). A smart government would set up a national standardised testing facility that would use state of the art high accuracy measuring and calibrating systems. These testing and recalibration centres would officially certify a vehicles speedometer (GPS SLS vehicle speed data) as being accurate as of the date of testing. This would be a support system that would cover what is of course a critical link in the GPS SLS approach to creating a highly effective and fair road speed limit enforcing, monitoring and policing system. 8. The final third of the GPS Speed Limiter System (GPS SLS) is all about what is done with the information gathered by the GPS SLS systems. There are many possible ways that the information can be used in a positive and useful way and therefore many variant models of the GPS Speed Limiter System (GPS SLS) that could be created. The following are a number of the GPS SLS variants that are possible. The heart of the GPS SLS concept is expressed in the effective speed limiting delivered by the version described in GPS SLS Models 2, 3, 4, 6, 7, 10 and 13. 9. GPS SLS Model 1 - In Model 1 the information gathered in the above described systems is relayed to the driver via one or more of the 5 human senses and the driver is then informed and able to use the information to voluntarily reduce the speed of the vehicle to below the speed limit. Examples of the way the information could be feedback to the driver are as follows: > Eg. The information could be relayed to the driver visually on the dash board display or on a head up display on the windscreen. The system could deliver the display of the speed of the vehicle in a green colour from the range of 0 to within 10 km/hr of the speed limit and deliver the display of the speed of the vehicle in a gold colour when the vehicle is travelling at a speed in the range of between 10 km/hr and 5 km/hr below the speed limit and deliver the display of the speed of the vehicle in a flashing deep strong orange colour when the vehicle is within 5 kilometres of the speed limit and deliver the display of the vehicles speed in a flashing larger red colour when the vehicle is moving in excess of the roads speed limit. This colour system in combination with the flash and size changes would allow a person to drive by these quickly recognizable communications (recognising a colour can be done quicker and easier than reading a number). The speed limit of the particular point of the national road system that the vehicle is on would be displayed at all times in blue next to the display of the vehicles current speed. The size of the display of the road speed limit would be the same size as the display of the vehicles' speed when the vehicle is in excess to the speed limit. > Eg. The information could be relayed to the driver through sound using the vehicles sound system to deliver the audio warning and command information. The vehicles sound system would always be at the ready to deliver these warning and command information while the vehicles engine is turned on or the vehicles wheels are in motion (and irrespective of whether or not the sound system had been turned on by a human being). In the case that the vehicles sound system was, at the time delivering audio output (eg. playing a CD or delivering radio or MP3 output) the GPS SLS would override that output (turn that output off completely for the window of time) to deliver the warning and command information. Under this system whenever the vehicle exceeds the speed limit the GPS Speed Limiter System (GPS SLS) would hijacks the sound system (temporarily turns off any competing data being delivered through the vehicles sound system) to deliver the alert warning that the vehicle is exceeding the speed limit. This warning would be accompanied by a command to slow the vehicles speed as soon as it is safe to do so. An example warning and command that would be given is "The vehicle is in excess of the speed limit by _ kilometres an hour. Please reduce the vehicles speed as soon as it is safe to do so". This warning and command would be preceded by a beeping noise of some kind. If the vehicle stays continuously above the speed limit (or moves to speeds further and further above the speed limit) then this beeping noise will increase in volume and change in pitch and increase in the length before the warning and command is given again. This beeping, warning and command would continue in continuous cycle until the vehicle returns to below the speed limit of the stretch of road that the vehicle is travelling on at the time. The idea of the beeping sound progressive change would be to create a noxious/annoying audiological experience that would give incentive to the driver to slow down. NOTE: It is important that the noise not be so painful that it would decrease the drivers' attention to the road ahead of them or their mental focus. This is important so that the warning system does not contribute to an increased likelihood of an accident occurring. This hijacking of the audio system has the added bonus of turning off any music that may be fuelling an aggressive driving attitude (which is a common occurrence amongst young male drivers who are speeding - often emotionally pumping music is in the mix of causes of the driving misconduct). This turning off of emotionally pumping music is removing one of the causative forces to some speeding incidents which increase the effectiveness of the system in persuading the driver to return to below the speed limit. > Eg. When the vehicle is travelling in excess of the roads speed limit as detected by the GPS Speed Limiter System (GPS SLS) the GPS SLS will inform the driver of the breach of the speed limit through all the methods described in the first and second examples with the addition of a shudder sensation occurring in the steering wheel +/- a shudder occurring through the drivers seat. Model 1 of the GPS SLS would not only include giving the vehicles driver the feedback of information about the vehicles speed relative to the speed limit of the section of road the vehicle is travelling on but would also include an inbuilt "Speed Limit Breach Accountability System"(SLBAS). This system would automatically send an SMS/email/ electronic message from the vehicles GPS SLS control system to the National Road Management Department (NRMD) with the full detailing of the incident in which the vehicle breached the roads speed limit. The information delivered to the National Road Management Department (NRMD) would include: > The GPS co-ordinates of the speed limit breach incident > The road identification number that the speed breach incident occurred on > The GPS SLS unique identification number which will identify the vehicle that the speed limit breach occurred in. This number would be linked to the vehicles registration number and the vehicles owner information within the internal records of the National Road Management Departments data base. > The speed that the vehicle reached during the speed limit breach > The speed limit of the stretch of road that the speed limit breach occurred on > The duration of time the speed limit was exceeded for during the incident. The National Road Management Department (NRMD) would issue an automatic fine (computer generated) for each and every speed limit breach that occurs (taking into account the severity of the breach through analysing the km/hr the limit was exceeded by and the duration of the speeding incident). This system would mean that the vehicle driver would be held to account for their excessive speed and would have to pay a fine for each breach of the roads speed limit that they perform. The driver will also incur demerit points for each speed limit breach and repeat offences would result in the accumulation of fine costs (which would act as a deterrent to further offences) and the accumulation of demerit points that could eventually trigger a loss of licence which would remove the repeat offending drivers from the road system (which will work to make the road system safer for other users of it). This GPS SLS model version would clearly result in many people accumulating many breaches of the road speed limit system because the real life situation of driving on the road is such that one needs to stay within 10 kilometres of the speed limit of the given road to keep the traffic flow smooth and avoid annoying the drivers behind you. The problem with driving within 10 km/hr of the speed limit is that wandering over the speed limit when driving so close to it is bound to happen for many people even amongst the good and careful drivers. This is why the GPS SLS variants 2, 3, 4 etc are the preferred systems for the real world use system - the sort of system that could be adopted and mandated by a national government. 10. GPS SLS Model 2 - In Model 2 of the GPS SLS the information is relayed to an internal speed limiter inbuilt into the vehicle that limits the speed of the vehicle to the speed limit as determined by the GPS SLS at each given point. There would be a warning system that alerts the driver as they are moving within range of the speed limit. This warning could be delivered via: a. Eg. A visual communication display on the dash board or on a head up display on the windscreen. The system could deliver the display of the speed of the vehicle in a green colour from the range of 0 to within 10 km/hr of the speed limit and deliver the display of the speed of the vehicle in a gold colour when the vehicle is travelling at a speed in the range of between 10 km/hr and 5 km/hr below the speed limit and deliver the display of the speed of the vehicle in a flashing deep strong orange colour when the vehicle is within 5 kilometres of the speed limit and deliver the display of the vehicles speed in a flashing larger red colour when the vehicle is at the speed limit and the vehicles internal speed limiter is blocking the vehicle from travelling any faster. The speed limit of the particular point of the national road system that the vehicle is on at each point would be displayed at all times in blue next to the display of the vehicles current speed. The size of the display of the road speed limit would be the same size as the display of the vehicles' speed when the vehicle is in excess to the speed limit. b. Eg. An Audio communication delivered through the vehicles sound system. Anything being played on the vehicles sound system would be temporarily turned off to deliver the information. This information could come simply as a number. The number being said every second would the kilometres per hour between the vehicles current speed and the speed limit of the section of the national road system that the vehicle is travelling on at the time. This would be set to trigger within 15, 10 or 5 kilometres of the speed limit (depending on the drivers preference). An option list would be provided through a menu list on the control panel of the GPS SLS on the LCD screen built into the front dashboard of the motor vehicle. This system would deliver a constant feedback loop to the driver that would allow the driver to keep their eyes firmly on the road and the road conditions ahead of them while always knowing their speed in relation to the speed limit of the section of road they are travelling on at the time. The audio feedback system would include an optional setting that would deliver an announcement of each change in the speed limit of the road that the vehicle is travelling on. Another feature of the system would be an announcement of each impending change in speed limit on the road the vehicle is travelling on so that the driver is pre warned and can make the necessary adjustments. For example the GPS SLS could announce that the speed limit on the section of road ahead is reducing to 80kms an hour eg. "In 500m the speed limit is reducing from the current 100 km/hr to 80 km/hr" c. Eg. When the vehicle is travelling within in 5 km/hr of the speed limit as detected by the GPS Speed Limiter System (GPS SLS) the GPS SLS will inform the driver of the impending limit through all the methods described in the two examples above with the addition of a shudder sensation occurring in the steering wheel +/- a shudder occurring through the drivers seat. It might be asked why a person needs to be told that they are travelling close to the speed limit given the speed limiter will stop the vehicle from exceeding the speed limit regardless of what the vehicle driver knows. The reason it is important a driver be informed of impending speed limiting is that they need to be made fully aware that their availability of further increases in speed are reducing and with that their manoeuvring options in a crisis are reducing (leaving them only the brakes and steering of the vehicle as options in a crisis with no further acceleration option available to them). This is particularly important information in the case of people considering an overtaking manoeuvre. With this GPS SLS Model the speed limiter would slowly decelerate the vehicle as the vehicle approaches a section of the road with a lower speed limit than the section of the road the vehicle is on. For example the speed limit on a road may be 100 km/hr and as the road approaches a small country town the speed limit drops to 80 km/hr and then to 60 km/hr as it passes through the town. The GPS SPS would always know which road the vehicle is travelling on and be looking ahead 2 km from the point that the vehicle is on as it scans for changes in the roads speed limit. When the GPS SLS detects that the speed limit is reducing up ahead the GPS SLS will communicate the information to the driver through one of the methods described above (a/b/c) and then when the vehicle moves within "critical range" of the lower speed limits' starting point the GPS SLS will smoothly slow the vehicle (if the driver has not already slowed the vehicle sufficiently by that point) so that the vehicle can arrive at the start of the new speed limit at the correct speed. IF we continue with the scenario as described immediately above then the vehicle will travel through the small country town at or below the 60km/hr limit and then the roads speed limits will increase again back to 80 km/hr and then back up to 100 km/hr as the road moves through to the other side of the small town. In the scenario, as described, the GPS SLS would pre announce these raises in speed limit that are coming up on the section of road ahead of the vehicle. For example it would give an audio communication of "In 500 meters the speed limit rises from the current 60 km/hr to 80 km/hr". The announcement would have an emphasis on the two underlined parts in the example above. Depending on the setting selected by the driver a visual communication of this information could also be announced on the head up display. This information would be displayed under the heading "Speed limit in 500 meters" and in this example the speed displayed under this title would be "80km/hr". This would sit next to the heading "Current Speed Limit" which would in this example have displayed in the space below it "60km/hr". The GPS SLS never accelerates the vehicle (as this would be an unsafe feature to have inbuilt into a vehicles operation systems) so the driver of the vehicle would need to apply pressure to the vehicles accelerator to move the vehicle to the higher speed once the higher speed limit zone is entered into. Once the vehicle actually enters the higher speed limited zone the GPS SLS will announce the higher speed limit. For example an audio announcement "The speed limit is now 80 km/hr" and a visual communication of the speed limit change will be effected by having the number placed under the heading "Current Speed Limit" being changed to "80km/hr" and flash for three seconds with a brighter green colour. When the GPS SLS limits the speed of a vehicle (either by blocking any additional speed being added to the vehicle or by actively slowing the vehicle from its current speed due to the vehicle entering into a lower speed limit area) the mechanism/method employed to perform this speed limiting of the vehicle will be one or other (or a mix of the two) methods of intervention as follows: > Reducing the amount of fuel being fed into the vehicles engine > Apply the breaks of the vehicle 11. GPS SLS Model 3 - is like Model 2 except for an additional feature that is a "Speed Limiter Override Function". The engaging of this function would be performed through a button placed on the steering wheel of the vehicle. This option of overriding the speed limiter on the vehicle would be supplied for use by the driver in the case of an emergency where additional speed is required to avoid a potentially dangerous situation from arising or to escape an eminent accident. An example of such a situation would be a case in which a vehicle moved into an overpassing manoeuvre and half way through the manoeuvre found the oncoming traffic was approaching at a speed that made a head on collision likely or certain at the current vehicles speed which was already travelling at the roads speed limit. In this case the driver could engage the "Speed Limiter Override Function" through the steering wheel controls and accelerate the vehicle to escape the situation and avoid what would have been a deadly collision. When the "Speed Limiter Override Function" is engaged an automatic electronic message would be sent from the vehicles GPS SLS control system to the National Road Management Department (NRMD) via the wireless telecommunication system inbuilt into the GPS SLS. This communication would give a full detailing of the speed limit breach incident (including the GPS position of the incident, the vehicle registration, the top speed that the vehicle reached, the speed limit of the stretch of road the incident occurred on, the amount the speed limit was exceeded by and the duration of time (and number of meters) the speed limit was exceeded for). The National Road Management Department (NRMD) would issue an automatic fine for the speed limit breach in proportion to the severity of the breach that took place. If high volumes of speed limiter overrides occur in any given vehicle then the vehicles registered owner will be called in for compulsory driver training to re-teach the principles and practices of good driving that prevents the vehicle from getting into dangerous situations. In the case of an "Extreme Speed Limit Breach" (eg. travelling in excess of 30 km/hr of the speed limit for prolonged or repeated periods in one trip) the NRMD would refer the case immediately (in real time/as the incident is occurring) to the police stations within the area of the incident with a full detailing of the case and a provision of the assigned unique case number so that the police can use the number to bring up the GPS tracking of the particular vehicle on the NRMD linked GPS unit inbuilt into the police vehicle. This would allow the police vehicle to move directly to the offending vehicle and follow the vehicle until the vehicle stops or alternatively engage the vehicle while it is travelling. The GPS tracking would allow the police the option of hanging back from the vehicle (remaining undetected) if they are concerned the particular traffic and road conditions or the mindset of the driver are such that engaging the vehicle would increase the risk of an accident. The net effect of this feature of the GPS SLS Model 3 unit design would be that the police would be better enabled to be at the scene of such serious driving incidents and identify the offending driver and arrest them at the scene of the crime and act as witnesses to the offenders' crime so that such drivers can be effectively caught and prosecuted and removed from the national road system by cancelling their vehicle licence for life. The effect of the GPS SLS Model 3 unit design would be that a driver has the option to take the vehicle to higher speeds if the driver deems the situation requires' it and they are enabled to survive an acutely dangerous situation thereby. While providing this important facility to the driver the driver is still held to account for each and every speed limit breach they perform. Their excessive speed is lodged with the NRMD and a fine for the breach is issued and a demerit point/s will be deducted from the drivers licence. Repeat offences will result in accumulating fine costs and accumulating demerit points that would eventually trigger a loss of licence. "Extreme Speed Limit Breaches" would be intervened on in real time by the police force so that these extremely dangerous speeding incidents are dealt with comprehensively. This approach caters for all aspects and gives a satisfactory coverage of the balance of concerns that exist in the real world situations when driving on the road.

Brakes are always the first option of choice in a dangerous situation but occasionally acceleration is the best option to escape a dangerous situation and the GPS SLS Model 3 would give the flexibility to deliver this option to the driver when it is absolutely needed in crisis situations. A responsible federal government would legislate that all vehicles be fitted with a GPS SLS Model 3 unit as part of the criteria for meeting the standards that allow a vehicle to be sold into the nations market. With this the responsible government would set up the National Road Management Department (NRMD) to: > Create and update the "Official Map" of the National Road System > Receive the notices of speed limit breaches and issue the relevant fines and demerit points > Run driver training courses to teach people how to drive safely and in such a way as to avoid getting into dangerous/crisis situations. If such moves were made by a federal government then in time all the costs of current speed camera operations would be replaced by this far more efficient and effective system for preventing and capturing incidents of speed limit breaches on the nations road system. NOTE: The GPS SLS Model 3 has a large (14 inch) touch screen LCD panel placed in the centre of the front dashboard of the motor vehicle. This screen would be the control panel for the GPS SLS functions. A "Menu - Select" system would be provided for navigating through the function options and for selecting functions and setting particular configurations on any given function. The touch screen would be used to run the "Menu -Select" functions as well as a number pad and alphabet pad that could be brought up onto the screen by selecting the relevant icon. There are two USB ports integrated into the units build which would allow for transfer of data from and to the GPS SLS unit and the plugging in of compatible equipment. The LCD screen would show GPS maps, the position of the vehicle on the map and the position of target destination and be used to navigate to GPS points (these are all the standard things provided in already existing GPS navigation units). The GPS SLS control panel would have the vehicles AM/FM Radio, CD player and MP3 player compatibility system incorporated into it as well as having a dedicated hard drive (a minimum of 100GB) for loading on music and/or audio books for in-vehicle play back. These audio entertainment functions can all be worked through the LCD screen of the GPS SLS unit while the ignition key is turned to position 1 of the ignition lock (this position turns on the electrics only). As soon as the vehicles engine is running the audio systems' navigating options become significantly more limited and can only be performed through the use of buttons and paddles on the vehicles steering wheel (this system set up helps to keep the vehicles' drivers' two hands on the steering wheel and the drivers eyes on the road ahead of them while the vehicle is in operation which makes the vehicle safer in its design). Each movement of the paddle will move the audio output source from the AM Radio - to the FM Radio - to the CD player - to the MP3 player input plug - then to the vehicles inbuilt dedicated hard drive audio player unit and then back to the start of the endless circle (i.e. back to the AM Radio). A button on the right half of the steering wheel will jump the play output to the next chapter/song and the button on the left half of the steering wheel will jump the play output to the previous chapter/song. The integrated USB ports and the "Menu -Select" options will allow data files to be transferred from external hard drive sources onto the integrated dedicated audio play back hard drive. This transfer function will allow people to upload their music and/or audio books files onto the vehicles dedicated audio play back hard drive. Once loaded the "Menu - Select" options on the GPS SLS LCD touch screen unit will allow for the grouping of files into categories and the naming of these categories (eg. self help lectures, science lectures, pop music, classical music). The files placed in each category can then be ordered into the operators preferred play list order and further functions will allow for the editing and deleting of files as desired. IF the "categories" feature is employed (i.e. there is more than one category in place on the audio play back hard drive) then each move of the paddle on the steering wheel will move the audio output to the next category within the hard drive until all categories are exhausted at which point the next movement of the paddle would take the audio output source to the next source on the "endless circle" which is the AM radio source. NOTE: The large LCD screen control panel will be held in place by a holding bracket which in turn will be held by another larger holding bracket which is fixed to the front dashboard of the vehicle. The inner bracket will hold the screen with a vertical axis allowing for a 35 degree rotation to the right and a 35 degree rotation to the left (a total of 70 degrees of movement). To adjust the rotation of the screen the vehicles ignition key has to be used to unlock the lock at the bottom of the inner bracket. When the desired position is found the key is turned back to the lock position to lock that position firmly into place. This whole bracket is then held in place by an outer bracket that has its holding axis running horizontally which allows the inner bracket (and the screen it is holding) to be tilted up to 30 degrees upwards. To adjust this tilt the vehicles key is need to unlock the lock on the side (drivers' side) of the outer bracket and once the inner bracket has been moved to the new preferred tilt position the key is turned back to the lock position to lock the screen firmly into position. By only being able to adjust the screen position through using the vehicles ignition key a prevention system is built into the vehicles design that will prevent the vehicles driver from attempting to adjust the position of the LCD screen while the vehicles engine is running (and therefore, potentially, the vehicle is in motion). This is another way in which the inbuilt systems work to prevent the vehicles driver from taking their eyes off the road and taking one or two hands off the vehicles steering wheel while the vehicle is in operation. NOTE: The weakness of a touch screen input method for navigation of the systems menu when dealing with a screen that is out in front of the operator and placed in a near vertical position is that it requires a significant amount of shoulder flexion to reach the screen. With volumes of use this could lead to shoulder fatigue and even injury (e.g. Biceps tendonitis). The production model of the GPS SLS unit would therefore likely include another menu navigation input controller (in addition to the touch screen technology). The list of the options to choose from for providing this additional navigation system input method includes: A "Track Ball" type unit placed on the horizontal between the two front seats in a position that allows for easy use without any shoulder flexion required. > A "Pad + Enter buttons" unit (as seen in lap top computer units) placed on the horizontal between the two front seats in a position that allows for easy use without any shoulder flexion required. > A "Joy stick with a Select button on it" placed on the horizontal between the two front seats in a position that allows for easy use without any shoulder flexion required. > A physical "Wheel and Select" unit (as seen on mobile phones) placed on the horizontal between the two front seats in a position that allows easy use without any shoulder flexion required. > A "Voice Command" system. A simple way to create a reliable functioning voice command system is to number all options on the menu lists presented on the screen and have the voice command system designed to respond to only numbers and the words "Next" and "Previous". This would mean the whole navigation process would be hands free. Using numbers and only a couple of words is simpler for the computer program to be programmed to reliably recognise. (A few other key words could be included but the principle idea of keeping the words that the system would respond to, to a very limited list so that the system can be made to be robustly reliable should be adhered to in the design of the system) 12. GPS SLS Model 4 - This model would have all the features of model 3 except it would have the added function that of a cruise control. In model 4 a cruise control system could be engaged at a given speed and then the vehicle would travel at that speed while the roads speed limit remained greater than the speed set on the cruise control. In the case that the roads speed limit was reducing or increasing further down the road the GPS SLS communication systems would communicate this impending change of speed limit to the driver (as described in the description of the GPS SLS Model 3). If the roads speed limit was reducing and the vehicle driver did not decelerate the vehicle sufficiently in time to meet the lower speed limit then the GPS SLS would decelerate the vehicle itself - beginning the process early enough so that the vehicle arrives at the GPS point where the lower speed limit starts at or below the given speed limit. This GPS SLS cruise control system is in effect a "smart cruise control system" because it will hold the speed set by the driver while the speed limit of the road the vehicle is travelling on remains above the set cruise control speed but will reduce the speed of the vehicle from that speed in the case that the roads speed limit reduces. The vehicle will remain in cruise control mode even as the vehicle is slowed to meet the lower speed limit and will remain in cruise control mode when travelling through the lower speed limit zone but when/if the speed limit of the section of road the vehicle is travelling on increases again the GPS SLS will not itself increase the speed of the vehicle. Any increase in the vehicles speed must always be performed by the vehicle drivers' direct action on the vehicles accelerator pedal. Once the vehicle is accelerated above the lower speed held by the cruise control then the cruise control would be automatically disengaged and the driver would have to reset the cruise control in the case that they want to reengage the cruise control on the vehicle. In every case that the vehicle is moving from an area of higher speed limit to an area of lower speed limit and in every case the vehicle is moving from an area of lower speed limit to an area of higher speed limit the GPS SLS unit will communicate the information of the change of speed limit to the driver through one or more of communication methods described in the course of describing GPS SLS Model 1, 2 and 3 13. GPS SLS Model 5 would be the same as GPS SLS Model 3 (+/- GPS SLS Model 4) except that it would not include the inbuilt automatic speed limit breach infringement notice being sent to the National Road Management Department (NRMD). To be specific the GPS SLS Model 5 would not have the feature described in GPS SLS Model 3 as follows: > When the "Speed Limiter Override Function" is engaged an automatic electronic message would be sent from the vehicles GPS SLS control system to the National Road Management Department (NRMD) via the wireless telecommunication system inbuilt into the GPS SLS. This communication would give a full detailing of the speed limit breach incident (including the GPS position of the incident, the vehicle registration, the top speed that the vehicle reached, the speed limit of the stretch of road the incident occurred on, the amount the speed limit was exceeded by and the duration of time (and number of meters) the speed limit was exceeded for). The National Road Management Department (NRMD) would issue an automatic fine for the speed limit breach in proportion to the severity of the breach that took place. Etc. GPS SLS Model 5 could be an interim model version that could be offered by car manufacturers in new vehicle models (and/or could be offered as a retrofit system for pre-existing vehicles) in the free market environment (in the absence of the federal government doing their job properly and mandating the GPS SLS Model 3 version as a minimum standard for all new vehicles). The sell point on this optional extra on a vehicle would be that it would allow the vehicle owner a sure prevention from inadvertently exceeding the speed limit throughout the whole course of the vehicles useful life. This option might be popular with parents of teenage children who will be sharing the car over the following few years. The option may also be popular with company vehicle fleets so as to reduce the likelihood of accidents and speeding fined. The model 5 version would include an onboard record of all "Speed Limiter Override Function" use with a full detailing of each incident in which the vehicle exceeded the road speed limit. This again would add to the effectiveness for parents wanting to know their children are driving below the speed limit at all times so that they are obeying the law as is their duty as a citizen and road user and so that the child is not driving at excessive speeds that could contribute to an accident that might harm the child or passengers in the vehicle with them or other road users and pedestrians. The GPS SLS Model 5 would suit the circumstance where the federal government had failed to mandate that the GPS SLS Model 3 be built into all new vehicles as part of the list of minimum standards for approval for sale of the vehicle into the nations market. 14. GPS SLS Model 6 would have all of the features of GPS SLS Model 3 (+/ GPS SLS Model 4) but would have the added feature of keeping a record of the vehicles GPS co-ordinate path that the vehicle travelled along including the corresponding time that the vehicle was moving through or was at each GPS co-ordinate point. This information would be stored on a hard drive built into the GPS SLS which could be downloaded to other data storage devices either by: > Wireless communication systems (eg. the company computer calls the unique phone number of the given particular GPS SLS Model 6 unit and delivers the security code for the particular unit which authorises the sending of a copy of the data in the GPS SLS unit to the company computer) > The USB port built into the GPS SLS control console that is built into the front dashboard of the motor vehicle. The LCD screen that is part of this GPS SLS control console would provide, in its menu - select system, the option of copying the "Vehicle Track Data" to an external hard drive. The data would be presented in order of date and time - in a chronological sequence. The computer system would provide "sift and sort" options that would allow the user to categorise the data by specific GPS areas and/or by days of the week and/or ranges of times of the day etc. These functions are designed for government and company vehicle fleets. The idea is that this information would allow for governments departments and private companies to separate out the driving that is for work purposes and the driving that is for personal purposes and charge the vehicle user for their personal use. A simple example of the use of this function is a scenario in which a company supplies an employee with a vehicle under the understanding that the vehicle is to be used only in the hours Monday to Friday between 7 am and 9 am. Any vehicle use outside of these hours will be deemed as personal use of the company vehicle and will be billed at a predetermined rate per kilometre travelled against the vehicle drivers' weekly pay. Another example is the case of an employee being provided with a company vehicle with clearly stipulated conditions of where they can drive the vehicle. This condition of use would be that the vehicles movement must be within a certain area zone for the car use to be deemed work related. The area would be known to the GPS SLS computer in terms of GPS co-ordinates but would be entered into the computer by the user marking the area out on an electronically displayed map. The exact number of kilometres travelled by the vehicle outside of the designated work zone would be billed to the employee and deducted from the employee's after tax earning in their weekly/fortnightly pay packet.

In practice the most commonly used criteria inputted into the GPS SLS Model 7 unit would be both a list of approved times and approved area/s. This use of a combination of time and area (having to pass two tests to pass as approved) would be the most effective way to define an approved use of a vehicle. The government of a nation could mandate that all government and company fleet vehicles must include a GPS SLS Model 6 unit in the vehicles build and thereby effect a significant reduction in tax deductions by businesses that are essentially false tax deductions (because the costs used as deductions were in fact personal kilometres not company kilometres being travelled and hence should not have been claimed). 15. GPS SLS Model 7 - is like GPS SLS Model 6 except it would have a unique key for each user that would be recognised by the GPS SLS and effectively identify each different vehicle driver. The "unique key system" could be in the form of a unique number code that each different driver of the vehicle will be given. When a given driver wants to drive the vehicle they must punch in their unique code onto the number pad as well as place and turn the ignition key in the ignition key hole to start the vehicles engine. (The start of the movie "Transporter" in the 7 series BMW showed a system similar to the one just described). Another method for creating a "unique key system" is by design elements in the ignition key and lock system. Each key cut for the vehicle would have a section that turns the ignition on (this would be the same on all the keys) and another section on the key that is the "key identity feature" (which would be unique in each key). There could literally be hundreds of keys cut for one vehicle each of which would be successful in starting the engine but would each trigger a different and unique rotation configuration on the "identity section" of the lock barrel system. The GPS SLS Model 7 would record which identity number is driving the vehicle and record all the collected data on the vehicles travel path (in GPS co-ordinate points), the time the vehicle was at each GPS point and the vehicles fuel use etc with the unique identity number next to the data pieces. This system sophistication would allow a vehicle to be used by multiple users while having each user held fully accountable for their vehicle use. If a speeding infringement occurred then that data would have the vehicle user Identification number next to it and that user could be clearly held accountable and liable for it. All the kilometres travelled and fuel used by each vehicle user would be clearly attributed to each vehicle user and could be billed to their account. This system has application in company and government vehicle settings but would also be applicable in family settings where teenage sons and daughters share the use of the parents' vehicle. This system would allow parents to make their children fully accountable for their vehicle use and fuel use by making the child pay for the fuel they use and the kilometres they travel out of the their own money so that they learn the cost of it and think about their choices to use it with the hope that such a strategy would lead to the use of more gentle driving methods (to optimise the fuel efficiency of the vehicle) and more disciplined choices on the amount the car is used. 16. GPS SLS Model 8 has all of the features marked out in GPS SLS Model 3 (+/ GPS SLS Model 4) but has the added feature as follows: The National Road Management Department (NRMD) could "Lock Down" the vehicle by sending a message to the GPS SLS unit via its unique ID number commanding the GPS SLS to limit the vehicles speed to 0 km/hr - effectively preventing the vehicle from being driven. This command would be sent by the NRMD in the case of: > A vehicle being impounded > A driver having their vehicle licence suspended or cancelled. > A vehicle reported, by the owner, as having being stolen. In such a case the vehicles GPS SLS would be given a standing command to "Lock Down" as soon as the vehicles engine is turned off or is 1:1 with a refuelling station (all refuelling stations will, of course, be marked out on the GPS official map of the nations road system) and the GPS signal of the vehicle would be used by police to locate the vehicle in quick time. The message sent by the NRMD to the particular GPS SLS would be sent by wireless transmission. A two way wireless communication system would be inbuilt into every GPS SLS. This GPS SLS Model feature would have many technical issues associated with it in terms of preventing the possibility of a malfunction of the system that could lead to false positives ("locking down" vehicles that should not be locked down). Another technical issue that would also exist would be the protection of the system from being hacked into by outside people and havoc being created by the infiltrator/s. Other concerns like employees of the National Road Management Department (NRMD) misusing or sabotaging the system etc would also stand against the "GPS SLS Model 6" ever being brought into production model vehicles and delivered to the market on mass but the technology could have limited use in specific situations for example military vehicles or company fleet vehicles using a "Lock Down" on driving vehicles out of authorised hours (e.g. On weekends or out of specifically designated work hours during week days). 17. GPS SLS Model 9 - would be like Model 7 except for the additional feature of having the facility inbuilt to allow the lodgement of an "exclusion zone" on the GPS official map. If the vehicle moves into the exclusion zone then the GPS SLS unit within the vehicle would decelerate the vehicle slowly and then stop it and "lock it down" so that it can no longer be driven until it is officially "unlocked" by the relevant procedure through the NRMD control centre. This type of "Lock Down" of a vehicle I will refer to as an "In Motion Lock Down". The exclusion zone would be marked out on the GPS SLS Map by a person in authority and the changing of the programming would be controlled by a PIN password known only to the persons in authority (+/- a physical key-lock system built into the GPS SLS control panel on the front dash of the vehicle). In most cases the marking out of the exclusion zone would be done through marking out an inclusion zone and designating everything that is not in the inclusion zone as being the exclusion zone.

In the vehicles operation when the vehicle moves within 5 kilometre of any border of the exclusion zone an audio and visual warning will be given by the GPS SLS (see model 3 description for the communication systems inbuilt into the GPS SLS units). This warning would be repeated at the points that the vehicle GPS co-ordinated position crosses over the line into the 4, 3, 2 and 1 kilometre rings from the exclusion zone border. With each warning the official map would be displayed on the large LCD screen built into the front dashboard of the motor vehicle clearly showing the position of the vehicle and the position of the relevant exclusion zone border so that the vehicles driver can orientate themselves and be careful not to cross over into the exclusion zone. Warnings will be given on a constant basis when the vehicle is within 1 kilometre of the exclusion zone border. In the case of the vehicle crossing over into the exclusion zone an audio and visual warning of the breach into the exclusion zone will be given to the driver with a warning that: "The GPS SLS unit will begin in 2 minutes the execution of an "In Motion Lock Down" procedure so please move to the left lane and then pull the vehicle over to the side of the road and park the vehicle in a safe place". If the driver has not pulled the vehicle over after the 2 minute allowance then the "In Motion Lock Down" procedure will begin with the vehicle being slowed by 10 km/hr for every 1 minute that the vehicle is travelling. This enforced deceleration of the vehicle would be performed in a steady and smooth manner. Repeated requests for the vehicle to be moved to the left lane and then pulled over to the side of the road would be made along with the information about the enforced gradual reduction in speed that the vehicle will under go from its current speed down to zero. An annoying and progressively more painful noise will be delivered into the vehicles cabin space by the GPS SLS giving the vehicle driver progressively more "incentive" to pull the vehicle over to the side of the road. The vehicles driver will be warned that the noise will continue to increase in intensity and will be requested to move the vehicle over to the left lane and then pull the vehicle over to the side of the road. If the vehicle has not been pulled over by the time the vehicle has undergone an enforced slowing for 2 minutes then a revolting smelling gas will be released into the vehicle cabin as a third persuasion method to convince the vehicles driver to pull the vehicle over to the side of the road. The vehicle will be continued to be slowed at the steady pace of 10km/hr reduction for every minute of travel time until the vehicle finally reaches 0 km/hr. Once the vehicle is at zero the vehicles GPS SLS will "lock down" the engine so that it can not be started or operated again until the unlock procedure is run by the NRMD control centre and the wireless telecommunications command to unlock the vehicles operational systems is sent to the particular GPS SLS unit. This GPS SLS Model feature is an extreme control approach but would provide a strong deterrent effect that one would expect would be effective to such an extent that the vehicle would not be driven outside of the approved zone. This again could have application in business, government or military vehicle fleets. This very gradually applied deceleration of the vehicle employed in the "In Motion Lock Down" is deliberately designed so as to give time to encourage the vehicle driver to actively pull the vehicle over and to give abundant time for the vehicles driver to take the actions to do so. Any system that creates an enforced stopping of a vehicle inherently is running the risk of creating a situation that would almost inevitably lead to a serious accident. That situation in focus is one in which a vehicle is brought to a dead stop in the middle of a road which is a recipe for disaster. For example if a vehicle is stopped in the middle of a 100 km/hr freeway then an extremely serious accident will occur sooner or later as vehicles will be travelling at high speed on the freeway and the drivers of these vehicles will certainly not be expecting to come across a stationary vehicle sitting in the middle of their lane ahead of them. As vehicles peel off to the left or right into neighbouring lanes to avoid the stationary vehicle the subsequent vehicles in the given lane will be receiving progressively less time to see the stationary vehicle and take the necessary evasive action. Eventually the time provided to a vehicle driver will be less than the time it would take them to execute a lane change and a collision will occur. This sort of scenario must be prevented from playing out and hence the employment of the very gradually enforced slowing of the vehicle and the progressively more persuasive methods used by the GPS SLS to convince the vehicles driver to actively pull the vehicle over to the side of the road. I do not expect that this particular GPS SLS Model would ever be included in mass production vehicles but the following Model version that includes the use of the "In Motion Lock Down" function may well make it into future mass produced road vehicles. 18. GPS SLS Model 10 - is the same as model 3 except that it includes systems and functions that allow this same "In Motion Lock Down" process to be activated in the given GPS SLS unit by the NRMD central computer for use in certain situation types. This inbuilt feature would provide advance theft prevention and theft recovery performance in a vehicle and would also act as a way for the police to intervene with higher levels of safety and effectiveness on vehicles that are moving at extreme speeds (eg. 160 km/hr in a 100 zone or 90km/hr in a 60 zone etc). Such a GPS SLS model would allow an "In Motion Lock Down" command to come from the NRMD in the case that the particular vehicle was reported by a vehicle owner as having been stolen or was detected by the NRMD as undergoing an "Extreme Speed Limit Breach" (eg. travelling in excess of 30 km/hr of the speed limit for prolonged or repeated periods in one trip). I will deal with the two intervention scenarios separately starting with the vehicle theft scenario. In the case of a vehicle having being stolen the vehicle owner would contact the NRMD directly and undergo Identification checks that would establish them as the vehicles owner. These identification checks could include entering a PIN into the phone key pad or a computer key pad +/- voice recognition testing +/- undergoing a photo ID check through an internet link etc. Once the identification verification has been completed the NRMD will launch the standardised procedure for vehicle recovery which will be as follows: > The NRMD would track the given GPS SLS unit and assign the particular tracking case a unique identification number through which the operation would be managed.

A two level "Lock Down" will be put in place over the particular vehicle. The Level 1 "Lock Down" would involve the vehicles GPS SLS being given a standing command to "Lock Down" the vehicle as soon as the vehicles engine is 1:1 in GPS co-ordinate position with a refuelling station (all refuelling stations will, of course, be marked out on the GPS official map of the nations road system) or 1:1 in GPS co-ordinate position with a whole range of other points marked out by the NRMD as been off the road system (and therefore safe to stop the vehicle at) this in effect will mean whatever is not designated as road system territory will be designated as Level 1 "Lock Down" territory. The Level 2 "Lock Down" would be created by the NRMD computer system by : 1. Setting up a command (ready to send but not yet sent) to run an "In Motion Lock Down" of the vehicle 2. Creating a pin code that would act as an authorisation code to launch the particular command. This pin code would be given to the police when the NRMD hands over the case to the police. The Police stations nearest the stolen vehicles current GPS position would be alerted of the case and given a full detailing brief of the situation using a standardised profiling electronic form which would including: o The unique case identification number which the police will enter into their GPS tracking units so that they can track the particular vehicle.(NOTE: The police vehicles' GPS tracking unit will have an extra large LCD screen display built into the dashboard which will make the tracking process easy and effective. These will be placed in the police road vehicles as well as the police helicopters) o The authorisation code that the police are to use, at their discretion, to launch the "In Motion Lock Down" command for the particular vehicle. This will put the control of the execution of the "In Motion Lock Down" of the vehicle into the hands of police officers who will be within view of the given vehicle when it is launched allowing for better safety in its execution. o The make, model, year of build, colour and registration number of the vehicle. This will include a picture of a like vehicle from the NRMD's comprehensive database of the vehicle types on the nations' roads. (Or alternatively the picture given to the police would be a picture of the exact vehicle that has been stolen in the case that the owner of the vehicle had pre registered a photo of their vehicle with the NRMD for use in exactly this situation type - the situation that their vehicle gets stolen) " The vehicles registered owners name o Any relevant known details of the theft circumstances (eg. if the theft was violent, whether the thief is known to be carrying any weapons, whether the thief has been identified etc) The police would move to within close range of the particular vehicle (undetected by the thief as the stolen vehicle would be operating normally to this point and the police would be driving an unmarked police vehicle with no sirens on as they come within range of the vehicle) and when the police judge that they are close enough and the road conditions are suitable the police would enter the authorisation code into the inbuilt key pad on the police vehicles dashboard (or on the touch screen key pad on the LCD screen) and the "In Motion Lock Down" would be initiated thereby. The particular stolen vehicle would then begin to undergo an "In Motion Lock Down" process and the driver of the vehicle would be informed of this through the GPS SLS communication systems within the stolen vehicle and would be repeatedly requested to pull over to the side of the road for safety reasons. With some sanity, skill and luck the best possible outcome would be achieved (no one is injured, the stolen vehicle is recovered undamaged, the thief/thieves are apprehended, the prosecution of the thieves is performed within a week and the thieves are put in jail for a long time and given effective rehabilitation so that when they are returned to society they do so as a good citizenss. The advanced model of the "In Motion Lock Down" would allow the police to effectively choose the rate of deceleration of the vehicle within an approved range so that the police could move within visual range of the stolen vehicle and when the police see the vehicle is clear of all other vehicles and pedestrians they could execute a rapid "In Motion Lock Down" effectively decelerating the vehicle from a high speed down to zero in a matter of a few seconds with the police vehicle arriving at the "locked down" vehicle only a few seconds after it has been stopped. A disengage code would also be supplied to the police that would allow them to disengage the "Lock Down" and move the vehicle after they have stopped the vehicle and arrested the driver and seek to place the vehicle in the safest position available (so that the vehicle will not be a cause of an accident through where it is parked) while they wait for a tow truck to take the vehicle away. The second use of this inbuilt "In Motion Lock Down" function within the GPS SLS Model 10 fitted vehicle would be for intervening on the motor vehicles that are detected by the NRMD monitoring system as driving at extreme speeds for significant periods. With a Model 3 as the platform of the GPS SLS Model 10 such speeding incidents could only occur in the case of a "Speed limiter Override" and one would expect that they would be relatively rare given that vehicle drivers will know that they are being monitored and will be caught every time they speed. Accepting all of these things there is still scope for serious speeding incidents occurring because part of the reality we deal with on our road system is that not everyone on the road behaves rationally, sanely or with good intent. Sometimes people who get behind the wheel do so in a state of: Being angry at the world > Being in a fit of rage about something in their life > Being under the influence of drugs (including the most common one alcohol) > Having just committed a crime > Having a brain that habitually does not consider the consequences of its actions and hence is prone to doing things that are considered outrageously stupid by those who habitually consider the consequences of their actions and act in line with what is safe and fair. > Etc. The GPS SLS Model 10 system will allow the NRMD to act on all "Extreme Speed Limit Breaches" of the National Road Systems speed limit in a similar way as described for a case of a reported theft of a vehicle. The NRMD would detect the "Extreme Speed Limit Breach" incident via the electronic telecommunication message sent to the NRMD by the GPS SLS unit within the offending vehicle. The process that would be triggered by this report would include: > The NRMD would set up a track of the given GPS SLS unit and assign the particular tracking case a unique identification number through which the operation would be managed. > A two level "Lock Down" will be put in place over the particular vehicle. > The Level 1 "Lock Down" would involve the vehicles GPS SLS being given a standing command to "Lock Down" the vehicle as soon as the vehicles engine is 1:1 in GPS co-ordinate position with a refuelling station (all refuelling stations will, of course, be marked out on the GPS official map of the nations road system) or 1:1 in GPS co-ordinate position with a whole range of other points marked out by the NRMD as been off the road system (and therefore safe to stop the vehicle at) this in effect will mean whatever is not designated as road system territory will be designated as Level 1 "Lock Down" territory. > The Level 2 "Lock Down" would be created by the NRMD computer system by : 1. Setting up a command (ready to send but not yet sent) to run an "In Motion Lock Down" of the vehicle 2. Creating a pin code that would act as an authorisation code to launch the particular command. This pin code would be given to the police when the NRMD hands over the case to the police. > The Police stations nearest the stolen vehicles current GPS position would be alerted of the case and given a full detailing brief of the situation using a standardised profiling electronic form which would including: o The unique case identification number which the police will enter into their GPS tracking units so that they can track the particular vehicle.(NOTE: The police vehicles' GPS tracking unit will have an extra large LCD screen display built into the dashboard which will make the tracking process easy and effective. These will be placed in the police road vehicles as well as the police helicopters) o The authorisation code that the police are to use, at their discretion, to launch the "In Motion Lock Down" command for the particular vehicle. This will put the control of the execution of the "In Motion Lock Down" of the vehicle into the hands of police officers who will be within view of the given vehicle when it is launched allowing for better safety in its execution. o The make, model, year of build, colour and registration number of the vehicle. This will include a picture of a like vehicle from the NRMD's comprehensive database of the vehicle types on the nations' roads. (Or alternatively the picture given to the police would be a picture of the exact vehicle that is undergoing the "Extreme Speed Limit Breach" in the case that a photo of the given vehicle had been pre- registered with the NRMD) o The vehicles registered owners name o Any relevant known details about the circumstances of the "Extreme Speed Limit Breach". The police (in their road vehicles) would move to within close range of the particular vehicle (to this point undetected by the speeding motorist as the speeding vehicle would be operating normally and the police vehicle would be an unmarked police vehicle with no sirens on) and when the police officers judge that they are close enough and the road conditions are suitable the police would punch in the authorisation code to launch the "In Motion Lock Down". The particular vehicle would then begin to undergo the "In Motion Lock Down" process and with some skill, some sanity and some luck the best possible outcome would be achieved from the situation (no one is injured, the vehicle comes out of the incident undamaged, the extreme speeding motorist is apprehended, the prosecution of the extreme speeding driver is completed within a week and the offending driver is fined a huge amount of money and has their motor vehicle taken from them and sold off to help pay for the policing operations that were involved in apprehending them and the drivers licence of the offending driver would be cancelled for life with the threat of a long jail sentence if they ever, under any circumstances, get caught driving a vehicle again on the nations roads). NOTE: The production model of the "In Motion Lock Down" may enforce a slow down of the vehicle to a slower speed but not completely stop the vehicle. For example the vehicle would be slowed down to 30km/hr allowing the police to pull up behind the vehicle and work to persuade the vehicle to pull over to the side of the road. This version of the "In Motion Lock Down" would be safer than a version that brought the speed of the vehicle to a dead stop which could lead to a vehicle being stationary in a road lane which could lead to an accident. 19. GPS SLS Model 11 (the whole of the system described below is a large scale project and would probably take many years and strong and serious governance of a nation to put all the necessary pieces in place to make it fully effective but it is possible and it would be effective in its purpose once in place Note: the purpose is to block all mobile phone use in all motor vehicles that are moving/ operating within the nation at any given point so as to reduce the likelihood of motor vehicle accidents occurring) The GPS SLS Model 11 would have all of the features marked out in GPS SLS Model 3 (+/- GPS SLS Model 4) but would have the added feature (using the GPS SLS unique ID number system) that every GPS SLS would be tracked live by the National Road Management Department (NRMD) computer systems. It would only be when the engine of the vehicle is running/the ignition of the vehicle is turned on that the GPS SLS is operating and therefore would be being tracked by the NRMD computer system. The NRMD computers would generate a map of all vehicles that have their GPS SLS operating (have their engines running and/or wheels in motion). This map would be used with a second map that the NRMD would create. This second map would be the GPS positions of all mobile phones in operation within the nation. The ability for this second map to be created would be dependant on all mobile phones of the future being inbuilt with GPS systems that would transmit (to the NRMD) the position of the mobile phone at every given point. Every mobile phone in the nation would have a unique identity number and each mobile phone would be transmitting its GPS position on a constant regular frequent basis while it is turned on. Legislation would be passed such that all mobile phones allowed to operate in the nation would have the characteristic that it is programmed to send its GPS position to the NRMD control centre on a constant regular frequent basis while turned on. All mobile phones without this inbuilt technology and programming would be banned within the nation by national government legislation. The NRMD computer would create a map of all the GPS positions of all mobile phones that are turned on at every given time and would use this information to create a tracking of the GPS co-ordinate path of every mobile phone in operation. This map of mobile phone GPS positions and paths of movement to their current position would be compared /overlayed to the map of the position and paths of movement of the GPS SLS units in operation within the nation and the NRMD computer would use the data to determine which mobiles phones are inside an operating motor vehicle moment to moment. The NRMD computer system would block all calls to the mobile phones that the NRMD computer has identified as being inside an operating vehicle. All incoming calls (and SMS, emails, etc - all types of telecommunication) to mobile phone deemed to be inside an operating motor vehicle would be diverted to a message bank for the given mobile phone number. The option would be provided to all citizens that would allow the owner of the mobile phone to lodge a call diversion to a particular number (eg. a home phone number) that they would like the calls to be sent to in the case of a NRMD mobile phone block. If no call divert number is lodged by the owner of the phone then the default message bank service would be used by the NRMD computer. All messages taken by the message bank service would be rung through to the given mobile phone as soon as the computer detects that the GPS SLS unit that the mobile phone was travelling in unison with has been turned off (or the mobile phone has moved out of the 2 meter radius of the GPS point of the still operating GPS SLS and is clear of all other GPS SLS units operating at that time). The computer system mapping the GPS points that each GPS SLS and each mobile phone in operation is moving through would be using set algorithms to determine when there is an established link between a given GPS SLS and a given mobile phone. The computer will in effect determine when a mobile phone is inside a given vehicle that is in operation. These sophisticated computer programs will help to eliminate the problem of bridges and tunnels that would result in cases of instantaneous overlaps of GPS point positions of operating GPS SLS and operating mobile phone. For example consider the case of a person who is standing on a foot bridge over the top of a freeway talking on a mobile phone while hundreds of vehicles are passing under them and therefore through the exact same GPS point as the mobile phone is identified as being at. The above described sophisticated system would prevent any link being established between the GPS SLS GPS co-ordinate position and path of the vehicles flowing past on the freeway below the bridge and the GPS co-ordinate position and path of the mobile phone on the bridge above. A "30 second link lag time" would be inbuilt into the computer programs algorithms which would mean that the GPS co-ordinate path of a given mobile phone ID would have to be 1:1 with an operating GPS SLS GPS co-ordinate path within a range of 2 meters (the internal movement space of a typical vehicle cabin area) for a period of 30 seconds before a link would be established by the computer program and the computer would identify the mobile phone as being in the given operating vehicle and accordingly all calls to the particular mobile phone number would be diverted to the NRMD message bank system. This "30 second link lag time" would also cater for the real world scenario of underground car parks in office buildings where people might be talking on their mobile phone on level 4 of the building while someone directly below them in the basement car park starts the engine of their road vehicle which would engage the vehicles GPS SLS unit. This system as described would eliminate people driving and talking on their mobile phones. Both incoming and outgoing calls would be blocked by the NRMD computer system anytime a mobile phone has the same GPS co ordinate path as an operating GPS SLS (an operating vehicle) for longer than the 30 second lag time. The implementation of this described system would eliminate many road vehicle accidents and decrease the road toll in terms of the number of moderate injuries, serious injuries and deaths that occur. The system as described could become the national operating system of the nation and could be adopted by all nations and all continents with the effect of preventing many injuries and deaths world wide as well as reducing insurance premiums by reducing accident rates. An advanced version of this system would involve the mobile phones being built such that they can be disabled by a "command call to disable phone systems" sent by the NRMD. This would allow for a system that included the disabling of all mobile phones that are identified as being inside operating motor vehicles. When the mobile phone is identified to be separated from all operating motor vehicles the NRMD system would send through a "re-enable command" to the mobile phone and all the mobile phone systems would be made functional again. When the mobile phone is "disabled" all functions of the phone would be inaccessible (which would stop people using the phone in any way at all including checking stored SMS messages or photos or emails etc). Throughout the period of time that the mobile phone is in "disable" mode the mobile phone itself would not be turned off. Such a system would be easy enough to engineer in a mobile phone design and if all mobile phones allowed into a nation included such a feature then the national system to stop mobile phone use in vehicles would be optimally effective. 20. GPS SLS Model 12 - A possible alternative to the directly above described approach to preventing a person using their mobile phone while in a road vehicle would be to have the operation of the GPS SLS trigger a mobile phone signal jamming system that works off the 8 points of the rectangle that is the vehicles roll cage/passenger cell. This approach would be a simpler lower cost system to run than the method described immediately above. 21. GPS SLS Model 13 - would have all of the features marked out in GPS SLS Model 3 (+/- GPS SLS Model 4) as well as having the added feature built into the GPS SLS of an accelerator monitoring system that feeds into an accelerator limiter. The same systems that would affect the speed limiting on the vehicle would limit the acceleration rate of the vehicle. Excessive acceleration increases the likelihood of a motor vehicle accident occurring and increases the fuel consumption of the vehicle per unit of distance travelled. Limiting the acceleration available in the vehicles of a nation would result in: 1. A significant reduction in then number and severity of road vehicle accidents in the nation 2. A significant reduction in the vehicle repair cost bill for the nation. (Most of the parts for vehicle repairs are from overseas manufacturers and are excessively expensive which results in significant volumes of dollars going overseas) 3. A significant reduction in the morbidity and mortality on that nations' road system 4. A significant reduction in the TAC costs for road victim compensation, rehabilitation (and ongoing carrying of those who where permanently disabled be road vehicle accidents) 5. A significant reduction in the national road vehicle fuel bill. 6. A significant reduction in the nations' greenhouse gas emissions. All of these affects are important and valuable benefits which would make it, arguably, immoral and grossly negligent of their duties for any federal government of a nation to not legislate a mandated acceleration limiter system into all road vehicles.

Acceleration is the rate of change of the speed of an object. To measure the acceleration of an object one needs to take measurements of the vehicles speed at regular intervals and then use that data and the regular time gaps between readings to calculate the acceleration of the vehicle. The mapping of a vehicles instantaneous acceleration rate could be derived from the GPS SLS data on the GPS co-ordinate position of the vehicle taken at regular and frequent intervals. This data would be processed to derive the speed of the vehicle which in turn would be processed to derive the acceleration of the vehicle. The alternate (and simpler) method would be to use speed readings taken from the vehicles speedometer at regular and frequent intervals and have the GPS SLS computer run calculations on this data to derive the acceleration of the vehicle at every given point. When the vehicle reaches the acceleration limit programmed into the GPS SLS the GPS SLS speed limiting system would engage to block the vehicles rate of change of speed from increasing to a higher level. The same button on the steering wheel that engages the "Speed Limiter Override Function" would give an override power on the acceleration limit level - the "Limiter Override" would override both the speed restriction and the acceleration limit in the one action. Again there would be a communication of this override to the NRMD and an appropriate fine and demerit point penalty would be applied to the vehicles driver. The ability to override the accelerator limiter would be for safety reasons - to provide for the relatively rare case in which a vehicle is in a dangerous situation and fast acceleration (rather than brakes +/- steering) would be the best way out of the situation. The acceleration limiter override function would allow the driver to access extra speed to escape the dangerous situation. This Model would also have the feature of "Absolute Limit" settings on the speed the vehicle will be allowed to travel at and the acceleration rate the vehicle will be allowed to move at. The "Absolute Speed Limit" built into the programming of the GPS SLS Model 13 unit would be 30 km/hr above the speed limit of the section of road the vehicle is on. For example if a roads speed limit is 100 km/hr and a driver performs a "Limiter Override" then the vehicle will be able to move to higher speeds up to but not beyond the "Absolute Limit" for that section of road which would be 130 km/hr. This capping of the extra speed provided by a "Limiter Override" would add another level of protection against "insane" driving behaviour (super high levels of speeding) while still making available, to the responsible driver, that little extra speed (above the roads speed limit) in the case that they need it to avoid an impending collision. The "Absolute Limit" for the available acceleration of the vehicle would be the acceleration rate involved in moving from 0 to 100 km/hr in 6.5 seconds. This would result in a vehicle driver being able to perform a "Limiter Override" on the base acceleration limit of the vehicle (9 seconds for 0 -100km/hr) but only up to the "Absolute Acceleration Limit" (6.5 seconds for 0 to 1OOkm/hr). This would allow extra acceleration to be available to the responsible driver in the case that it is needed to avoid a collision while preventing super extreme levels of acceleration from occurring on our road system. The GPS Model 13 could have the marketing name of SALS (standing for "Speed Accelerator Limiter System") 22. "Train GPS SLS Model" - The GPS SLS Model 13 could also be applied to heavy trains that have sections of curved track that require the train to slow down to a slower speed to make the turn without running the risk/likelihood of derailing. There are such train lines around the world and the GPS SLS Model 14 could be used as a safety system that automatically overrides the train driver in the case that he/she fails to slow the train down to the safe speed for the given corner. The GPS course of every train line would be loaded onto the "Train GPS SLS" units on every train in the nations train fleet. The speed limits for every point of every train line would be loaded into the system and the "Train GPS SLS" would monitor and intervene where necessary to keep all trains below the safe limits applicable for each point of the nations' railway track network. Every intervention that the GPS SLS Model 13 performs would be reported to the National Railway Management Division (via wireless telecommunications technology) and the train driver that failed to drive the train according to the relevant standardised and approved procedure would receive demerit points that would go towards a licence suspension or fines that would be paid out of their before tax earnings. This fining and demerit system and an associated re -training program would make sure that train drivers do not simply rely on the "Train GPS SLS" unit to drive the train safely which would effectively be making the system designed to be a back up - override system no longer a back up system but rather a front line system with no back up system behind that. The Train GPS SLS unit would also be programmed with all the station stops for each train line and used as a back up intervention system to prevent overrunning of station stops or missed stops. The train GPS SLS unit would intervene if the train had not started to slow by certain points on the train line and would effect the slow down of the train to stop precisely at the GPS point of the particular train station. 23. GPS SLS Model 14 - could have the marketing name of SALS+ (standing for "Speed -Accelerator Limiter System plus"). This model would have all of the features marked out in GPS SLS Model 13 (which included everything marked out in GPS SLS Model 3, 2 and 1) as well as the additional following features. GPS SLS Model 14 would have additional features that include a system that delivers: 1. "Good Driver Reminders" delivered to the vehicles driver as audiovisual files and as audio only files. 2. Road Toll statistic updates delivered as audiovisual and audio only files 3. Vehicle maintenance reminders delivered as audiovisual files at the first ignition of the vehicle of the day. 4. Any recall notices or safety issue notices associated with the particular make and model of vehicle that the GPS SLS unit is built into delivered as audiovisual files at the first ignition of the vehicle of the day. 5. Audiovisual educational modules that comprehensively teach all good driving techniques/practices and principles. 6. Audiovisual education modules that comprehensively teach about how motor vehicle systems work - e.g. the engine, the suspension, the brakes, the tyres, the steering, the electronic stability control system, etc and how each systems' performance relates to the vehicles performances in terms of safety and economy. 7. An audiovisual guide manual to the operation of the GPS SLS system and all its integrated systems (and a complete car manual in audiovisual format) The vehicles ignition system would have two positions on the ignition lock: Position 1 - would turn the vehicles' electrics on and with this the "Stationary Vehicle Functions" (SVF's) would be fully accessible and enabled but the vehicles engine would always be turned off while the ignition key is in this position. Position 2 - would start the engine of the vehicle which would block access to functions that would present a risk of distracting the vehicles driver while the vehicle is in motion (which could be a contributing cause to a vehicle collision). I will describe the features of the basic version of the GPS SLS Model 14 (SALS+) and then I will describe the additional features available in the deluxe version of the GPS SLS Model 14 (SALS++). The basic version of the GPS SLS Model 14 (SALS+) will have the following features: > (Only accessible when the ignition key is in position 1 = the vehicles engine is not operating + the vehicle is stationary) The audiovisual guide manual of the GPS SLS unit and all its integrated systems and an audiovisual guide manual to the rest of the vehicle will be accessible to watch on the large LCD screen built into the front dashboard of the vehicle with the audio output being delivered through the vehicles speaker system. > (Only accessible when the ignition key is in position 1 = the vehicles engine is not operating + the vehicle is stationary) The audiovisual education modules mentioned in point 5 and 6 could be watched on the large LCD screen built into the front dashboard of the vehicle with the audio output being delivered through the vehicles speaker system. The teaching modules on driving skills, methods, techniques and principles would allow every vehicle driver to teach themselves how to drive to the highest standard. The vehicle driving training would teach the principles of how to not only drive safely but also how to drive efficiently so as to minimise ones fuel use and greenhouse gas pollution emitted by the vehicle per unit distance travelled. This education module series would also include audiovisual profiles of every classic collision type and the classic driving faults that cause each type of collision. Each collision type will have its own unique ID number and people through revision and study will become familiar with each collision type and be better equipped to avoid the situations and the driver conduct errors that lead to them. Placing the education modules within the vehicle itself and making them always readily accessible will result in many people watching them and becoming better drivers which will ultimately make our roads safer. All of the education modules will be downloadable onto an external hard drive and able to be watched on peoples' personal desk top and lap top computers. Alternatively people will be able to burn copies of these training modules from their stored copy on their external hard drive and will be able to watch them from a DVD copy on their living room TV in greater comfort if they choose. The education modules would be updated automatically in all GPS SLS units in the nation by the NRMD through the wireless communication link that the NRMD has with all GPS SLS units in the nation. The NRMD would spend considerable resources on creating extremely high quality education module sets and add material or upgrade material as the new and better material is created. A co-operative between NRMD centres in different nations could be used to share the work load (and share the product of the work) so as to produce higher quality training programs per unit dollar spent. The other teaching module set would be on how vehicle systems operate so that people could educate themselves on these things and become more deeply grounded in their understanding of the vehicle that they are piloting which will hopefully result in a more intelligent underpinning to their driving that will culminate in a driving attitude and conduct that is more careful with the vehicle they are piloting and more considerate of the safety of others that are exposed to their driving performance (i.e. other road users). (Only accessible when the ignition key is in position 1 = the vehicles engine is not operating + the vehicle is stationary) Inspection of the vehicles service history records (that would be electronically stored in the vehicles' hard drive) and a check of the due point (either by date or kilometres travelled) of the next service. (Only accessible when the ignition key is in position 1 = the vehicles engine is not operating + the vehicle is stationary) Another education file of information delivered by the NRMD to each GPS SLS unit via the wireless link would be a presentation of a sophisticated break down of the nations' road toll statistics (an update would be sent by the NRMD to every GPS SLS unit in the nation via the wireless link to every GPS SLS unit in the nation). The presentation would be an audiovisual presentation that would be viewed on the large inbuilt LCD screen inbuilt into the front dash of the vehicle. The presentation would use visual analytical presentation tools (eg. graphs) to better communicate the statistical data and would use (one for each weekly report) a brief piece of footage of: o Accident wreckages o Post accident investigation animations to detail particular incidents o Pictures of hospitalised victims o Interviews with road victims This would be done in an effort to bring a sense of reality to the weekly report - not just numbers but real dead and damaged peoples whose lives are forever changed by the road accident they have suffered. The weekly report would be multi layered (the top layer being a brief overview and the next layer being more detailed and the layer after that more detailed again etc.). This arrangement allows people to go as deep with the report as they want and have time to do. Amongst the information been given at the deeper levels of the report will be information covering all sophisticated inquiries that people typically have regarding the road toll and the financial and social cost of the road toll to the nation. This feature will allow every driving citizen in the nation to fully inform themselves on matters regarding the road toll and its impacts on society. Possessing a correct and deep understanding of these seriously negative impacts on people and society acts as an "awareness and perspective" foundation that will tend to produce more careful and responsible drivers and hence these up to date briefings fed to every vehicle in the nation would again work to reduce the road toll. (Only accessible when the ignition key is in position 1 = the vehicles engine is not operating + the vehicle is stationary) Using the two inbuilt USB ports the system operator will be able to bring up files onto the large LCD screen - files such as pictures and video and text files. This would be done through an inbuilt computer system and the "Menu -Select" system of the GPS SLS Model 14. The GPS SLS Model 14 (SALS+) would have the extra feature of playing "Good Driver Reminders" every time the vehicle is started. The first reminder of each 24 hour day (given on the first start up of the vehicle in a 24 hour cycle that would be set to run from 5 am to 5 am the next day) would be an audiovisual message. The video would play on the large LCD screen on the front dashboard of the vehicle with the audio being outputted through the vehicles speaker system. The vehicles engine would not be able to be started until this audiovisual message has finished playing. At the end of the audiovisual message the GPS SLS unit will inform the vehicle driver that the vehicles engine is now enables and can be started. The routine people would use is to get into the vehicle and place the ignition key into the key hole and turn it to position one which will trigger the playing of that days audiovisual "Good Driver Reminder" message. The driver would watch and listen to the message (and hopefully use it as a way to put themselves into their calm, serious, responsible and safe driving mindset) and at the end of the message they would be able to start the vehicles engine and head on their journey (hopefully highly focused on their driving task). If the vehicle driver turns the key past point 1 to point 2 the vehicle will not start but will play the audiovisual message and at the end of this the vehicle operator will need to turn the key back to the left and then back to the right which would this time trigger the starting of the engine. This would all be managed by the GPS SLS unit. The GPS SLS unit would receive a regular update of these "Good Driver Reminders" from the NRMD (which will produce them) and the GPS SLS will store them on its hard drive. The GPS SLS computer will record the file numbers played and the date of the playing and will organise all the files it has in such a way that each file will be in the longest loop possible to the point of being replayed. Any "Vehicle Maintenance Reminders" and any Vehicle Recall Announcements" relevant to the particular vehicles make, model, year and month of build will be delivered through the audiovisual communication system of the GPS SLS unit on the first start up of the day. The NRMD database will have next to every unique identity number of each of the nations GPS SLS units the make, model, year and month of build of the vehicle that each given GPS SLS unit is built into and the NRMD and GPS SLS Model 14 units will be the means by which all vehicle recall notices are delivered to vehicle owners of the nation. All subsequent "Good Driver Reminders" in a given 24 hour period will be an audio messages only (unless the vehicle owner changes the default settings through the "Menu - Select" system so that the GPS SLS play files from the audiovisual message bank more frequently - eg. every time the vehicle ignition is turned on). The turning of the ignition key on the subsequent vehicle starts of the day will start the vehicle engine immediately and with this launch an audio only "Good Driver Reminder". The "Good Driver Reminders" will include all manner of good advice including: o Safe driving skills, principles, attitude and philosophy o How to drive economically, o The updated road toll statistics with the plea to drive carefully on this trip so that you do not add to that toll either through harming yourself or others o Vehicle maintenance essentials that relate to the basic running of the vehicle and importantly the safety of the vehicle (oil, water, brakes, suspension, wheel alignment, wheel balance, tyre pressure, tyre quality and tyre tread wearing checks including the inside edges of the tyres that are not visible from the standing position etc.) o People will also be able to record their own audio messages and place them in the reminder message bank to be played in loop. These personal messages will be able to be crafted such that they capture the individual persons most motivating and incisive reflections on why and how a person (they) should drive safely on the road. The purpose of the "Good Driver Reminder" feature is to provide an organised system by which a person can train themselves in a higher quality of driving attitude, philosophy, skills and habits so that they are fundamentally safer and more responsible in the way they drive on the nations' roads. The regular "Good Driver Reminders" will not only act as a training tool but will also as a vigilance tool to work to keep good drivers at their high standard of driving performance for every trip they take. An additional fixed programming of the GPS SLS unit will be the delivery of additional audio "Good Driver Reminders" every half an hour of a vehicles' continuous operation. These "Good Driver Reminders" will work to drag the drivers focus back to the responsibility and importance of driving carefully and to a full attention of the road ahead of them. (The GPS SLS output ALWAYS has priority over anything being played on the vehicles sound system and will interrupt that output to deliver the particular message) A second type of audio reminder will also be in the fixed settings of the GPS SLS unit. This reminder will be in place to combat driver fatigue and harm to the body caused by excessively long sitting without taking a break to interrupt the sitting position. This reminder will suggest to the driver to take a break from driving for road safety purposes and to let their back (and the rest of your body) change position for a little while. This reminder will be announced every 1 hour of continuous vehicle operation. There will be no options in the "Menu - Select" program to turn these features off but there will be options to increase the frequency of either or both of these reminder types. The vehicle operator will be able to (using the menu -select functions on the GPS SLS control panel) set up more regular audio "Good Driver Reminders". For example a person might enter settings that result in the GPS SLS delivering an audio "Good Driver Reminder" every 10 minutes of vehicle operation time. The reminders would interrupt the radio/ CD player output in the case that they were running (the GPS SLS output always has priority over and will always override the radio/CD output where ever there is a competition for the audio output space).These reminders would help a driver to keep their thinking on the serious responsibility of piloting the 1.5 tonne high speed mass we call a motor vehicle. This system feature would allow people to train themselves to be more focused on their duty to drive safely and vigilantly. This feature will again work to make our roads safer. The deluxe model of the GPS SLS Model 14 could have the marketing name of SALS++. This unit would have all the features found in the GPS SLS Model 14 (SALS+) version as well as having the following additional features: > A one touch recording of Radio broadcasts (from both AM and FM stations) to the vehicles dedicated hard drive space would be provided through a button on the vehicles steering wheel so that the recordings could be started and stopped while the vehicle is in operation (= the vehicles engine is running +/- the vehicle is in motion). When the vehicle is stationary and the vehicles engine is off and the ignition key is in position 1 the LCD control panel will be enabled to allow the operator to: o Navigate through the files in the dedicated audio entertainment hard drive o Place files in a preferred play order list o Placed files into created categories o Name the files o Edited the files o Delete files o Copy files to an external hard drive via the USB port built into the GPS SLS control panel console. When the ignition key is in position 1 the LCD Menu - Select options will also allow for the setting of timer recordings of favourite shows through a supplied (by the NRMD for free) 7 day EPG (Electronic Program Guide) that would allow the operator to simply move to the relevant day, station and time spot on the EPG and press the "Timer Record" function to lodge the command with the system to record the given show. Regular weekly recordings can be set up so that people can record their favourite shows without having to re-enter the timer record commands every week. This additional function will allow a vehicle owner to record their favourite radio shows onto the dedicated hard drive space in the GPS SLS unit and listen to the recordings of the shows when they are in transit in their vehicle. This allows people to listen to their favourite shows rather than "what ever is on the radio at the time that they are in their vehicle". Hopefully people will be using this function to record and listen to intelligence shows (science and knowledge based shows) so the people can be learning things of value while they are travelling in their motor vehicles. (Only accessible when the ignition key is in position 1 = the vehicles engine is not operating + the vehicle is stationary) A DVD player which would display its video output on the large LCD screen on the front dashboard of the vehicle and output its audio output through the vehicles speaker systems. (Only accessible when the ignition key is in position 1 = the vehicles engine is not operating + the vehicle is stationary) "Free to air" digital TV stations delivered through an integrated set top box and a strong performing long range aerial on the vehicle. (The video output would be displayed on the large LCD screen and the audio output would be delivered through the vehicles speaker systems). The deluxe GPS SLS Model 14 (SALS ++) would have a separate and additional wireless communication system (inbuilt mobile phone) which would have the vehicles high powered antenna as its antenna making for superior reception quality (making it particularly useful in rural and regional areas of the nation). This hardware system features would be the foundation for the following additional functions. (Only accessible when the ignition key is in position 1 = the vehicles engine is not operating + the vehicle is stationary) The extra inbuilt mobile phone system would be used to make and receive voice calls wirelessly ONLY when the vehicles engine is turned off and the vehicles electrics are turned on. Emails could be written and sent via this system ONLY while the vehicles engine is turned off and the vehicles electrics are turned on. When the vehicles engine is running the voice calls would go through to an inbuilt answering machine unit that would record a message from the caller and list it on the vehicles internal message bank (which stores both voicemail and email messages). Likewise any emails sent to the vehicles inbuilt wireless phone while the vehicle has its engine running would go straight through to the vehicles message bank system. The driver will receive no notice that a message has arrived in their inbox while the vehicles engine is running but as soon as the vehicles engine is turned off at the end of the journey and new messages (and any unread older messages) will be announced automatically by the GPS SLS computer system. The driver can then go to the relevant Menu - Select options on the vehicles front dash LCD screen and navigate to the vehicles inbuilt message bank and listen to their voice mail messages and ring callers back if they want and talk to them through the vehicles inbuilt wireless phone system. And likewise the individual can read their emails and write emails and send them via the vehicles wireless phone system.

This system is built in such a way that it is impossible to make or receive live voice calls or write/read emails while the vehicles engine is running. Only when the vehicles engine is turned off and the vehicles wheels are stationary is access to the voicemail and email messages bank available and the ability to make and receive live voice calls and write and send emails enabled. This inbuilt system gives the vehicle driver the conveniences that they seek while not in anyway compromising the safety of the vehicles design and operability. In the deluxe model of the GPS SLS Model 14 (SALS++) the control panel built into the front dashboard of the vehicle would have 4 USB ports one of which could be used to plug in a wireless transmitter for a wireless keyboard. When the vehicle is stationary and the vehicles engine is turned off the keyboard could be placed on the vehicle owners lap and they could type up emails and send them via the wireless communication system inbuilt into the GPS SLS unit. The other use of this keyboard would be to type notes to one self for future reference - file types will be available in the systems programming for this very purpose. These systems in the deluxe model (SALS++) would allow people to have more functionality in their vehicle without compromising the safety of the vehicles design in anyway. Note: "Video calling" could also be provided through this same system as an optional extra. (Only accessible when the ignition key is in position 1 = the vehicles engine is not operating + the vehicle is stationary) A Business appointment organiser would also be included in the programs placed on the GPS SLS computer system hard drive. This would be particularly useful and popular with business fleet vehicles and company representatives spending their days out on the road. The head office could download the days/ weeks appointments through the wireless communication system and the company representative would have it all up on his in-vehicle large LCD screen allowing him/her to efficiently run their work day. The GPS SLS Model 14 (SALS+) is the model that should, in my opinion, be the production model placed in all vehicles in the future. Such a model would make the nations' road systems significantly safer by limiting both the speed and acceleration of vehicles with the added safety features of the supply of regular "Good Driver Reminders" to keep the driver fresh on the principles and practices of good driving methods. The features outlined in the description of the deluxe version of the GPS SLS Model 14 (SALS++) would be some of the optional extras that companies could offer customers on the GPS SLS Model 14 unit. These additional features would provide a higher level of functionality in a persons' vehicle without compromising the safety of the vehicle in anyway.

SUMMARY COMMENTS The GPS SLS Model 14 (SALS+) could be legislated by a nations' federal government to be the minimum standard on all vehicles sold into a nations market. The nations' federal government would provide the official road map with speed limits for every point as described in point 1 above. Regular upgrades could be sent (via wireless telecommunication) to all GPS SLS units in the nation on a monthly, weekly or daily basis or alternatively these upgrades could be sent on every occasion a change is made to the official map. This official map would be the measure of every citizen's liability in terms of speed limits. This would create clarity on the matter on both sides (on the claimants' side and on the defendants' side) in every case of a claim of an incident of a breach of a speed limit or acceleration limit of the nations' road system. The mandating of the GPS SLS Model 14 (SALS+) into all road vehicles would create a national road vehicle fleet in which all vehicles included inbuilt technology that would prevent them from exceeding the road systems speed limits (and acceleration limit) at every point of the vehicles movement (unless the driver of the vehicle deliberately choose to exceed the relevant speed limit (+/- the acceleration limit) by executing a Speed - Acceleration "Limiter Override" (which they would be fully held fully accountable for in terms of being fined and incurring demerit points and accumulating points towards disciplinary actions/ compulsory retraining attendance obligations and/or having their licence suspended or cancelled) There is a strong relationship between the driving behaviour that involves excessive speed and acceleration and the rate of incidents of motor vehicle accidents (and the morbidity and mortality rates on a road system that go with it). Added to this is the strong relationship between excessive speed and acceleration and increased fuel consumption per kilometre of travel of a vehicle. Both of these relationships are well known and well understood and can be verified through statistics, scientific experiments and common sense reasoning. The right and proper thing for any government of any nation to do, in light of these facts, is to legislate to have all road vehicles include both a speed limiting and an accelerator limiting system in their operating systems. The GPS SLS Model 14 (SALS+) delivers the speed and accelerator limiting of vehicles as is argued is required in all road vehicles and is therefore a good option for being mandated by all national governments of the world as being compulsory in all new vehicles sold into their national market (+/- retrofitted to the existing vehicle fleet of the nation). ABSTRACT The GPS SLS uses a purposed built GPS map of the nations' road system that marks out, by GPS co-ordinates, every point of every road that makes up the nations' road system and attaches to every GPS point on this map the speed limit in place at the given point of the nations' road system. The GPS SLS unit integrated into a vehicle will have this map in its hard drive memory storage and will use it, along with the constantly updated reading of the vehicles GPS co-ordinate position (while the vehicle is in operation), to establish the speed limit applicable to the given vehicle at the geographic point that the vehicle is situated at each given moment. This calculation would be performed for each given point of the vehicles journey. At each given point the GPS SLS unit is at the ready to intervene (in one or more of the many ways described above in the description of GPS SLS Model 1 -14) to limit the speed of the vehicle to the speed limit in place at the given section of the national road system that the vehicle is positioned in at the given moment in time. This system will effectively limit the speed of vehicle to the speed limit set on sections of the nations road system varying across a very wide range of speed limits such as: 10 km/hr (parking lots), 30 km/hr (school zones), 50km/hr (for suburban streets), 60 km/hr, 70 km/hr, 80 km/hr, 90 km/hr, 100 km/hr, and 11 0km/hr. The speed limit enforced by the GPS SLS unit on the vehicle, that it is integrated into, will be the speed limit in place at the precise position that the vehicle is situated at on the nations' road system at each given point. This is in effect a fully sophisticated speed limiter system. There are many other innovative aspects described in the descriptions of GPS SLS Models 1 -14 as presented above.

Claims

1. The Federal Government of the Nation is to create and provide an official Map of the nations' road system which includes all the speed limits for every GPS point of every road on the map (down to the meter). > Layer 1 of this map is the road system. Each individual road will be given a unique identity number and that unique identity number will be linked to the unique sequence of GPS co-ordinate points that make up the path of the given road. This will result in the effective mapping out every point of the nations' road system by GPS co-ordinates. Layer 2 of this map is the inclusion of the official speed limit that is in place at every GPS co-ordinate point of the path of every road in the nation (In the computer program/the official map this information would be placed under the given unique identity number of each road with speed limit data being lodged for each meter /each particular GPS co ordinate point along the path of each particular road). In the case of bridges and tunnels where roads pass over each other given GPS points may have more than one road that is on that given point. This is dealt with by the unique identity number for each given road that has linked to it the sequence of GPS co-ordinate points that make up the path of the given road. See later comments for how this sophistication of the system is used. The reason why the national government must be the one that supplies this "official" map is because all the speed limiting and any breaches of the speed limit will be determined by the supplied map and therefore a huge amount hinges on the accuracy and completeness of the map. You can not have such an important component of the national road safety system being left to the "free market" to supply multiple competing versions that are different to each other in any way. For the system to be optimally effective and efficient there must be only one map that is guaranteed to be accurate and complete and stands as the one and only official map for the nation. A regular updating of this official map could be performed by downloads performed through the internet from the official National Road Management Department (NRMD). This method would involve the car owner being vigilant and reliable in performing this process which is something you can not reasonably hope for from the masses. The second alternative is to have a once a year road worthy check of all vehicles which would be required to be done to re-register a motor vehicle for the following year and would include the updating of the GPS SLS road map data as part of the checklist service and assessment involved in the road worthy test. The third alternative and the best and most likely to be used in the production version of the GPS SLS would be to perform the updating of the GPS SLS road map data automatically by a wireless internet connection to a dedicated website that downloads the updated version of the map to the vehicles GPS SLS. This automated and wireless method of updating the official map would be built into the units design at its conception and would make the updating of all the maps in all the GPS SLS units within a nation a completely automated and relatively reliable (by taking human vigilance, self order, initiative and responsibility out of the equation). Machines can fail too of course so the system would need a method of checks to capture the occurrences of failures GPS SLS units to be updated with the newest official map. The first of these check systems would be an internal check system inbuilt into the GPS SLS unit that would report a missed scheduled official map update to the vehicle owner when they turn on their motor vehicle. The alert that a scheduled map update has failed would be displayed through the GPS SLS LCD screen in the front dashboard of the motor vehicle. The information would also be communicated through audio means with an alarm to alert the vehicle driver that something is wrong. Then a voice explanation of the detected problem would play through the vehicles sound system. The driver would be directed to consult the LCD display for further information (including the diagnostics of cause of the update failure). The second check would be performed at the National Road Management Department (NRMD) where the NRMD computer would have the unique ID numbers of every single GPS SLS unit registered as existing within Australia. The NRMD computer would be the source of the official map update and in the process of the updates the NRMD would be working through the complete list of GPS SLS units within the nation and any failures to achieve an update download with a GPS SLS unit would be registered on a list. This list of failed updates would be taken up by the NRMD staff. The generated list would include the list of all the names and addresses and email and phone numbers of those that are the registered owners of the vehicles whose GPS SLS systems have apparently failed to be updated. These people would be contacted and inquiries made to establish the circumstances of each particular case and the relevant solution would be applied to each case.

2. All road vehicles (passenger vehicles, utility vehicles, trucks, buses, trams, etc) will have a GPS Speed Limiter System (GPS SLS) included in its operating systems. Inbuilt at inception (ideally) or retrofitted after the vehicles original construction.

3. The GPS Speed Limiter System (GPS SLS) would be turned on when the vehicles ignition is turned on or when the vehicles wheels are moving (the unit design will have both of these as triggers for the activation of the GPS SLS). While the vehicles GPS SLS is operating it will be taking a GPS co-ordinate reading of the vehicles position on a constant regular basis (as frequently as is technically possible (one would expect that the frequency technically possible will increase over time). The use of parallel operating GPS transmitters that have different timings of their periodic measuring and that feed their information into a computer that puts the multiple source information into one chronologically sequenced recording of the vehicles position could be used to create a more frequent reading of the vehicles position). For example the GPS Speed Limiter System (GPS SLS) could identify the vehicles GPS co-ordinate position every 0.5 seconds that the vehicles engine is operational or the vehicles wheels are turning and it could do this by having four parallel running "GPS Point Readers" operating inside the GPS SLS unit. These four "GPS Point Readers" would each take a reading every 2 seconds and each of the 4 "GPS Point Readers" readings would be separated by 0.5 of a second from it's nearest others over a 2 second period and this system would run in a repeating cycle with the generated data being meshed together by the computer to create the end product data on the vehicles GPS co-ordinate position every 0.5 seconds that the vehicle is in operation or in movement. An example of the described 4 parallel "GPS Point Readers" operation is as follows: "GPS Point Reader" 1 reading taken at 13:22:00:50 "GPS Point Reader" 2 reading taken at 13:22:01:00 "GPS Point Reader" 3 reading taken at 13:22:01:50 "GPS Point Reader" 4 reading taken at 13:22:02:00 "GPS Point Reader" 1 reading taken at 13:22:02:50 "GPS Point Reader" 2 reading taken at 13:22:03:00 "GPS Point Reader" 3 reading taken at 13:22:03:50 "GPS Point Reader" 4 reading taken at 13:22:04:00 "GPS Point Reader" 1 reading taken at 13:22:04:50 "GPS Point Reader" 2 reading taken at 13:22:05:00 "GPS Point Reader" 3 reading taken at 13:22:05:50 "GPS Point Reader" 4 reading taken at 13:22:06:00 Etc in repeating cycle

4. The GPS Speed Limiter System (GPS SLS) measures the GPS co ordinates of the vehicle at each given point and uses the collected data to place the vehicle on the Federal Government supplied official Map of the nations' road system which includes all the speed limits on all the roads for the entire nation down to the meter. This official map is made up of GPS co-ordinate points and the vehicles position at each given point will be placed on the GPS co-ordinate that the vehicle is recorded as being at and a determination will be made of the particular road and the particular point on that road the vehicle is on at that time and therefore the particular speed limit that is in place at that point of the nations road system and is therefore applicable to the vehicle at the time.

5. An extra level of sophistication of the GPS Speed Limiter Systems functions is that it will record and store a GPS co-ordinate point by point sequence map of the vehicles travel path for the last 20 kilometres of travel of the vehicle and use this map to identify which road the vehicle is on at any given point by comparing the vehicles immediate historical path to arrive at its current point with the official national road map which includes the "GPS co-ordinate point by point sequence" for each road that exists in the nation. The computer program will know each road by its unique identification number and its unique GPS co-ordinate sequence. This sophistication of the GPS SLS system will cater for the real world situations where there are tunnels and bridges in the road system and given GPS points have more than one road travelling over it and therefore potentially more than one speed limit linked to the given GPS point. In effect the GPS SLS unit will profile the vehicles position by identifying both the GPS point the vehicle is on at the time and also the particular road the vehicle is on. The computer will simply run a matching process to determine which road the vehicle is travelling on at each given point - matching the vehicles path with the road identification number that has the same GPS co-ordinate path as that travelled by the vehicle to reach its current point. This sophisticated way that the vehicle is placed on the official road map of the nation will deliver the correct speed limit for the road that the vehicle is actually on even when a vehicle is on a road that has a tunnel underneath it and a bridge running over the top of it.

6. The GPS Speed Limiter System (GPS SLS) will deliver the speed limit for the given points on the particular road that the vehicle is travelling on at every point of the vehicles journey. This is the first third of the GPS Speed Limiter Systems (GPS SLS) operation.

7. The second third of the GPS Speed Limiter System (GPS SLS) is to establish the speed of the vehicle at each given point so that this information can be compared to the speed limit of the particular point of the road that the vehicle is travelling on at the time. The obvious and simplest way to establish the vehicles speed at any given point is for the GPS SLS unit to be fed the data on the speed of the vehicle from the vehicles speedometer. The alternative way for the GPS SLS to acquire this information would be for the GPS SLS unit to run calculations from its millisecond by millisecond readings of the vehicles GPS co ordinate position to derive the vehicles speed from this data that it has. The program that would derive the vehicles instantaneous speed moment by moment would analyse the vehicles speed in terms of meters per second (for example 1 00km/hr translates to

27.7.... metres per second). Either of the two described methods would provide the GPS SLS unit with the vehicles speed at every given point of the vehicles movement. The simplest and most reliable source of information on the vehicles speed at each given point for the GPS SLS computer to work with would most likely prove to be a data feed from the vehicles well calibrated speedometer unit. I would expect the production model of the GPS SLS would use this method for establishing the vehicles moment by moment speed. Special attention would be needed to make sure all vehicles' have perfectly calibrated speedometers that hold their accuracy over years and decades so that the information that the GPS SLS is working with is accurate. The second method of deriving the vehicles speed could be used as a regular check of the accuracy of the vehicles speedometer and the GPS SLS would sound the alarm if there was any discrepancy between the two measures (effectively calling the vehicle in for a service so that the speedometer can be checked for its accuracy). A smart government would set up a national standardised testing facility that would use state of the art high accuracy measuring and calibrating systems. These testing and recalibration centres would officially certify a vehicles speedometer (GPS SLS vehicle speed data) as being accurate as of the date of testing. This would be a support system that would cover what is of course a critical link in the GPS SLS approach to creating a highly effective and fair road speed limit enforcing, monitoring and policing system. 8. The final third of the GPS Speed Limiter System (GPS SLS) is all about what is done with the information gathered by the GPS SLS systems. There are many possible ways that the information can be used in a positive and useful way and therefore many variant models of the GPS Speed Limiter System (GPS SLS) that could be created. The following are a number of the GPS SLS variants that are possible. The heart of the GPS SLS concept is expressed in the effective speed limiting delivered by the version described in GPS SLS Models 2, 3, 4, 6, 7, 10 and 13. 9. GPS SLS Model 1 - In Model 1 the information gathered in the above described systems is relayed to the driver via one or more of the 5 human senses and the driver is then informed and able to use the information to voluntarily reduce the speed of the vehicle to below the speed limit. Examples of the way the information could be feedback to the driver are as follows: > Eg. The information could be relayed to the driver visually on the dash board display or on a head up display on the windscreen. The system could deliver the display of the speed of the vehicle in a green colour from the range of 0 to within 10 km/hr of the speed limit and deliver the display of the speed of the vehicle in a gold colour when the vehicle is travelling at a speed in the range of between 10 km/hr and 5 km/hr below the speed limit and deliver the display of the speed of the vehicle in a flashing deep strong orange colour when the vehicle is within 5 kilometres of the speed limit and deliver the display of the vehicles speed in a flashing larger red colour when the vehicle is moving in excess of the roads speed limit. This colour system in combination with the flash and size changes would allow a person to drive by these quickly recognizable communications (recognising a colour can be done quicker and easier than reading a number). The speed limit of the particular point of the national road system that the vehicle is on would be displayed at all times in blue next to the display of the vehicles current speed. The size of the display of the road speed limit would be the same size as the display of the vehicles' speed when the vehicle is in excess to the speed limit. Eg. The information could be relayed to the driver through sound using the vehicles sound system to deliver the audio warning and command information. The vehicles sound system would always be at the ready to deliver these warning and command information while the vehicles engine is turned on or the vehicles wheels are in motion (and irrespective of whether or not the sound system had been turned on by a human being). In the case that the vehicles sound system was, at the time delivering audio output (eg. playing a CD or delivering radio or MP3 output) the GPS SLS would override that output (turn that output off completely for the window of time) to deliver the warning and command information. Under this system whenever the vehicle exceeds the speed limit the GPS Speed Limiter System (GPS SLS) would hijacks the sound system (temporarily turns off any competing data being delivered through the vehicles sound system) to deliver the alert warning that the vehicle is exceeding the speed limit. This warning would be accompanied by a command to slow the vehicles speed as soon as it is safe to do so. An example warning and command that would be given is "The vehicle is in excess of the speed limit by kilometres an hour. Please reduce the vehicles speed as soon as it is safe to do so". This warning and command would be preceded by a beeping noise of some kind. If the vehicle stays continuously above the speed limit (or moves to speeds further and further above the speed limit) then this beeping noise will increase in volume and change in pitch and increase in the length before the warning and command is given again. This beeping, warning and command would continue in continuous cycle until the vehicle returns to below the speed limit of the stretch of road that the vehicle is travelling on at the time. The idea of the beeping sound progressive change would be to create a noxious/annoying audiological experience that would give incentive to the driver to slow down. NOTE: It is important that the noise not be so painful that it would decrease the drivers' attention to the road ahead of them or their mental focus. This is important so that the warning system does not contribute to an increased likelihood of an accident occurring. This hijacking of the audio system has the added bonus of turning off any music that may be fuelling an aggressive driving attitude (which is a common occurrence amongst young male drivers who are speeding often emotionally pumping music is in the mix of causes of the driving misconduct). This turning off of emotionally pumping music is removing one of the causative forces to some speeding incidents which increase the effectiveness of the system in persuading the driver to return to below the speed limit. > Eg. When the vehicle is travelling in excess of the roads speed limit as detected by the GPS Speed Limiter System (GPS SLS) the GPS SLS will inform the driver of the breach of the speed limit through all the methods described in the first and second examples with the addition of a shudder sensation occurring in the steering wheel +/- a shudder occurring through the drivers seat. Model 1 of the GPS SLS would not only include giving the vehicles driver the feedback of information about the vehicles speed relative to the speed limit of the section of road the vehicle is travelling on but would also include an inbuilt "Speed Limit Breach Accountability System"(SLBAS). This system would automatically send an SMS/email/ electronic message from the vehicles GPS SLS control system to the National Road Management Department (NRMD) with the full detailing of the incident in which the vehicle breached the roads speed limit. The information delivered to the National Road Management Department (NRMD) would include: > The GPS co-ordinates of the speed limit breach incident > The road identification number that the speed breach incident occurred on > The GPS SLS unique identification number which will identify the vehicle that the speed limit breach occurred in. This number would be linked to the vehicles registration number and the vehicles owner information within the internal records of the National Road Management Departments data base. > The speed that the vehicle reached during the speed limit breach > The speed limit of the stretch of road that the speed limit breach occurred on > The duration of time the speed limit was exceeded for during the incident. The National Road Management Department (NRMD) would issue an automatic fine (computer generated) for each and every speed limit breach that occurs (taking into account the severity of the breach through analysing the km/hr the limit was exceeded by and the duration of the speeding incident). This system would mean that the vehicle driver would be held to account for their excessive speed and would have to pay a fine for each breach of the roads speed limit that they perform. The driver will also incur demerit points for each speed limit breach and repeat offences would result in the accumulation of fine costs (which would act as a deterrent to further offences) and the accumulation of demerit points that could eventually trigger a loss of licence which would remove the repeat offending drivers from the road system (which will work to make the road system safer for other users of it). This GPS SLS model version would clearly result in many people accumulating many breaches of the road speed limit system because the real life situation of driving on the road is such that one needs to stay within 10 kilometres of the speed limit of the given road to keep the traffic flow smooth and avoid annoying the drivers behind you. The problem with driving within 10 km/hr of the speed limit is that wandering over the speed limit when driving so close to it is bound to happen for many people even amongst the good and careful drivers. This is why the GPS SLS variants 2, 3, 4 etc are the preferred systems for the real world use system - the sort of system that could be adopted and mandated by a national government. 1O.GPS SLS Model 2 - In Model 2 of the GPS SLS the information is relayed to an internal speed limiter inbuilt into the vehicle that limits the speed of the vehicle to the speed limit as determined by the GPS SLS at each given point. There would be a warning system that alerts the driver as they are moving within range of the speed limit. This warning could be delivered via: a. ER. A visual communication display on the dash board or on a head up display on the windscreen. The system could deliver the display of the speed of the vehicle in a green colour from the range of 0 to within 10 km/hr of the speed limit and deliver the display of the speed of the vehicle in a gold colour when the vehicle is travelling at a speed in the range of between 10 km/hr and 5 km/hr below the speed limit and deliver the display of the speed of the vehicle in a flashing deep strong orange colour when the vehicle is within 5 kilometres of the speed limit and deliver the display of the vehicles speed in a flashing larger red colour when the vehicle is at the speed limit and the vehicles internal speed limiter is blocking the vehicle from travelling any faster. The speed limit of the particular point of the national road system that the vehicle is on at each point would be displayed at all times in blue next to the display of the vehicles current speed. The size of the display of the road speed limit would be the same size as the display of the vehicles' speed when the vehicle is in excess to the speed limit. b. Eg. An Audio communication delivered through the vehicles sound system. Anything being played on the vehicles sound system would be temporarily turned off to deliver the information. This information could come simply as a number. The number being said every second would the kilometres per hour between the vehicles current speed and the speed limit of the section of the national road system that the vehicle is travelling on at the time. This would be set to trigger within 15, 10 or 5 kilometres of the speed limit (depending on the drivers preference). An option list would be provided through a menu list on the control panel of the GPS SLS on the LCD screen built into the front dashboard of the motor vehicle. This system would deliver a constant feedback loop to the driver that would allow the driver to keep their eyes firmly on the road and the road conditions ahead of them while always knowing their speed in relation to the speed limit of the section of road they are travelling on at the time. The audio feedback system would include an optional setting that would deliver an announcement of each change in the speed limit of the road that the vehicle is travelling on. Another feature of the system would be an announcement of each impending change in speed limit on the road the vehicle is travelling on so that the driver is pre warned and can make the necessary adjustments. For example the GPS SLS could announce that the speed limit on the section of road ahead is reducing to 80kms an hour eg. "In 500m the speed limit is reducing from the current 100 km/hr to 80 km/hr" c. Eg. When the vehicle is travelling within in 5 km/hr of the speed limit as detected by the GPS Speed Limiter System (GPS SLS) the GPS SLS will inform the driver of the impending limit through all the methods described in the two examples above with the addition of a shudder sensation occurring in the steering wheel +/- a shudder occurring through the drivers seat. It might be asked why a person needs to be told that they are travelling close to the speed limit given the speed limiter will stop the vehicle from exceeding the speed limit regardless of what the vehicle driver knows. The reason it is important a driver be informed of impending speed limiting is that they need to be made fully aware that their availability of further increases in speed are reducing and with that their manoeuvring options in a crisis are reducing (leaving them only the brakes and steering of the vehicle as options in a crisis with no further acceleration option available to them). This is particularly important information in the case of people considering an overtaking manoeuvre. With this GPS SLS Model the speed limiter would slowly decelerate the vehicle as the vehicle approaches a section of the road with a lower speed limit than the section of the road the vehicle is on. For example the speed limit on a road may be 100 km/hr and as the road approaches a small country town the speed limit drops to 80 km/hr and then to 60 km/hr as it passes through the town. The GPS SPS would always know which road the vehicle is travelling on and be looking ahead 2 km from the point that the vehicle is on as it scans for changes in the roads speed limit. When the GPS SLS detects that the speed limit is reducing up ahead the GPS SLS will communicate the information to the driver through one of the methods described above (a/b/c) and then when the vehicle moves within "critical range" of the lower speed limits' starting point the GPS SLS will smoothly slow the vehicle (if the driver has not already slowed the vehicle sufficiently by that point) so that the vehicle can arrive at the start of the new speed limit at the correct speed. IF we continue with the scenario as described immediately above then the vehicle will travel through the small country town at or below the 60km/hr limit and then the roads speed limits will increase again back to 80 km/hr and then back up to 100 km/hr as the road moves through to the other side of the small town. In the scenario, as described, the GPS SLS would pre announce these raises in speed limit that are coming up on the section of road ahead of the vehicle. For example it would give an audio communication of "In 500 meters the speed limit rises from the current 60 km/hr to 80 km/hr". The announcement would have an emphasis on the two underlined parts in the example above. Depending on the setting selected by the driver a visual communication of this information could also be announced on the head up display. This information would be displayed under the heading "Speed limit in 500 meters" and in this example the speed displayed under this title would be "80km/hr". This would sit next to the heading "Current Speed Limit" which would in this example have displayed in the space below it "60km/hr". The GPS SLS never accelerates the vehicle (as this would be an unsafe feature to have inbuilt into a vehicles operation systems) so the driver of the vehicle would need to apply pressure to the vehicles accelerator to move the vehicle to the higher speed once the higher speed limit zone is entered into. Once the vehicle actually enters the higher speed limited zone the GPS SLS will announce the higher speed limit. For example an audio announcement "The speed limit is now 80 km/hr" and a visual communication of the speed limit change will be effected by having the number placed under the heading "Current Speed Limit" being changed to "80km/hr" and flash for three seconds with a brighter green colour. When the GPS SLS limits the speed of a vehicle (either by blocking any additional speed being added to the vehicle or by actively slowing the vehicle from its current speed due to the vehicle entering into a lower speed limit area) the mechanism/method employed to perform this speed limiting of the vehicle will be one or other (or a mix of the two) methods of intervention as follows: > Reducing the amount of fuel being fed into the vehicles engine > Apply the breaks of the vehicle 1 1.GPS SLS Model 3 - is like Model 2 except for an additional feature that is a "Speed Limiter Override Function". The engaging of this function would be performed through a button placed on the steering wheel of the vehicle. This option of overriding the speed limiter on the vehicle would be supplied for use by the driver in the case of an emergency where additional speed is required to avoid a potentially dangerous situation from arising or to escape an eminent accident. An example of such a situation would be a case in which a vehicle moved into an overpassing manoeuvre and half way through the manoeuvre found the oncoming traffic was approaching at a speed that made a head on collision likely or certain at the current vehicles speed which was already travelling at the roads speed limit. In this case the driver could engage the "Speed Limiter Override Function" through the steering wheel controls and accelerate the vehicle to escape the situation and avoid what would have been a deadly collision. When the "Speed Limiter Override Function" is engaged an automatic electronic message would be sent from the vehicles GPS SLS control system to the National Road Management Department (NRMD) via the wireless telecommunication system inbuilt into the GPS SLS. This communication would give a full detailing of the speed limit breach incident (including the GPS position of the incident, the vehicle registration, the top speed that the vehicle reached, the speed limit of the stretch of road the incident occurred on, the amount the speed limit was exceeded by and the duration of time (and number of meters) the speed limit was exceeded for). The National Road Management Department (NRMD) would issue an automatic fine for the speed limit breach in proportion to the severity of the breach that took place. If high volumes of speed limiter overrides occur in any given vehicle then the vehicles registered owner will be called in for compulsory driver training to re-teach the principles and practices of good driving that prevents the vehicle from getting into dangerous situations. In the case of an "Extreme Speed Limit Breach" (eg. travelling in excess of 30 km/hr of the speed limit for prolonged or repeated periods in one trip) the NRMD would refer the case immediately (in real time/as the incident is occurring) to the police stations within the area of the incident with a full detailing of the case and a provision of the assigned unique case number so that the police can use the number to bring up the GPS tracking of the particular vehicle on the NRMD linked GPS unit inbuilt into the police vehicle. This would allow the police vehicle to move directly to the offending vehicle and follow the vehicle until the vehicle stops or alternatively engage the vehicle while it is travelling. The GPS tracking would allow the police the option of hanging back from the vehicle (remaining undetected) if they are concerned the particular traffic and road conditions or the mindset of the driver are such that engaging the vehicle would increase the risk of an accident. The net effect of this feature of the GPS SLS Model 3 unit design would be that the police would be better enabled to be at the scene of such serious driving incidents and identify the offending driver and arrest them at the scene of the crime and act as witnesses to the offenders' crime so that such drivers can be effectively caught and prosecuted and removed from the national road system by cancelling their vehicle licence for life. The effect of the GPS SLS Model 3 unit design would be that a driver has the option to take the vehicle to higher speeds if the driver deems the situation requires' it and they are enabled to survive an acutely dangerous situation thereby. While providing this important facility to the driver the driver is still held to account for each and every speed limit breach they perform. Their excessive speed is lodged with the NRMD and a fine for the breach is issued and a demerit point/s will be deducted from the drivers licence. Repeat offences will result in accumulating fine costs and accumulating demerit points that would eventually trigger a loss of licence. "Extreme Speed Limit Breaches" would be intervened on in real time by the police force so that these extremely dangerous speeding incidents are dealt with comprehensively. This approach caters for all aspects and gives a satisfactory coverage of the balance of concerns that exist in the real world situations when driving on the road. Brakes are always the first option of choice in a dangerous situation but occasionally acceleration is the best option to escape a dangerous situation and the GPS SLS Model 3 would give the flexibility to deliver this option to the driver when it is absolutely needed in crisis situations. A responsible federal government would legislate that all vehicles be fitted with a GPS SLS Model 3 unit as part of the criteria for meeting the standards that allow a vehicle to be sold into the nations market. With this the responsible government would set up the National Road Management Department (NRMD) to: > Create and update the "Official Map" of the National Road System > Receive the notices of speed limit breaches and issue the relevant fines and demerit points > Run driver training courses to teach people how to drive safely and in such a way as to avoid getting into dangerous/crisis situations. If such moves were made by a federal government then in time all the costs of current speed camera operations would be replaced by this far more efficient and effective system for preventing and capturing incidents of speed limit breaches on the nations road system. NOTE: The GPS SLS Model 3 has a large (14 inch) touch screen LCD panel placed in the centre of the front dashboard of the motor vehicle. This screen would be the control panel for the GPS SLS functions. A "Menu - Select" system would be provided for navigating through the function options and for selecting functions and setting particular configurations on any given function. The touch screen would be used to run the "Menu -Select" functions as well as a number pad and alphabet pad that could be brought up onto the screen by selecting the relevant icon. There are two USB ports integrated into the units build which would allow for transfer of data from and to the GPS SLS unit and the plugging in of compatible equipment. The LCD screen would show GPS maps, the position of the vehicle on the map and the position of target destination and be used to navigate to GPS points (these are all the standard things provided in already existing GPS navigation units). The GPS SLS control panel would have the vehicles AM/FM Radio, CD player and MP3 player compatibility system incorporated into it as well as having a dedicated hard drive (a minimum of 100GB) for loading on music and/or audio books for in-vehicle play back. These audio entertainment functions can all be worked through the LCD screen of the GPS SLS unit while the ignition key is turned to position 1 of the ignition lock (this position turns on the electrics only). As soon as the vehicles engine is running the audio systems' navigating options become significantly more limited and can only be performed through the use of buttons and paddles on the vehicles steering wheel (this system set up helps to keep the vehicles' drivers' two hands on the steering wheel and the drivers eyes on the road ahead of them while the vehicle is in operation which makes the vehicle safer in its design). Each movement of the paddle will move the audio output source from the AM Radio - to the FM Radio - to the CD player - to the MP3 player input plug then to the vehicles inbuilt dedicated hard drive audio player unit and then back to the start of the endless circle (i.e. back to the AM Radio). A button on the right half of the steering wheel will jump the play output to the next chapter/song and the button on the left half of the steering wheel will jump the play output to the previous chapter/song. The integrated USB ports and the "Menu -Select" options will allow data files to be transferred from external hard drive sources onto the integrated dedicated audio play back hard drive. This transfer function will allow people to upload their music and/or audio books files onto the vehicles dedicated audio play back hard drive. Once loaded the "Menu - Select" options on the GPS SLS LCD touch screen unit will allow for the grouping of files into categories and the naming of these categories (eq. self help lectures, science lectures, pop music, classical music). The files placed in each category can then be ordered into the operators preferred plav list order and further functions will allow for the editing and deleting of files as desired. IF the "categories" feature is employed (i.e. there is more than one category in place on the audio play back hard drive) then each move of the paddle on the steering wheel will move the audio output to the next category within the hard drive until all categories are exhausted at which point the next movement of the paddle would take the audio output source to the next source on the "endless circle" which is the AM radio source. NOTE: The large LCD screen control panel will be held in place by a holding bracket which in turn will be held by another larger holding bracket which is fixed to the front dashboard of the vehicle. The inner bracket will hold the screen with a vertical axis allowing for a 35 degree rotation to the right and a 35 degree rotation to the left (a total of 70 degrees of movement). To adjust the rotation of the screen the vehicles ignition key has to be used to unlock the lock at the bottom of the inner bracket. When the desired position is found the key is turned back to the lock position to lock that position firmly into place. This whole bracket is then held in place by an outer bracket that has its holding axis running horizontally which allows the inner bracket (and the screen it is holding) to be tilted up to 30 degrees upwards. To adjust this tilt the vehicles key is need to unlock the lock on the side (drivers' side) of the outer bracket and once the inner bracket has been moved to the new preferred tilt position the key is turned back to the lock position to lock the screen firmly into position. By only being able to adjust the screen position through using the vehicles ignition key a prevention system is built into the vehicles design that will prevent the vehicles driver from attempting to adjust the position of the LCD screen while the vehicles engine is running (and therefore, potentially, the vehicle is in motion). This is another way in which the inbuilt systems work to prevent the vehicles driver from taking their eyes off the road and taking one or two hands off the vehicles steering wheel while the vehicle is in operation. NOTE: The weakness of a touch screen input method for navigation of the systems menu when dealing with a screen that is out in front of the operator and placed in a near vertical position is that it requires a significant amount of shoulder flexion to reach the screen. With volumes of use this could lead to shoulder fatigue and even injury (e.g. Biceps tendonitis). The production model of the GPS SLS unit would therefore likely include another menu navigation input controller (in addition to the touch screen technology). The list of the options to choose from for providing this additional navigation system input method includes: > A "Track Ball" type unit placed on the horizontal between the two front seats in a position that allows for easy use without any shoulder flexion required. > A "Pad + Enter buttons" unit (as seen in lap top computer units) placed on the horizontal between the two front seats in a position that allows for easy use without any shoulder flexion required. > A "Joy stick with a Select button on it" placed on the horizontal between the two front seats in a position that allows for easy use without any shoulder flexion required. > A physical "Wheel and Select" unit (as seen on mobile phones) placed on the horizontal between the two front seats in a position that allows easy use without any shoulder flexion required. > A "Voice Command" system. A simple way to create a reliable functioning voice command system is to number all options on the menu lists presented on the screen and have the voice command system designed to respond to only numbers and the words "Next" and "Previous". This would mean the whole navigation process would be hands free. Using numbers and only a couple of words is simpler for the computer program to be programmed to reliably recognise. (A few other key words could be included but the principle idea of keeping the words that the system would respond to, to a very limited list so that the system can be made to be robustly reliable should be adhered to in the design of the system) 12.GPS SLS Model 4 - This model would have all the features of model 3 except it would have the added function that of a cruise control. In model 4 a cruise control system could be engaged at a given speed and then the vehicle would travel at that speed while the roads speed limit remained greater than the speed set on the cruise control. In the case that the roads speed limit was reducing or increasing further down the road the GPS SLS communication systems would communicate this impending change of speed limit to the driver (as described in the description of the GPS SLS Model 3). If the roads speed limit was reducing and the vehicle driver did not decelerate the vehicle sufficiently in time to meet the lower speed limit then the GPS SLS would decelerate the vehicle itself beginning the process early enough so that the vehicle arrives at the GPS point where the lower speed limit starts at or below the given speed limit. This GPS SLS cruise control system is in effect a "smart cruise control system" because it will hold the speed set by the driver while the speed limit of the road the vehicle is travelling on remains above the set cruise control speed but will reduce the speed of the vehicle from that speed in the case that the roads speed limit reduces. The vehicle will remain in cruise control mode even as the vehicle is slowed to meet the lower speed limit and will remain in cruise control mode when travelling through the lower speed limit zone but when/if the speed limit of the section of road the vehicle is travelling on increases again the GPS SLS will not itself increase the speed of the vehicle. Any increase in the vehicles speed must always be performed by the vehicle drivers' direct action on the vehicles accelerator pedal. Once the vehicle is accelerated above the lower speed held by the cruise control then the cruise control would be automatically disengaged and the driver would have to reset the cruise control in the case that they want to reengage the cruise control on the vehicle. In every case that the vehicle is moving from an area of higher speed limit to an area of lower speed limit and in every case the vehicle is moving from an area of lower speed limit to an area of higher speed limit the GPS SLS unit will communicate the information of the change of speed limit to the driver through one or more of communication methods described in the course of describing GPS SLS Model 1, 2 and 3 13.GPS SLS Model 5 would be the same as GPS SLS Model 3 (+/ GPS SLS Model 4) except that it would not include the inbuilt automatic speed limit breach infringement notice being sent to the National Road Management Department (NRMD). To be specific the GPS SLS Model 5 would not have the feature described in GPS SLS Model 3 as follows: > When the "Speed Limiter Override Function" is engaged an automatic electronic message would be sent from the vehicles GPS SLS control system to the National Road Management Department (NRMD) via the wireless telecommunication system inbuilt into the GPS SLS. This communication would ive a full detailing of the speed limit breach incident (including the GPS position of the incident, the vehicle registration, the top speed that the vehicle reached, the speed limit of the stretch of road the incident occurred on, the amount the speed limit was exceeded by and the duration of time (and number of meters) the speed limit was exceeded for). The National Road Management Department (NRMD) would issue an automatic fine for the speed limit breach in proportion to the severity of the breach that took place. Etc. GPS SLS Model 5 could be an interim model version that could be offered by car manufacturers in new vehicle models (and/or could be offered as a retrofit system for pre existing vehicles) in the free market environment (in the absence of the federal government doing their job properly and mandating the GPS SLS Model 3 version as a minimum standard for all new vehicles). The sell point on this optional extra on a vehicle would be that it would allow the vehicle owner a sure prevention from inadvertently exceeding the speed limit throughout the whole course of the vehicles useful life. This option might be popular with parents of teenage children who will be sharing the car over the following few years. The option may also be popular with company vehicle fleets so as to reduce the likelihood of accidents and speeding fined. The model 5 version would include an onboard record of all "Speed Limiter Override Function" use with a full detailing of each incident in which the vehicle exceeded the road speed limit. This again would add to the effectiveness for parents wanting to know their children are driving below the speed limit at all times so that they are obeying the law as is their duty as a citizen and road user and so that the child is not driving at excessive speeds that could contribute to an accident that might harm the child or passengers in the vehicle with them or other road users and pedestrians. The GPS SLS Model 5 would suit the circumstance where the federal government had failed to mandate that the GPS SLS Model 3 be built into all new vehicles as part of the list of minimum standards for approval for sale of the vehicle into the nations market. 14.GPS SLS Model 6 would have all of the features of GPS SLS Model 3 (+/- GPS SLS Model 4) but would have the added feature of keeping a record of the vehicles GPS co-ordinate path that the vehicle travelled along including the corresponding time that the vehicle was moving through or was at each GPS co-ordinate point. This information would be stored on a hard drive built into the GPS SLS which could be downloaded to other data storage devices either by: > Wireless communication systems (eg. the company computer calls the unique phone number of the given particular GPS SLS Model 6 unit and delivers the security code for the particular unit which authorises the sending of a copy of the data in the GPS SLS unit to the company computer) The USB port built into the GPS SLS control console that is built into the front dashboard of the motor vehicle. The LCD screen that is part of this GPS SLS control console would provide, in its menu - select system, the option of copying the "Vehicle Track Data" to an external hard drive. The data would be presented in order of date and time - in a chronological sequence. The computer system would provide "sift and sort" options that would allow the user to categorise the data by specific GPS areas and/or by days of the week and/or ranges of times of the day etc. These functions are designed for government and company vehicle fleets. The idea is that this information would allow for governments departments and private companies to separate out the driving that is for work purposes and the driving that is for personal purposes and charge the vehicle user for their personal use. A simple example of the use of this function is a scenario in which a company supplies an employee with a vehicle under the understanding that the vehicle is to be used only in the hours Monday to Friday between 7 am and 9 am. Any vehicle use outside of these hours will be deemed as personal use of the company vehicle and will be billed at a predetermined rate per kilometre travelled against the vehicle drivers' weekly pay. Another example is the case of an employee being provided with a company vehicle with clearly stipulated conditions of where they can drive the vehicle. This condition of use would be that the vehicles movement must be within a certain area zone for the car use to be deemed work related. The area would be known to the GPS SLS computer in terms of GPS co ordinates but would be entered into the computer by the user marking the area out on an electronically displayed map. The exact number of kilometres travelled by the vehicle outside of the designated work zone would be billed to the employee and deducted from the employee's after tax earning in their weekly/fortnightly pay packet. In practice the most commonly used criteria inputted into the GPS SLS Model 7 unit would be both a list of approved times and approved area/s. This use of a combination of time and area (having to pass two tests to pass as approved) would be the most effective way to define an approved use of a vehicle. The government of a nation could mandate that all government and company fleet vehicles must include a GPS SLS Model 6 unit in the vehicles build and thereby effect a significant reduction in tax deductions by businesses that are essentially false tax deductions (because the costs used as deductions were in fact personal kilometres not company kilometres being travelled and hence should not have been claimed). 15.GPS SLS Model 7 - is like GPS SLS Model 6 except it would have a unique key for each user that would be recognised by the GPS SLS and effectively identify each different vehicle driver. The "unique key system" could be in the form of a unique number code that each different driver of the vehicle will be given. When a given driver wants to drive the vehicle they must punch in their unique code onto the number pad as well as place and turn the ignition key in the ignition key hole to start the vehicles engine. (The start of the movie "Transporter" in the 7 series BMW showed a system similar to the one just described). Another method for creating a "unique key system" is by design elements in the ignition key and lock system. Each key cut for the vehicle would have a section that turns the ignition on (this would be the same on all the keys) and another section on the key that is the "key identity feature" (which would be unique in each key). There could literally be hundreds of keys cut for one vehicle each of which would be successful in starting the engine but would each trigger a different and unique rotation configuration on the "identity section" of the lock barrel system. The GPS SLS Model 7 would record which identity number is driving the vehicle and record all the collected data on the vehicles travel path (in GPS co ordinate points), the time the vehicle was at each GPS point and the vehicles fuel use etc with the unique identity number next to the data pieces. This system sophistication would allow a vehicle to be used by multiple users while having each user held fully accountable for their vehicle use. If a speeding infringement occurred then that data would have the vehicle user Identification number next to it and that user could be clearly held accountable and liable for it. All the kilometres travelled and fuel used by each vehicle user would be clearly attributed to each vehicle user and could be billed to their account. This system has application in company and government vehicle settings but would also be applicable in family settings where teenage sons and daughters share the use of the parents' vehicle. This system would allow parents to make their children fully accountable for their vehicle use and fuel use by making the child pay for the fuel they use and the kilometres they travel out of the their own money so that they learn the cost of it and think about their choices to use it with the hope that such a strategy would lead to the use of more gentle driving methods (to optimise the fuel efficiency of the vehicle) and more disciplined choices on the amount the car is used. 16.GPS SLS Model 8 has all of the features marked out in GPS SLS Model 3 (+/- GPS SLS Model 4) but has the added feature as follows: The National Road Management Department (NRMD) could "Lock Down" the vehicle by sending a message to the GPS SLS unit via its unique ID number commanding the GPS SLS to limit the vehicles speed to 0 km/hr - effectively preventing the vehicle from being driven. This command would be sent by the NRMD in the case of: > A vehicle being impounded > A driver having their vehicle licence suspended or cancelled. > A vehicle reported, by the owner, as having being stolen. In such a case the vehicles GPS SLS would be given a standing command to "Lock Down" as soon as the vehicles engine is turned off or is 1:1 with a refuelling station (all refuelling stations will, of course, be marked out on the GPS official map of the nations road system) and the GPS signal of the vehicle would be used by police to locate the vehicle in quick time. The message sent by the NRMD to the particular GPS SLS would be sent by wireless transmission. A two way wireless communication system would be inbuilt into every GPS SLS. This GPS SLS Model feature would have many technical issues associated with it in terms of preventing the possibility of a malfunction of the system that could lead to false positives ("locking down" vehicles that should not be locked down). Another technical issue that would also exist would be the protection of the system from being hacked into by outside people and havoc being created by the infiltrator/s. Other concerns like employees of the National Road Management Department (NRMD) misusing or sabotaging the system etc would also stand against the "GPS SLS Model 6" ever being brought into production model vehicles and delivered to the market on mass but the technology could have limited use in specific situations - for example military vehicles or company fleet vehicles using a "Lock Down" on driving vehicles out of authorised hours (e.g. On weekends or out of specifically designated work hours during week days). 17.GPS SLS Model 9 - would be like Model 7 except for the additional feature of having the facility inbuilt to allow the lodgement of an "exclusion zone" on the GPS official map. If the vehicle moves into the exclusion zone then the GPS SLS unit within the vehicle would decelerate the vehicle slowly and then stop it and "lock it down" so that it can no longer be driven until it is officially "unlocked" by the relevant procedure through the NRMD control centre. This type of "Lock Down" of a vehicle I will refer to as an "In Motion Lock Down". The exclusion zone would be marked out on the GPS SLS Map by a person in authority and the changing of the programming would be controlled by a PIN password known only to the person/s in authority (+/- a physical key-lock system built into the GPS SLS control panel on the front dash of the vehicle). In most cases the marking out of the exclusion zone would be done through marking out an inclusion zone and designating everything that is not in the inclusion zone as being the exclusion zone. In the vehicles operation when the vehicle moves within 5 kilometre of any border of the exclusion zone an audio and visual warning will be given by the GPS SLS (see model 3 description for the communication systems inbuilt into the GPS SLS units). This warning would be repeated at the points that the vehicle GPS co ordinated position crosses over the line into the 4, 3, 2 and 1 kilometre rings from the exclusion zone border. With each warning the official map would be displayed on the large LCD screen built into the front dashboard of the motor vehicle clearly showing the position of the vehicle and the position of the relevant exclusion zone border so that the vehicles driver can orientate themselves and be careful not to cross over into the exclusion zone. Warnings will be given on a constant basis when the vehicle is within 1 kilometre of the exclusion zone border. In the case of the vehicle crossing over into the exclusion zone an audio and visual warning of the breach into the exclusion zone will be given to the driver with a warning that: "The GPS SLS unit will begin in 2 minutes the execution of an "In Motion Lock Down" procedure so please move to the left lane and then pull the vehicle over to the side of the road and park the vehicle in a safe place". If the driver has not pulled the vehicle over after the 2 minute allowance then the "In Motion Lock Down" procedure will begin with the vehicle being slowed by 10 km/hr for every 1 minute that the vehicle is travelling. This enforced deceleration of the vehicle would be performed in a steady and smooth manner. Repeated requests for the vehicle to be moved to the left lane and then pulled over to the side of the road would be made along with the information about the enforced gradual reduction in speed that the vehicle will under go from its current speed down to zero. An annoying and progressively more painful noise will be delivered into the vehicles cabin space by the GPS SLS giving the vehicle driver progressively more "incentive" to pull the vehicle over to the side of the road. The vehicles driver will be warned that the noise will continue to increase in intensity and will be requested to move the vehicle over to the left lane and then pull the vehicle over to the side of the road. If the vehicle has not been pulled over by the time the vehicle has undergone an enforced slowing for 2 minutes then a revolting smelling gas will be released into the vehicle cabin as a third persuasion method to convince the vehicles driver to pull the vehicle over to the side of the road. The vehicle will be continued to be slowed at the steady pace of 10km/hr reduction for every minute of travel time until the vehicle finally reaches 0 km/hr. Once the vehicle is at zero the vehicles GPS SLS will "lock down" the engine so that it can not be started or operated again until the unlock procedure is run by the NRMD control centre and the wireless telecommunications command to unlock the vehicles operational systems is sent to the particular GPS SLS unit. This GPS SLS Model feature is an extreme control approach but would provide a strong deterrent effect that one would expect would be effective to such an extent that the vehicle would not be driven outside of the approved zone. This again could have application in business, government or military vehicle fleets. This very gradually applied deceleration of the vehicle employed in the "In Motion Lock Down" is deliberately designed so as to give time to encourage the vehicle driver to actively pull the vehicle over and to give abundant time for the vehicles driver to take the actions to do so. Any system that creates an enforced stopping of a vehicle inherently is running the risk of creating a situation that would almost inevitably lead to a serious accident. That situation in focus is one in which a vehicle is brought to a dead stop in the middle of a road which is a recipe for disaster. For example if a vehicle is stopped in the middle of a 100 km/hr freeway then an extremely serious accident will occur sooner or later as vehicles will be travelling at high speed on the freeway and the drivers of these vehicles will certainly not be expecting to come across a stationary vehicle sitting in the middle of their lane ahead of them. As vehicles peel off to the left or right into neighbouring lanes to avoid the stationary vehicle the subsequent vehicles in the given lane will be receiving progressively less time to see the stationary vehicle and take the necessary evasive action. Eventually the time provided to a vehicle driver will be less than the time it would take them to execute a lane change and a collision will occur. This sort of scenario must be prevented from playing out and hence the employment of the very gradually enforced slowing of the vehicle and the progressively more persuasive methods used by the GPS SLS to convince the vehicles driver to actively pull the vehicle over to the side of the road. I do not expect that this particular GPS SLS Model would ever be included in mass production vehicles but the following Model version that includes the use of the "In Motion Lock Down" function may well make it into future mass produced road vehicles. 18.GPS SLS Model 10 - is the same as model 3 except that it includes systems and functions that allow this same "In Motion Lock Down" process to be activated in the given GPS SLS unit by the NRMD central computer for use in certain situation types. This inbuilt feature would provide advance theft prevention and theft recovery performance in a vehicle and would also act as a way for the police to intervene with higher levels of safety and effectiveness on vehicles that are moving at extreme speeds (eg. 160 km/hr in a 100 zone or 90km/hr in a 60 zone etc). Such a GPS SLS model would allow an "In Motion Lock Down" command to come from the NRMD in the case that the particular vehicle was reported by a vehicle owner as having been stolen or was detected by the NRMD as undergoing an "Extreme Speed Limit Breach" (eq. travelling in excess of 30 km/hr of the speed limit for prolonged or repeated periods in one trip). I will deal with the two intervention scenarios separately starting with the vehicle theft scenario. In the case of a vehicle having being stolen the vehicle owner would contact the NRMD directly and undergo Identification checks that would establish them as the vehicles owner. These identification checks could include entering a PIN into the phone key pad or a computer key pad +/- voice recognition testing +/ undergoing a photo ID check through an internet link etc. Once the identification verification has been completed the NRMD will launch the standardised procedure for vehicle recovery which will be as follows: The NRMD would track the given GPS SLS unit and assign the particular tracking case a unique identification number through which the operation would be managed. A two level "Lock Down" will be put in place over the particular vehicle. > The Level 1 "Lock Down" would involve the vehicles GPS SLS being given a standing command to "Lock Down" the vehicle as soon as the vehicles engine is 1:1 in GPS co ordinate position with a refuelling station (all refuelling stations will, of course, be marked out on the GPS official map of the nations road system) or 1:1 in GPS co-ordinate position with a whole range of other points marked out by the NRMD as been off the road system (and therefore safe to stop the vehicle at) - this in effect will mean whatever is not designated as road system territory will be designated as Level 1 "Lock Down" territory. > The Level 2 "Lock Down" would be created by the NRMD computer system by : 1. Setting up a command (ready to send but not yet sent) to run an "In Motion Lock Down" of the vehicle 2. Creating a pin code that would act as an authorisation code to launch the particular command. This pin code would be given to the police when the NRMD hands over the case to the police. > The Police stations nearest the stolen vehicles current GPS position would be alerted of the case and given a full detailing brief of the situation using a standardised profiling electronic form which would including: o The unique case identification number which the police will enter into their GPS tracking units so that they can track the particular vehicle.(NOTE: The police vehicles' GPS tracking unit will have an extra large LCD screen display built into the dashboard which will make the tracking process easy and effective. These will be placed in the police road vehicles as well as the police helicopters) o The authorisation code that the police are to use, at their discretion, to launch the "In Motion Lock Down" command for the particular vehicle. This will put the control of the execution of the "In Motion Lock Down" of the vehicle into the hands of police officers who will be within view of the given vehicle when it is launched allowing for better safety in its execution. o The make, model, year of build, colour and registration number of the vehicle. This will include a picture of a like vehicle from the NRMD's comprehensive database of the vehicle types on the nations' roads. (Or alternatively the picture given to the police would be a picture of the exact vehicle that has been stolen in the case that the owner of the vehicle had pre- registered a photo of their vehicle with the NRMD for use in exactly this situation type the situation that their vehicle gets stolen) o The vehicles registered owners name o Any relevant known details of the theft circumstances (eg. if the theft was violent, whether the thief is known to be carrying any weapons, whether the thief has been identified etc) The police would move to within close range of the particular vehicle (undetected by the thief as the stolen vehicle would be operating normally to this point and the police would be driving an unmarked police vehicle with no sirens on as they come within range of the vehicle) and when the police judge that they are close enough and the road conditions are suitable the police would enter the authorisation code into the inbuilt key pad on the police vehicles dashboard (or on the touch screen key pad on the LCD screen) and the "In Motion Lock Down" would be initiated thereby. The particular stolen vehicle would then begin to undergo an "In Motion Lock Down" process and the driver of the vehicle would be informed of this through the GPS SLS communication systems within the stolen vehicle and would be repeatedly requested to pull over to the side of the road for safety reasons. With some sanity, skill and luck the best possible outcome would be achieved (no one is injured, the stolen vehicle is recovered undamaged, the thief/thieves are apprehended, the prosecution of the thieves is performed within a week and the thieves are put in jail for a long time and given effective rehabilitation so that when they are returned to society they do so as a good citizen/s). The advanced model of the "In Motion Lock Down" would allow the police to effectively choose the rate of deceleration of the vehicle within an approved range so that the police could move within visual range of the stolen vehicle and when the police see the vehicle is clear of all other vehicles and pedestrians they could execute a rapid "In Motion Lock Down" effectively decelerating the vehicle from a high speed down to zero in a matter of a few seconds with the police vehicle arriving at the "locked down" vehicle only a few seconds after it has been stopped. A disengage code would also be supplied to the police that would allow them to disengage the "Lock Down" and move the vehicle after they have stopped the vehicle and arrested the driver and seek to place the vehicle in the safest position available (so that the vehicle will not be a cause of an accident through where it is parked) while they wait for a tow truck to take the vehicle away. The second use of this inbuilt "In Motion Lock Down" function within the GPS SLS Model 10 fitted vehicle would be for intervening on the motor vehicles that are detected by the NRMD monitoring system as driving at extreme speeds for significant periods. With a Model 3 as the platform of the GPS SLS Model 10 such speeding incidents could only occur in the case of a "Speed limiter Override" and one would expect that they would be relatively rare given that vehicle drivers will know that they are being monitored and will be caught every time they speed. Accepting all of these things there is still scope for serious speeding incidents occurring because part of the reality we deal with on our road system is that not everyone on the road behaves rationally, sanely or with good intent. Sometimes people who get behind the wheel do so in a state of: > Being angry at the world > Being in a fit of rage about something in their life > Being under the influence of drugs (including the most common one - alcohol) > Having just committed a crime > Having a brain that habitually does not consider the consequences of its actions and hence is prone to doing things that are considered outrageously stupid by those who habitually consider the consequences of their actions and act in line with what is safe and fair. > Etc. The GPS SLS Model 10 system will allow the NRMD to act on all "Extreme Speed Limit Breaches" of the National Road Systems speed limit in a similar way as described for a case of a reported theft of a vehicle. The NRMD would detect the "Extreme Speed Limit Breach" incident via the electronic telecommunication message sent to the NRMD by the GPS SLS unit within the offending vehicle. The process that would be triggered by this report would include: > The NRMD would set up a track of the given GPS SLS unit and assign the particular tracking case a unique identification number through which the operation would be managed. > A two level "Lock Down" will be put in place over the particular vehicle. > The Level 1 "Lock Down" would involve the vehicles GPS SLS being given a standing command to "Lock Down" the vehicle as soon as the vehicles engine is 1:1 in GPS co ordinate position with a refuelling station (all refuelling stations will, of course, be marked out on the GPS official map of the nations road system) or 1:1 in GPS co-ordinate position with a whole range of other points marked out by the NRMD as been off the road system (and therefore safe to stop the vehicle at) - this in effect will mean whatever is not designated as road system territory will be designated as Level 1 "Lock Down" territory. > The Level 2 "Lock Down" would be created by the NRMD computer system by : 1. Setting up a command (ready to send but not yet sent) to run an "In Motion Lock Down" of the vehicle 2. Creating a pin code that would act as an authorisation code to launch the particular command. This pin code would be given to the police when the NRMD hands over the case to the police. > The Police stations nearest the stolen vehicles current GPS position would be alerted of the case and given a full detailing brief of the situation using a standardised profiling electronic form which would including: o The unique case identification number which the police will enter into their GPS tracking units so that they can track the particular vehicle.(NOTE: The police vehicles' GPS tracking unit will have an extra large LCD screen display built into the dashboard which will make the tracking process easy and effective. These will be placed in the police road vehicles as well as the police helicopters) o The authorisation code that the police are to use, at their discretion, to launch the "In Motion Lock Down" command for the particular vehicle. This will put the control of the execution of the "In Motion Lock Down" of the vehicle into the hands of police officers who will be within view of the given vehicle when it is launched allowing for better safety in its execution. o The make, model, year of build, colour and registration number of the vehicle. This will include a picture of a like vehicle from the NRMD's comprehensive database of the vehicle types on the nations' roads. (Or alternatively the picture given to the police would be a picture of the exact vehicle that is undergoing the "Extreme Speed Limit Breach" in the case that a photo of the given vehicle had been pre- registered with the NRMD) o The vehicles registered owners name o Any relevant known details about the circumstances of the "Extreme Speed Limit Breach". The police (in their road vehicles) would move to within close range of the particular vehicle (to this point undetected by the speeding motorist as the speeding vehicle would be operating normally and the police vehicle would be an unmarked police vehicle with no sirens on) and when the police officers judge that they are close enough and the road conditions are suitable the police would punch in the authorisation code to launch the "In Motion Lock Down". The particular vehicle would then begin to undergo the "In Motion Lock Down" process and with some skill, some sanity and some luck the best possible outcome would be achieved from the situation (no one is injured, the vehicle comes out of the incident undamaged, the extreme speeding motorist is apprehended, the prosecution of the extreme speeding driver is completed within a week and the offending driver is fined a huge amount of money and has their motor vehicle taken from them and sold off to help pay for the policing operations that were involved in apprehending them and the drivers licence of the offending driver would be cancelled for life with the threat of a long jail sentence if they ever, under any circumstances, get caught driving a vehicle again on the nations roads). NOTE: The production model of the "In Motion Lock Down" may enforce a slow down of the vehicle to a slower speed but not completely stop the vehicle. For example the vehicle would be slowed down to 30km/hr allowing the police to pull up behind the vehicle and work to persuade the vehicle to pull over to the side of the road. This version of the "In Motion Lock Down" would be safer than a version that brought the speed of the vehicle to a dead stop which could lead to a vehicle being stationary in a road lane which could lead to an accident. 19.GPS SLS Model 11 (the whole of the system described below is a large scale project and would probably take many years and strong and serious governance of a nation to put all the necessary pieces in place to make it fully effective but it is possible and it would be effective in its purpose once in place Note: the purpose is to block all mobile phone use in all motor vehicles that are moving/ operating within the nation at any given point so as to reduce the likelihood of motor vehicle accidents occurring) The GPS SLS Model 11 would have all of the features marked out in GPS SLS Model 3 (+/- GPS SLS Model 4) but would have the added feature (using the GPS SLS unique ID number system) that every GPS SLS would be tracked live by the National Road Management Department (NRMD) computer systems. It would only be when the engine of the vehicle is running/the ignition of the vehicle is turned on that the GPS SLS is operating and therefore would be being tracked by the NRMD computer system. The NRMD computers would generate a map of all vehicles that have their GPS SLS operating (have their engines running and/or wheels in motion). This map would be used with a second map that the NRMD would create. This second map would be the GPS positions of all mobile phones in operation within the nation. The ability for this second map to be created would be dependant on all mobile phones of the future being inbuilt with GPS systems that would transmit (to the NRMD) the position of the mobile phone at every given point. Every mobile phone in the nation would have a unique identity number and each mobile phone would be transmitting its GPS position on a constant regular frequent basis while it is turned on. Legislation would be passed such that all mobile phones allowed to operate in the nation would have the characteristic that it is programmed to send its GPS position to the NRMD control centre on a constant regular frequent basis while turned on. All mobile phones without this inbuilt technology and programming would be banned within the nation by national government legislation. The NRMD computer would create a map of all the GPS positions of all mobile phones that are turned on at every given time and would use this information to create a tracking of the GPS co-ordinate path of every mobile phone in operation. This map of mobile phone GPS positions and paths of movement to their current position would be compared /overlayed to the map of the position and paths of movement of the GPS SLS units in operation within the nation and the NRMD computer would use the data to determine which mobiles phones are inside an operating motor vehicle moment to moment. The NRMD computer system would block all calls to the mobile phones that the NRMD computer has identified as being inside an operating vehicle. All incoming calls (and SMS, emails, etc - all types of telecommunication) to mobile phone deemed to be inside an operating motor vehicle would be diverted to a message bank for the given mobile phone number. The option would be provided to all citizens that would allow the owner of the mobile phone to lodge a call diversion to a particular number (eg. a home phone number) that they would like the calls to be sent to in the case of a NRMD mobile phone block. If no call divert number is lodged by the owner of the phone then the default message bank service would be used by the NRMD computer. All messages taken by the message bank service would be rung through to the given mobile phone as soon as the computer detects that the GPS SLS unit that the mobile phone was travelling in unison with has been turned off (or the mobile phone has moved out of the 2 meter radius of the GPS point of the still operating GPS SLS and is clear of all other GPS SLS units operating at that time). The computer system mapping the GPS points that each GPS SLS and each mobile phone in operation is moving through would be using set algorithms to determine when there is an established link between a given GPS SLS and a given mobile phone. The computer will in effect determine when a mobile phone is inside a given vehicle that is in operation. These sophisticated computer programs will help to eliminate the problem of bridges and tunnels that would result in cases of instantaneous overlaps of GPS point positions of operating GPS SLS and operating mobile phone. For example consider the case of a person who is standing on a foot bridge over the top of a freeway talking on a mobile phone while hundreds of vehicles are passing under them and therefore through the exact same GPS point as the mobile phone is identified as being at. The above described sophisticated system would prevent any link being established between the GPS SLS GPS co ordinate position and path of the vehicles flowing past on the freeway below the bridge and the GPS co-ordinate position and path of the mobile phone on the bridge above. A "30 second link lag time" would be inbuilt into the computer programs algorithms which would mean that the GPS co-ordinate path of a given mobile phone ID would have to be 1:1 with an operating GPS SLS GPS co-ordinate path within a range of 2 meters (the internal movement space of a typical vehicle cabin area) for a period of 30 seconds before a link would be established by the computer program and the computer would identify the mobile phone as being in the given operating vehicle and accordingly all calls to the particular mobile phone number would be diverted to the NRMD message bank system. This "30 second link lag time" would also cater for the real world scenario of underground car parks in office buildings where people might be talking on their mobile phone on level 4 of the building while someone directly below them in the basement car park starts the engine of their road vehicle which would engage the vehicles GPS SLS unit. This system as described would eliminate people driving and talking on their mobile phones. Both incoming and outgoing calls would be blocked by the NRMD computer system anytime a mobile phone has the same GPS co-ordinate path as an operating GPS SLS (an operating vehicle) for longer than the 30 second lag time. The implementation of this described system would eliminate many road vehicle accidents and decrease the road toll in terms of the number of moderate injuries, serious injuries and deaths that occur. The system as described could become the national operating system of the nation and could be adopted by all nations and all continents with the effect of preventing many injuries and deaths world wide as well as reducing insurance premiums by reducing accident rates. An advanced version of this system would involve the mobile phones being built such that they can be disabled by a "command call to disable phone systems" sent by the NRMD. This would allow for a system that included the disabling of all mobile phones that are identified as being inside operating motor vehicles. When the mobile phone is identified to be separated from all operating motor vehicles the NRMD system would send through a "re-enable command" to the mobile phone and all the mobile phone systems would be made functional again. When the mobile phone is "disabled" all functions of the phone would be inaccessible (which would stop people using the phone in any way at all including checking stored SMS messages or photos or emails etc). Throughout the period of time that the mobile phone is in "disable" mode the mobile phone itself would not be turned off. Such a system would be easy enough to engineer in a mobile phone design and if all mobile phones allowed into a nation included such a feature then the national system to stop mobile phone use in vehicles would be optimally effective. 20.GPS SLS Model 12 - A possible alternative to the directly above described approach to preventing a person using their mobile phone while in a road vehicle would be to have the operation of the GPS SLS trigger a mobile phone signal jamming system that works off the 8 points of the rectangle that is the vehicles roll cage/passenger cell. This approach would be a simpler lower cost system to run than the method described immediately above. 21.GPS SLS Model 13 - would have all of the features marked out in GPS SLS Model 3 (+/- GPS SLS Model 4) as well as having the added feature built into the GPS SLS of an accelerator monitoring system that feeds into an accelerator limiter. The same systems that would affect the speed limiting on the vehicle would limit the acceleration rate of the vehicle. Excessive acceleration increases the likelihood of a motor vehicle accident occurring and increases the fuel consumption of the vehicle per unit of distance travelled. Limiting the acceleration available in the vehicles of a nation would result in: 1. A significant reduction in then number and severity of road vehicle accidents in the nation 2. A significant reduction in the vehicle repair cost bill for the nation. (Most of the parts for vehicle repairs are from overseas manufacturers and are excessively expensive which results in significant volumes of dollars going overseas) 3. A significant reduction in the morbidity and mortality on that nations' road system 4. A significant reduction in the TAC costs for road victim compensation, rehabilitation (and ongoing carrying of those who where permanently disabled be road vehicle accidents) 5. A significant reduction in the national road vehicle fuel bill. 6. A significant reduction in the nations' greenhouse gas emissions. All of these affects are important and valuable benefits which would make it, arguably, immoral and grossly negligent of their duties for any federal government of a nation to not legislate a mandated acceleration limiter system into all road vehicles. Acceleration is the rate of change of the speed of an object. To measure the acceleration of an object one needs to take measurements of the vehicles speed at regular intervals and then use that data and the regular time gaps between readings to calculate the acceleration of the vehicle. The mapping of a vehicles instantaneous acceleration rate could be derived from the GPS SLS data on the GPS co-ordinate position of the vehicle taken at regular and frequent intervals. This data would be processed to derive the speed of the vehicle which in turn would be processed to derive the acceleration of the vehicle. The alternate (and simpler) method would be to use speed readings taken from the vehicles speedometer at regular and frequent intervals and have the GPS SLS computer run calculations on this data to derive the acceleration of the vehicle at every given point. When the vehicle reaches the acceleration limit programmed into the GPS SLS the GPS SLS speed limiting system would engage to block the vehicles rate of change of speed from increasing to a higher level. The same button on the steering wheel that engages the "Speed Limiter Override Function" would give an override power on the acceleration limit level - the "Limiter Override" would override both the speed restriction and the acceleration limit in the one action. Again there would be a communication of this override to the NRMD and an appropriate fine and demerit point penalty would be applied to the vehicles driver. The ability to override the accelerator limiter would be for safety reasons - to provide for the relatively rare case in which a vehicle is in a dangerous situation and fast acceleration (rather than brakes +/- steering) would be the best way out of the situation. The acceleration limiter override function would allow the driver to access extra speed to escape the dangerous situation. This Model would also have the feature of "Absolute Limit" settings on the speed the vehicle will be allowed to travel at and the acceleration rate the vehicle will be allowed to move at. The "Absolute Speed Limit" built into the programming of the GPS SLS Model 13 unit would be 30 km/hr above the speed limit of the section of road the vehicle is on. For example if a roads speed limit is 100 km/hr and a driver performs a "Limiter Override" then the vehicle will be able to move to higher speeds up to but not beyond the "Absolute Limit" for that section of road which would be 130 km/hr. This capping of the extra speed provided by a "Limiter Override" would add another level of protection against "insane" driving behaviour (super high levels of speeding) while still making available, to the responsible driver, that little extra speed (above the roads speed limit) in the case that they need it to avoid an impending collision. The "Absolute Limit" for the available acceleration of the vehicle would be the acceleration rate involved in moving from 0 to 100 km/hr in 6.5 seconds. This would result in a vehicle driver being able to perform a "Limiter Override" on the base acceleration limit of the vehicle (9 seconds for 0 -1 OOkm/hr) but only up to the "Absolute Acceleration Limit" (6.5 seconds for 0 to 1 OOkm/hr). This would allow extra acceleration to be available to the responsible driver in the case that it is needed to avoid a collision while preventing super extreme levels of acceleration from occurring on our road system. The GPS Model 13 could have the marketing name of SALS (standing for "Speed Accelerator Limiter System") 22."Train GPS SLS Model" - The GPS SLS Model 13 could also be applied to heavy trains that have sections of curved track that require the train to slow down to a slower speed to make the turn without running the risk/likelihood of derailing. There are such train lines around the world and the GPS SLS Model 14 could be used as a safety system that automatically overrides the train driver in the case that he/she fails to slow the train down to the safe speed for the given corner. The GPS course of every train line would be loaded onto the "Train GPS SLS" units on every train in the nations train fleet. The speed limits for every point of every train line would be loaded into the system and the "Train GPS SLS" would monitor and intervene where necessary to keep all trains below the safe limits applicable for each point of the nations' railway track network. Every intervention that the GPS SLS Model 13 performs would be reported to the National Railway Management Division (via wireless telecommunications technology) and the train driver that failed to drive the train according to the relevant standardised and approved procedure would receive demerit points that would go towards a licence suspension or fines that would be paid out of their before tax earnings. This fining and demerit system and an associated re -training program would make sure that train drivers do not simply rely on the "Train GPS SLS" unit to drive the train safely which would effectively be making the system designed to be a back up - override system no longer a back up system but rather a front line system with no back up system behind that. The Train GPS SLS unit would also be programmed with all the station stops for each train line and used as a back up intervention system to prevent overrunning of station stops or missed stops. The train GPS SLS unit would intervene if the train had not started to slow by certain points on the train line and would effect the slow down of the train to stop precisely at the GPS point of the particular train station. 23.GPS SLS Model 14 - could have the marketing name of SALS+ (standing for "Speed -Accelerator Limiter System plus"). This model would have all of the features marked out in GPS SLS Model 13 (which included everything marked out in GPS SLS Model 3, 2 and 1) as well as the additional following features. GPS SLS Model 14 would have additional features that include a system that delivers: 1. "Good Driver Reminders" delivered to the vehicles driver as audiovisual files and as audio only files. 2. Road Toll statistic updates delivered as audiovisual and audio only files 3. Vehicle maintenance reminders delivered as audiovisual files at the first ignition of the vehicle of the day. 4. Any recall notices or safety issue notices associated with the particular make and model of vehicle that the GPS SLS unit is built into delivered as audiovisual files at the first ignition of the vehicle of the day. 5. Audiovisual educational modules that comprehensively teach all good driving techniques/practices and principles. 6. Audiovisual education modules that comprehensively teach about how motor vehicle systems work - e.g. the engine, the suspension , the brakes, the tyres, the steering, the electronic stability control system, etc and how each systems' performance relates to the vehicles performances in terms of safety and economy. 7. An audiovisual guide manual to the operation of the GPS SLS system and all its integrated systems (and a complete car manual in audiovisual format) The vehicles ignition system would have two positions on the ignition lock: Position 1 - would turn the vehicles' electrics on and with this the "Stationary Vehicle Functions" (SVF's) would be fully accessible and enabled but the vehicles engine would always be turned off while the ignition key is in this position. Position 2 - would start the engine of the vehicle which would block access to functions that would present a risk of distracting the vehicles driver while the vehicle is in motion (which could be a contributing cause to a vehicle collision). I will describe the features of the basic version of the GPS SLS Model 14 (SALS+) and then I will describe the additional features available in the deluxe version of the GPS SLS Model 14 (SALS++). The basic version of the GPS SLS Model 14 (SALS+) will have the following features: > (Only accessible when the ignition key is in position 1 = the vehicles engine is not operating + the vehicle is stationary) The audiovisual guide manual of the GPS SLS unit and all its integrated systems and an audiovisual guide manual to the rest of the vehicle will be accessible to watch on the large LCD screen built into the front dashboard of the vehicle with the audio output being delivered through the vehicles speaker system. > (Only accessible when the ignition key is in position 1 = the vehicles engine is not operating + the vehicle is stationary) The audiovisual education modules mentioned in point 5 and 6 could be watched on the large LCD screen built into the front dashboard of the vehicle with the audio output being delivered through the vehicles speaker system. The teaching modules on driving skills, methods, techniques and principles would allow every vehicle driver to teach themselves how to drive to the highest standard. The vehicle driving training would teach the principles of how to not only drive safely but also how to drive efficiently so as to minimise ones fuel use and greenhouse gas pollution emitted by the vehicle per unit distance travelled. This education module series would also include audiovisual profiles of every classic collision type and the classic driving faults that cause each type of collision. Each collision type will have its own unique ID number and people through revision and study will become familiar with each collision type and be better equipped to avoid the situations and the driver conduct errors that lead to them. Placing the education modules within the vehicle itself and making them always readily accessible will result in many people watching them and becoming better drivers which will ultimately make our roads safer. All of the education modules will be downloadable onto an external hard drive and able to be watched on peoples' personal desk top and lap top computers. Alternatively people will be able to burn copies of these training modules from their stored copy on their external hard drive and will be able to watch them from a DVD copy on their living room TV in greater comfort if they choose. The education modules would be updated automatically in all GPS SLS units in the nation by the NRMD through the wireless communication link that the NRMD has with all GPS SLS units in the nation. The NRMD would spend considerable resources on creating extremely high quality education module sets and add material or upgrade material as the new and better material is created. A co-operative between NRMD centres in different nations could be used to share the work load (and share the product of the work) so as to produce higher quality training programs per unit dollar spent. The other teaching module set would be on how vehicle systems operate so that people could educate themselves on these things and become more deeply grounded in their understanding of the vehicle that they are piloting which will hopefully result in a more intelligent underpinning to their driving that will culminate in a driving attitude and conduct that is more careful with the vehicle they are piloting and more considerate of the safety of others that are exposed to their driving performance (i.e. other road users). (Only accessible when the ignition key is in position 1 = the vehicles engine is not operating + the vehicle is stationary) Inspection of the vehicles service history records (that would be electronically stored in the vehicles' hard drive) and a check of the due point (either by date or kilometres travelled) of the next service. (Only accessible when the ignition key is in position 1 = the vehicles engine is not operating + the vehicle is stationary) Another education file of information delivered by the NRMD to each GPS SLS unit via the wireless link would be a presentation of a sophisticated break down of the nations' road toll statistics (an update would be sent by the NRMD to every GPS SLS unit in the nation via the wireless link to every GPS SLS unit in the nation). The presentation would be an audiovisual presentation that would be viewed on the large inbuilt LCD screen inbuilt into the front dash of the vehicle. The presentation would use visual analytical presentation tools (eg. graphs) to better communicate the statistical data and would use (one for each weekly report) a brief piece of footage of: o Accident wreckages o Post accident investigation animations to detail particular incidents o Pictures of hospitalised victims o Interviews with road victims This would be done in an effort to bring a sense of reality to the weekly report - not just numbers but real dead and damaged peoples whose lives are forever changed by the road accident they have suffered. The weekly report would be multi layered (the top layer being a brief overview and the next layer being more detailed and the layer after that more detailed again etc.). This arrangement allows people to go as deep with the report as they want and have time to do. Amongst the information been given at the deeper levels of the report will be information covering all sophisticated inquiries that people typically have regarding the road toll and the financial and social cost of the road toll to the nation. This feature will allow every driving citizen in the nation to fully inform themselves on matters regarding the road toll and its impacts on society. Possessing a correct and deep understanding of these seriously negative impacts on people and society acts as an "awareness and perspective" foundation that will tend to produce more careful and responsible drivers and hence these up to date briefings fed to every vehicle in the nation would again work to reduce the road toll. (Only accessible when the ignition key is in position 1 = the vehicles engine is not operating + the vehicle is stationary) Using the two inbuilt USB ports the system operator will be able to bring up files onto the large LCD screen - files such as pictures and video and text files. This would be done through an inbuilt computer system and the "Menu -Select" system of the GPS SLS Model 14. The GPS SLS Model 14 (SALS+) would have the extra feature of playing "Good Driver Reminders" every time the vehicle is started. The first reminder of each 24 hour day (given on the first start up of the vehicle in a 24 hour cycle that would be set to run from 5 am to 5 am the next day) would be an audiovisual message. The video would play on the large LCD screen on the front dashboard of the vehicle with the audio being outputted through the vehicles speaker system. The vehicles engine would not be able to be started until this audiovisual message has finished playing. At the end of the audiovisual message the GPS SLS unit will inform the vehicle driver that the vehicles engine is now enables and can be started. The routine people would use is to get into the vehicle and place the ignition key into the key hole and turn it to position one which will trigger the playing of that days audiovisual "Good Driver Reminder" message. The driver would watch and listen to the message (and hopefully use it as a way to put themselves into their calm, serious, responsible and safe driving mindset) and at the end of the message they would be able to start the vehicles engine and head on their journey (hopefully highly focused on their driving task). If the vehicle driver turns the key past point 1 to point 2 the vehicle will not start but will play the audiovisual message and at the end of this the vehicle operator will need to turn the key back to the left and then back to the right which would this time trigger the starting of the engine. This would all be managed by the GPS SLS unit. The GPS SLS unit would receive a regular update of these "Good Driver Reminders" from the NRMD (which will produce them) and the GPS SLS will store them on its hard drive. The GPS SLS computer will record the file numbers played and the date of the playing and will organise all the files it has in such a way that each file will be in the longest loop possible to the point of being replayed. Any "Vehicle Maintenance Reminders" and any Vehicle Recall Announcements" relevant to the particular vehicles make, model, year and month of build will be delivered through the audiovisual communication system of the GPS SLS unit on the first start up of the day. The NRMD database will have next to every unique identity number of each of the nations GPS SLS units the make, model, year and month of build of the vehicle that each given GPS SLS unit is built into and the NRMD and GPS SLS Model 14 units will be the means by which all vehicle recall notices are delivered to vehicle owners of the nation. All subsequent "Good Driver Reminders" in a given 24 hour period will be an audio messages only (unless the vehicle owner changes the default settings through the "Menu - Select" system so that the GPS SLS play files from the audiovisual message bank more frequently - eg. every time the vehicle ignition is turned on). The turning of the ignition key on the subsequent vehicle starts of the day will start the vehicle engine immediately and with this launch an audio only "Good Driver Reminder". The "Good Driver Reminders" will include all manner of good advice including: o Safe driving skills, principles, attitude and philosophy o How to drive economically, o The updated road toll statistics with the plea to drive carefully on this trip so that you do not add to that toll either through harming yourself or others o Vehicle maintenance essentials that relate to the basic running of the vehicle and importantly the safety of the vehicle (oil, water, brakes, suspension, wheel alignment, wheel balance, tyre pressure, tyre quality and tyre tread wearing checks including the inside edges of the tyres that are not visible from the standing position etc.) o People will also be able to record their own audio messages and place them in the reminder message bank to be played in loop. These personal messages will be able to be crafted such that they capture the individual persons most motivating and incisive reflections on why and how a person (they) should drive safely on the road. The purpose of the "Good Driver Reminder" feature is to provide an organised system by which a person can train themselves in a higher quality of driving attitude, philosophy, skills and habits so that they are fundamentally safer and more responsible in the way they drive on the nations' roads. The regular "Good Driver Reminders" will not only act as a training tool but will also as a vigilance tool to work to keep good drivers at their high standard of driving performance for every trip they take. An additional fixed programming of the GPS SLS unit will be the delivery of additional audio "Good Driver Reminders" every half an hour of a vehicles' continuous operation. These "Good Driver Reminders" will work to drag the drivers focus back to the responsibility and importance of driving carefully and to a full attention of the road ahead of them. (The GPS SLS output ALWAYS has priority over anything being played on the vehicles sound system and will interrupt that output to deliver the particular message) A second type of audio reminder will also be in the fixed settings of the GPS SLS unit. This reminder will be in place to combat driver fatigue and harm to the body caused by excessively long sitting without taking a break to interrupt the sitting position. This reminder will suggest to the driver to take a break from driving for road safety purposes and to let their back (and the rest of your body) change position for a little while. This reminder will be announced every 1 hour of continuous vehicle operation. There will be no options in the "Menu - Select" program to turn these features off but there will be options to increase the frequency of either or both of these reminder types. The vehicle operator will be able to (using the menu select functions on the GPS SLS control panel) set up more regular audio "Good Driver Reminders". For example a person might enter settings that result in the GPS SLS delivering an audio "Good Driver Reminder" every 10 minutes of vehicle operation time. The reminders would interrupt the radio/ CD player output in the case that they were running (the GPS SLS output always has priority over and will always override the radio/CD output where ever there is a competition for the audio output space).These reminders would help a driver to keep their thinking on the serious responsibility of piloting the 1.5 tonne high speed mass we call a motor vehicle. This system feature would allow people to train themselves to be more focused on their duty to drive safely and vigilantly. This feature will again work to make our roads safer. The deluxe model of the GPS SLS Model 14 could have the marketing name of SALS++. This unit would have all the features found in the GPS SLS Model 14 (SALS+) version as well as having the following additional features: > A one touch recording of Radio broadcasts (from both AM and FM stations) to the vehicles dedicated hard drive space would be provided through a button on the vehicles steering wheel so that the recordings could be started and stopped while the vehicle is in operation (= the vehicles engine is running +/- the vehicle is in motion). When the vehicle is stationary and the vehicles engine is off and the ignition key is in position 1 the LCD control panel will be enabled to allow the operator to: o Navigate through the files in the dedicated audio entertainment hard drive o Place files in a preferred play order list o Placed files into created categories o Name the files o Edited the files o Delete files o Copy files to an external hard drive via the USB port built into the GPS SLS control panel console. When the ignition key is in position 1 the LCD Menu - Select options will also allow for the setting of timer recordings of favourite shows through a supplied (by the NRMD for free) 7 day EPG (Electronic Program Guide) that would allow the operator to simply move to the relevant day, station and time spot on the EPG and press the "Timer Record" function to lodge the command with the system to record the given show. Regular weekly recordings can be set up so that people can record their favourite shows without having to re-enter the timer record commands every week. This additional function will allow a vehicle owner to record their favourite radio shows onto the dedicated hard drive space in the GPS SLS unit and listen to the recordings of the shows when they are in transit in their vehicle. This allows people to listen to their favourite shows rather than "what ever is on the radio at the time that they are in their vehicle". Hopefully people will be using this function to record and listen to intelligence shows (science and knowledge based shows) so the people can be learning things of value while they are travelling in their motor vehicles. (Only accessible when the ignition key is in position 1 = the vehicles engine is not operating + the vehicle is stationary) A DVD player which would display its video output on the large LCD screen on the front dashboard of the vehicle and output its audio output through the vehicles speaker systems. (Only accessible when the ignition key is in position 1 = the vehicles engine is not operating + the vehicle is stationary) "Free to air" digital TV stations delivered through an integrated set top box and a strong performing long range aerial on the vehicle. (The video output would be displayed on the large LCD screen and the audio output would be delivered through the vehicles speaker systems). The deluxe GPS SLS Model 14 (SALS ++) would have a separate and additional wireless communication system (inbuilt mobile phone) which would have the vehicles high powered antenna as its antenna making for superior reception quality (making it particularly useful in rural and regional areas of the nation). This hardware system features would be the foundation for the following additional functions. (Only accessible when the ignition key is in position 1 = the vehicles engine is not operating + the vehicle is stationary) The extra inbuilt mobile phone system would be used to make and receive voice calls wirelessly ONLY when the vehicles engine is turned off and the vehicles electrics are turned on. Emails could be written and sent via this system ONLY while the vehicles engine is turned off and the vehicles electrics are turned on. When the vehicles engine is running the voice calls would o through to an inbuilt answering machine unit that would record a message from the caller and list it on the vehicles internal message bank (which stores both voicemail and email messages). Likewise any emails sent to the vehicles inbuilt wireless phone while the vehicle has its engine running would go straight through to the vehicles message bank system. The driver will receive no notice that a message has arrived in their inbox while the vehicles engine is running but as soon as the vehicles engine is turned off at the end of the journey and new messages (and any unread older messages) will be announced automatically by the GPS SLS computer system. The driver can then o to the relevant Menu - Select options on the vehicles front dash LCD screen and navigate to the vehicles inbuilt message bank and listen to their voice mail messages and ring callers back if they want and talk to them through the vehicles inbuilt wireless phone system. And likewise the individual can read their emails and write emails and send them via the vehicles wireless phone system. This system is built in such a way that it is impossible to make or receive live voice calls or write/read emails while the vehicles engine is running. Only when the vehicles engine is turned off and the vehicles wheels are stationary is access to the voicemail and email messages bank available and the ability to make and receive live voice calls and write and send emails enabled. This inbuilt system gives the vehicle driver the conveniences that they seek while not in anyway compromising the safety of the vehicles design and operability. In the deluxe model of the GPS SLS Model 14 (SALS++) the control panel built into the front dashboard of the vehicle would have 4 USB ports one of which could be used to plug in a wireless transmitter for a wireless keyboard. When the vehicle is stationary and the vehicles engine is turned off the keyboard could be placed on the vehicle owners lap and they could type up emails and send them via the wireless communication system inbuilt into the GPS SLS unit. The other use of this keyboard would be to type notes to one self for future reference - file types will be available in the systems programming for this very purpose. These systems in the deluxe model (SALS++) would allow people to have more functionality in their vehicle without compromising the safety of the vehicles design in anyway. Note: "Video calling" could also be provided through this same system as an optional extra. (Only accessible when the ignition key is in position 1 = the vehicles engine is not operating + the vehicle is stationary) A Business appointment organiser would also be included in the programs placed on the GPS SLS computer system hard drive. This would be particularly useful and popular with business fleet vehicles and company representatives spending their days out on the road. The head office could download the days/ weeks appointments through the wireless communication system and the company representative would have it all up on his in-vehicle large LCD screen allowing him/her to efficiently run their work day. The GPS SLS Model 14 (SALS+) is the model that should, in my opinion, be the production model placed in all vehicles in the future. Such a model would make the nations' road systems significantly safer by limiting both the speed and acceleration of vehicles with the added safety features of the supply of regular "Good Driver Reminders" to keep the driver fresh on the principles and practices of good driving methods. The features outlined in the description of the deluxe version of the GPS SLS Model 14 (SALS++) would be some of the optional extras that companies could offer customers on the GPS SLS Model 14 unit. These additional features would provide a higher level of functionality in a persons' vehicle without compromising the safety of the vehicle in anyway. SUMMARY COMMENTS The GPS SLS Model 14 (SALS+) could be legislated by a nations' federal government to be the minimum standard on all vehicles sold into a nations market. The nations' federal government would provide the official road map with speed limits for every point as described in point 1 above. Regular upgrades could be sent (via wireless telecommunication) to all GPS SLS units in the nation on a monthly, weekly or daily basis or alternatively these upgrades could be sent on every occasion a change is made to the official map. This official map would be the measure of every citizen's liability in terms of speed limits. This would create clarity on the matter on both sides (on the claimants' side and on the defendants' side) in every case of a claim of an incident of a breach of a speed limit or acceleration limit of the nations' road system. The mandating of the GPS SLS Model 14 (SALS+) into all road vehicles would create a national road vehicle fleet in which all vehicles included inbuilt technology that would prevent them from exceeding the road systems speed limits (and acceleration limit) at every point of the vehicles movement (unless the driver of the vehicle deliberately choose to exceed the relevant speed limit (+/- the acceleration limit) by executing a Speed - Acceleration "Limiter Override" (which they would be fully held fully accountable for in terms of being fined and incurring demerit points and accumulating points towards disciplinary actions/ compulsory retraining attendance obligations and/or having their licence suspended or cancelled) There is a strong relationship between the driving behaviour that involves excessive speed and acceleration and the rate of incidents of motor vehicle accidents (and the morbidity and mortality rates on a road system that go with it). Added to this is the strong relationship between excessive speed and acceleration and increased fuel consumption per kilometre of travel of a vehicle. Both of these relationships are well known and well understood and can be verified through statistics, scientific experiments and common sense reasoning. The right and proper thing for any government of any nation to do, in light of these facts, is to legislate to have all road vehicles include both a speed limiting and an accelerator limiting system in their operating systems. The GPS SLS Model 14 (SALS+) delivers the speed and accelerator limiting of vehicles as is argued is required in all road vehicles and is therefore a good option for being mandated by all national governments of the world as being compulsory in all new vehicles sold into their national market (+/- retrofitted to the existing vehicle fleet of the nation).