||NAAACCC '02/'01 Reports
||NAAACCC '05/'06 Reports
||NAAACCC '07 Reports
November 2007-11-07Update # 68
National Association of Antique Automobile Clubs of Canada Corp. (NAAACCC)
Ladies and Gentlemen ---------this is very important and will be on the NAAACCC agenda in Toronto on the 23 rd of this month.
This review on existing legislation could affect the entire collector car hobby in Canada. Both Modified as well as Stock collector cars are targeted by this overview (not just RHD vehicles)---please read it carefully and note the red and blue highlighted areas that are of major concern to the NAAACCC.
Considerations Prompting the Review of the Age Threshold for Exclusion from CMVSS
The Provincial and Territorial authorities requested, via the Canadian Council of Motor Transport Administrators (CCMTA) that Transport Canada review the age limit exclusion for the prescribed classes of vehicles that can be imported without needing to comply with Canada Motor Vehicle Safety Standards (CMVSS). Given the substantial recent increase in the importation of vehicles over 15 years old, the provincial and territorial authorities have been seeing more of these imported older vehicles being used on their roads. The authorities are questioning whether the safety of the travelling public is being compromised as these vehicles are excluded from having to comply with the CMVSS. Since the year 2000, the number of vehicles over 15 years old imported into Canada has increased significantly, with annual levels of 16,000 to 17,000 vehicles. The cumulative total at the end of 2006 stood at over 73,000 vehicles. Transport Canada initiated a statistical analysis to ascertain the number and type of vehicles in that age group that are being imported, as well as their representation in collisions and other types of road safety issues. A research paper completed by Transport Canada entitled "Study on the Effect of Vehicle Age and the Importation of Vehicles 15 Years and Older on the Number of Fatalities, Serious Injuries and Collisions in Canada" was presented at the Canadian Multidisciplinary Road Safety Conference XVI in June 2006. Proceedings are available through the Canadian Association of Road Safety Professionals at http://www.carsp.ca/cmrsc_old.htm.
Safety Standards: Ensuring the Safety of Canadians
Canadian and U.S. safety regimes are among the most stringent in the world and have resulted in significant safety gains (reduced casualties) since the Motor Vehicle Safety Act (MVSA) enactment in 1971. The CMVSS address three major aspects in vehicle safety, namely “crash avoidance”, “crash worthiness” and “occupant protection”. Each of these involves performance-based standards that can be verified only through dynamic and usually destructive testing. Compliance with these performance-based safety standards cannot be determined, for example, through a provincial mechanical fitness inspection, which is used to determine that the vehicle is mechanically sound. These safety performance requirements have to be engineered at the design stage and manufactured into the vehicle at the time of assembly. By and large, the standards cannot be met via retrofitting a vehicle using after-market or salvaged parts. The Canadian safety standards include features such as fuel system integrity, side impact protection, frontal impact occupant protection, and child seat safety requirements, which are unmatched anywhere in the world. For example, the Canadian test speed for rear impact fuel system integrity was recently increased from 50 km/h to 80 km/h. In Europe this requirement is just over 30 km/h.
Not only are Canadian and U.S. regulations considered the most stringent in the world, they are significantly different from those of other countries. For example, Canadian child restraints would not necessarily function properly if installed in an older, imported vehicle that was not built to meet the CMVSS. The child seat anchorages in Canadian certified vehicles must be able to withstand significantly higher forces than those from other countries. This allows Canadian child seats to secure older, heavier children. Using a child seat for larger children, connected to the anchorages of a vehicle constructed to another country's requirements, could increase the risk of a failure of the anchorages during a collision. This could result in the child being ejected from the vehicle.
Right Hand Drive (RHD) Vehiclesnote this is only one area of concern re this examination of importing 15 year old or older vehicles
There has been a noted increase in vehicles being imported from foreign countries which have the steering wheel located on the opposite side of the car (RHD vehicles). These vehicles are now being imported into Canada and British Columbia alone has reported in the order of 200 such vehicle imports/month. Due to concerns associated with these vehicles, BC has prepared a study entitled “THE SAFETY OF RIGHT-HAND-DRIVE VEHICLES IN BRITISH COLUMBIA”, indicating that RHD vehicles had a greater than 40% increased risk of crashing over that of similar LHD vehicles. The study is available through ICBC’s website at http://www.icbc.com/.
Due to reduced visibility, both while passing and turning left at intersections, some caution is advisable when considering the purchase of a RHD vehicle for personal use. It is also advised to research potential challenges associated with the maintenance needs and the availability of parts and service for such vehicles, before purchasing.
It should be noted that the Provinces/Territories have the authority to establish their respective registration (plating) requirements for these vehicles, consistent with the level of risk they may pose to the travelling public.
The Department notes significant differences between Canadian motor vehicle safety standards and those of other countries. Transport Canada is continuing to monitor the level of risk posed by vehicles 15 years and older, including right hand drive vehicles, as well as the benefits of amending the current regulations. This will be an on-going effort since the importation environment is dynamic and changing, with diverse stakeholders expressing their views to the Department on a continual basis. The department will therefore monitor the issue until such time that it is satisfied that the level of risk is acceptable and stable or that regulatory change should be proposed.
Comments on the Review of this Importation Rule
Comments regarding the Department's review of the 15-year exclusion threshold may be addressed to 15YearRule@tc.gc.ca. You may also use the electronic form to submit your comments. Please note that direct replies will not be provided; however, all comments will be reviewed and given due consideration.
Public consultation sessions are not contemplated at the current time. Should the Department decide to pursue a regulatory amendment proposal, consultations with stakeholders would take place before any amendment is formally proposed and registration details would be available through this website.
In addition to consultation sessions, stakeholders would also have the opportunity to comment formally on any proposed amendment to the rule subsequently published in the Canada Gazette Part I. At that time, all interested parties would have 75 days to submit their comments. Information on how to submit comments would be published together with the proposal and will be available on the Canada Gazette website http://www.canadagazette.gc.ca.
The department shares environmental concerns with other Federal Government departments and third parties, and suggests the need for caution when comparing emissions of older vehicles to newer ones. Small engine size does not automatically equate with small quantities of criteria air pollutants being emitted per specific distance (i.e. grams/km) and testing is required before conclusions can be drawn. Transport Canada does not regulate either criteria pollutants or greenhouse gas emissions, and further clarifications may be obtained from Environment Canada and Natural Resources Canada. They can be reached through their websites at the following addresses: www.ec.gc.ca and www.oee.nrcan.gc.ca.
BACKGROUND: History of the 15-Year Importation Exclusion
The Motor Vehicle Safety Act
In 1971, Parliament enacted the MVSA to enable the Governor in Council to make regulations to promote the safety of the travelling public. The mandate of the MVSA is to regulate the manufacture and importation of vehicles and vehicle equipment to reduce the risk of death, injury and damage to property and the environment.
The MVSA applies to all vehicles of certain prescribed classes imported into Canada or manufactured in Canada and shipped across provincial boundaries. The MVSA requires that the vehicles must comply with applicable CMVSS, and be certified by the original manufacturer for conformity with applicable CMVSS that were in effect at the time of the vehicle’s main assembly. Section 4 of the Motor Vehicle Safety Regulations (MVSR) prescribes the classes of vehicles that are covered under these regulations.
The Act and the Importation of Used Vehicles
The Department of Finance regulations prohibit the importation of used vehicles less than 15 years old from all countries. Since the MVSA came into effect on January 1, 1971, vehicles 15 years old in 1986 were then still subject to the MVSA and could not enter Canada unless the vehicles were fully compliant with CMVSS. The analysis done at that time indicated that few vehicles over 15 years were being imported, most of them generally being collector’s items originating from the U.S. Their impact on road safety in Canada was deemed negligible since Canadian and U.S. motor vehicle safety standards were comparable. Section 4 of the MVSR was therefore amended in 1986 to exclude, from the prescribed classes of vehicles, those vehicles manufactured 15 years or more before the date of their importation, except for buses. Buses were not included in this amendment, because of their nature as public transportation vehicles. The 1986 amendment to the MVSR made it consistent with the Department of Finance’s regulation.
With the advent of the Free Trade Agreement with the U.S., the Department of Finance regulations prohibiting the importation of used vehicles less than 15 years old were gradually removed for vehicles purchased in the U.S. The Department of Finance prohibition on the importation of used vehicles less than 15 years old from countries other than the U.S. is still in existence. The MVSA was also amended and on April 12, 1995, under the Registrar of Imported Vehicles (RIV) program, vehicles less than 15 years old that were originally manufactured for the U.S. market were allowed to be imported. This change to the MVSA allows Canadians the opportunity to import a number of models of vehicles that would otherwise be denied entry into Canada, provided they are modified to comply with CMVSS prior to being presented to provincial or territorial authorities for licensing in Canada. The objective of this program is to protect Canadian road users by ensuring that vehicles imported from the U.S. provide a comparable level of safety to similar Canadian-specification vehicles. Any proposed amendment to the age exclusion would not change this aspect.
Note: This Link will show the entire Page with the links
National Association of Antique Automobile Clubs of Canada Corporation
What is the NAAACCC doing for YOU Now?
Update # 66 October 2007
- April 2007: The NAAACCC met with the Federal Minister of Environments Parliamentary Secretary, MP Mark Warawa in April 2007. We submitted a formal brief requesting that collector vehicles be exempted from further proposed emission legislation Canada-wide. A complete statistical analysis and comprehensive set of vehicle usage figures were presented pointing out that collector vehicles are driven less than 500 miles per year on average. It was also pointed out that modified vehicles usually surpass the required Government emission standards. This submission left no doubt that Collector Cars, Modified Vehicles, and Hot Rods are not the gross polluters as some would suggest.
- The NAAACCC is monitoring, Bill C32Kyoto Accord, weekly through Hansard. This takes several hours per week.
- We are opposing proposed legislation to restrict automotive paint sales to the automotive hobbyist and general public. We are developing a program to educate and inform the consumer about the personal and environmental risks of automotive paint products and other restoration materials to insure that these products are used in a safe and environmentally responsible way.
- In April 2007 we submitted a formal request to the Federal Government. We are opposing prohibitive right hand drive legislation and have made recommendations to continue to allow the importation of right drive vehicles.
(Collector vehicles 20 years old and older)
- We continue to have a very positive working relationship with Government Officials in the Province of Ontario .
- We are sitting on a variety of Provincial committees across Canada to help shape proposed vehicle legislation and emission requirements. i.e. AirCare and the Department of Motor Vehicles (ICBC) in British Columbia . ICBC is now chairing the BC Collector Car Club Council. Nigel Matthews , ICBC Manager of Special Licensing, is the chairperson. The NAAACCC sits on the board of directors.
- We continue to support SEMA, the National Motorists Association and FIVA.
- We are currently in discussions with the Federal Government to have collector motorcycles and collector cars made exempt from emission testing Canada-wide. In September of 2004 the NAAACCC submitted a reply to the On-Road Vehicle and Engine Emission Regulations Updating Canada’s Motorcycle Emission Standards to Align with the New U.S. Rules Regulatory Development Division Transportation Systems Branch, Environment Canada. We are monitoring the ‘NEW’ Federal news release of October 3, 2006 requesting new motorcycle emission regulations by 2010.
- We have given direction to many clubs in every Province in Canada as to how to form the necessary NAAACCC emission committees in their respective Provinces.
- We have established a comprehensive ‘Club liability’ insurance program Canada-wide. Both non registered and registered car clubs are eligible for this program. All club activities, executives and club members are covered for liability. Inquire @ www.naaaccc.ca
Please note: It took two years to develop this program Pat Anderson Insurance Group is handling the policy. Lloyds of London is the major carrier.
- This program has been a significant success across Canada .
- We have completely revised our Vehicle Judging Guidelines3rd revision, 2007
- We are establishing a set of guidelines for collector vehicle appraisals and appraisers Canada-wide. Gord on Forman, MB is the committee chair.
- We are expanding our safety vehicle guidelines for 2007 and 2008
Chair, Bob Chambers, BC
| July 2007
Please Note There are two updates for July . Scroll down to see the second one.
Link to Revised
National Association of Antique Automobile Clubs of Canada Corporation
July 23, 2007 update # 66
The NAAACCC is providing input to the Federal Government regarding these proposals.
The Government wants to ban many current automotive paints and finishes.
This is a serious concern for all collector vehicle enthusiasts.
some of the proposals include prohibiting the sale or purchase of auto body supplies by anyone other than an accredited body shop. You, the hobbyist, will not be able to purchase autobody paint across the counter.
the complete banning of any paint that does not meet Federal Government proposed specifications
Please refer to the Government write up on their web site dealing with this topics
The message is ready to be sent with the following file or link attachments: please copy and paste this link to read the Federal Government information
Shortcut to: http://www.ec.gc.ca/nopp/voc/en/secAR.cfm#p3
NAAACCC update # 65 July 1, 2007
SEMA Replica Vehicle Bill Signed Into Law in Nevada,
Car hobbyists scored another major victory when a version of SEMA-model legislation to create a statutory titling and registration class for replica vehicles was passed by the Nevada State Legislature and signed into law by Governor Jim Gibbons. Under the law, replicas are defined as vehicles manufactured after 1968 to resemble vehicles manufactured before 1968. In addition, replicas will be exempted from all emissions-inspection requirements applicable to other vehicles in the state. Registration as a replica vehicle will be open to 100 such vehicles each year and use will be limited to occasional transportation and other hobby-related activities. Titles for these vehicles will list both the year of assembly and the model year that the body of the vehicle replicates. The law becomes effective July 1, 2007.
The new law, which gained the bipartisan support of the Nevada Legislature, is the product of consultation between SEMA, independent lobbying groups, Nevada businesses and hobbyist organizations. The measure was introduced by Nevada Assemblyman Kelvin Atkinson and co-sponsored by members of the State Automotive Enthusiast Leadership Caucus, Assembly members Mark Manendo, David Parks, Moises “Mo” Denis, Ellen Marie Koivisto and John Oceguera.
“We are extremely gratified that Nevada will join the growing list of states that recognize replicas as distinct classes of vehicles,” said SEMA Vice President of Government Affairs Steve McDonald. “We are especially indebted to state lawmakers for their continued efforts in coordinating the support of enthusiasts, lawmakers and state and local vehicle administrators.”
The new law recognizes the unique nature of these vehicles as hobbyist cars that are generally only used for occasional transportation, exhibitions, club activities, parades and tours. For many vehicle enthusiasts in Nevada and throughout America, building, maintaining and enjoying their vehicles is a favorite pastime. This law represents an opportunity to acknowledge their commitment to the hobby and to protect it for future generations. These vehicles are the same crowd pleasers that participate in exhibitions and as parade vehicles, and whose owners regularly contribute to charities and civic events.
Nevada joins Arkansas and Virginia as states that have enacted similar laws in 2007. Colorado, Hawaii, Illinois, Maine, Missouri, Montana, Rhode Island and Washington State enacted these laws in previous legislative sessions. SAN efforts are ongoing this year to work with the state legislatures in Florida, New York and Massachusetts on this initiative and to add states to that list in the coming legislative sessions.
Read below about the affects of New Energy Saving Oil can have on your Prize Auto !
Oil Is Killing Our Cars by: Keith Ansell,
Foreign Parts Positively, Inc.
Provided courtesy of the NAAACCC, June 15, 2007
Update # 65
Oil is Killing our Cars
Keith Ansell, President
Foreign Parts Positively, Inc.
Oil is Killing our cars Part I
About a year ago I read about the reduction of zinc dithiophosphate (ZDDP) in the oils supplied with API approval that could affect sliding and high pressure (EP) friction in our cars. The reduction of these chemicals in supplied oil was based on the fact that zinc, manganese and/or phosphates reduce the effectiveness and eventually damage catalytic converters and introduce minute amounts of pollutants into our atmosphere.
A month or so ago I had a member of the Columbia Gorge MG Club bring a totally failed camshaft and lifters back to me that had only 900 miles on them!! I immediately contacted the camshaft re-grinder and asked how this could happen. They were well aware of this problem as they were starting to have many failures of this type. In the past, the lack of a molybdenum disulfide camshaft assembly lubricant, at assembly, was about the only thing that could create this type of problem. My customer has assembled many engines and had lubricated the camshaft properly and followed correct break in procedures.
This got me on the phone to Delta Camshaft, one of our major suppliers. Then the bad news came out: It’s today’s “modern” API (American Petroleum Industry) approved oils that are killing our engines.
Next call: To another major camshaft supplier, both stock and performance (Crane). They now have an additive for whatever oil you are using during break-in so that the camshaft and lifters won’t fail in an unreasonably short period of time. They also suggest using a diesel rated oil on flat tappet engines.
Next call: To a racing oil manufacturer that we use for the race cars (Redline). Their response: “We are well aware of the problem and we still use the correct amounts of those additives in our products”. They continued to tell me they are not producing API approved oils so they don’t have to test and comply. Their oils were NOT the “new, improved and approved” ones that destroy flat tappet engines! “We just build the best lubricants possible”. Sounds stupid, doesn’t it, New-Approved but inferior products, but it seems to be true for our cars.
To top this off: Our representative from a major supplier of performance and street engine parts (EPWI) stopped by to “warn us” of the problem of the NEW oils on flat tappet engines. This was a call that the representative was making only because of this problem to warn their engine builders! “The reduction of the zinc, manganese and phosphates are causing very early destruction of cams and followers”. They are recommending that, for now at least, there must be a proper oil additive put in the first oil used on new engines, beyond the liberal use of molydisulfide assembly lube. They have been told that the first oil is the time the additives are needed but remain skeptical that the first change is all that is necessary. Their statement: Use diesel rated oils such as Delo or Rotella that are usually available at auto stores and gas stations.
This problem is BIG! American Engine Rebuilder's Association (AERA) Bulletin #TB2333 directly addresses this problem. I had a short discussion with their engineer and he agreed with all that I had been finding.
Next phone call was to a retired engineer from Clevite, a major bearing and component manufacturer. First surprise was that he restored older British Motor bikes. The second surprise was that he was “VERY” aware of this problem because many of the old bikes had rectangular tappets that couldn’t rotate and are having a very large problem with the new oils. He has written an article for the British Bike community that verify all the “bad news” we have been finding.
Comp Cams put out “#225 Tech Bulletin: Flat Tappet Camshafts”. They have both an assembly lube and an oil additive. The telling sentence in the bulletin was “While this additive was originally developed specifically for break-in protection, subsequent testing has proven the durability benefits of its long term use. This special blend of additives promotes proper break-in and protects against premature cam and lifter failure by replacing some of the beneficial ingredients that the oil companies have been required to remove from the off theshelf oil”.
Next question: Now what do we do?
From the camshaft re-grinders (DeltaCam): “Use oils rated for diesel use”, Delo (Standard Oil product) was named. About the same price as other quality petroleum based oils. They are not API formulated and have the zinc dithiophosphate we need in weights we are familiar with. From the camshaft manufacturer (Crane): “use our additive” for at least the first 500 miles.
From General Motors (Chevrolet): add EOS, their oil fortifier, to your oil, it’s only about $12.00 for each oil change for an 8 ounce can (This problem seems to be something GM has known about for some time!).
From Redline Oil: Use our street formulated synthetics. They have what we need!
From our major oil distributor: Distributing Castro, Redline, Valvoline and Industrial oils: “After over a week of contacts we have verified that the major oil companies are aware of the problem”. “The representatives of the oil companies today are only aware of marketing programs and have no knowledge of formulation”. The only major oil companies they were aware of for doing anything to address this are Valvoline that is offering an “Off Road 20W-50” and Redline.
From Castrol: We are beginning to see a pattern emerging on older cars. It may be advantageous to use a non-approved lubricant, such as oils that are Diesel rated, 4 Cycle Motorcycle oils and other specified diesel oils.
Last question: So what are we at Foreign Parts Positively going to do? After much research we are switching to Redline Street rated oils and stocking the Castrol products that are diesel rated. Castrol, owned by British Petroleum, is now just a brand name. This is a difficult decision as we have been a dealer and great believer in all Castrol Products for over 40 years. We have been using Castrol Syntech oil in new engines for about 3 years so the cost difference in changing to Redline is minimal. The actual cost in operation is also less as the additive package in Redline makes a 1-year or up to 18,000 mile change recommended! Yes, it is a long change interval but with lowered sulfur levels and the elimination of lead and many other chemicals in the fuels there are less contaminants in our oil from the fuel, which is the major contributor to oil degradation. We will continue to offer the Castrol products but will now only stock the suggested diesel oils that they produce.
Too many things are starting to show up on this subject and it has cost us money and time. Be aware that “New and Improved”, or even products we have been using for many years, are destroying our cars as it isn’t the same stuff we were getting even a year ago.
For the cars that use “engine oil” in their gearboxes this may even pose a problem as these additives that have been removed could be very critical in gear wear. We will be using oil specifically formulated for Manual Gearboxes with Brass Synchronizers. The only oils we are aware of that fit the criteria are from General Motors and Redline.
If you have any additional input let us know. We need to let every flat tappet engine owner, i.e.: every British Car owner know that things are changing and we MUST meet the challenge.
Oil is Killing our cars Part II
Last month’s report on this subject is turning out to be just the tip of the iceberg! Many publications have had this subject of zinc-dialkyl- dithiophosphate (ZDDP) covered in varying depths over the last few months. Some publications have even had conflicting stories when you compare one month’s article with their next month’s article! They are all ending up supporting our report.
I have had the good fortune to have the ear of quite a few leaders in the industry including some wonderful input from Castrol. We have been very reluctant to “dump” Castrol, as it has been such a great supporter of our cars and industry over the years. Castrol hasn’t really abandoned our cars, just shifted to a more mass marketing mode. Many Castrol products are not appropriate for our cars today, some still are.
Now for the latest report:
#1 Castrol GTX 20W-50 is still good for our cars after break-in! 10W-40, 10W-30 and other grades are NOT good. Absolute NOT GOOD for any oil (Any Brand) that is marked “Energy Conserving” in the API “Donut” on the bottle, these oils are so low with ZDDP or other additives that they will destroy our cams. Virtually all “Diesel” rated oils are acceptable.
#2 Castrol HD 30 is a very good oil for break-in of new motors. This oil has one of the largest concentrations of ZDDP and Moly to conserve our cams and tappets.
#3 Only an unusual Castrol Syntec 20W-50 approaches the levels of protection we need when we look to the better synthetic lubricants. We are attempting to get this oil but will be using Redline 10W-40 or 10W-30 as these are lighter weights for better performance, flow volume, less drag and has the additive package we need.
#4 The trend today is to lighter weight oils to decrease drag, which increases mileage. Most of these seem to be the “Energy Conservation” oils that we cannot use.
#5 Redline oil and others are suggesting a 3,000-mile break-in for new engines! Proper seating of rings, with today’s lubricants is taking that long to properly seal. Shifting to synthetics before that time will just burn a lot of oil and not run as well as hoped.
#6 The “Energy Conservation“ trend was first lead by automakers to increase mileage numbers and secondly because the ZDDP and other chemicals degrade the catalytic converter after extended miles, increasing pollution. We don’t have catalytic converters and the mileage gains are not that significant for most of us.
For you science buffs: ZDDP is a single polar molecule that is attracted to Iron based metals. The one polar end tends to “Stand” the molecule up on the metal surface that it is bonded to by heat and friction. This forms a sacrificial layer to protect the base metal of the cam and tappet from contacting each other. Only at very high pressures on a flat tappet cam is this necessary because the oil is squeezed/wiped from the surface. This high pressure is also present on the gudgeon pin (wrist pin) in diesel engines, therefore the need for ZDDP in diesel engines.
Second part of the equation is Molybdenum disulfide (Moly). The moly bonds to the zinc adding an additional, very slippery, sacrificial layer to the metal. I found out that too much of the moly will create problems; lack of this material reduces the effectiveness of the ZDDP. The percentage, by weight is from .01 to .02%, not much, but necessary.
Latest conclusions: Running our older, broken in engines on Castrol 20W-50 GTX is ok. Break in a new engine for 3,000 miles on HD 30 Castrol.
New engines (after break-in) and fairly low mileage engines will do best with the Redline 10W- 40 or 10W-30 synthetic.
FUEL Legislation-- NAAACCC #62 Update,
April 1, 2007 ( Revised )
Corn in da House!
As ethanol use becomes more widespread, old-car enthusiasts will have to modify their cars to protect against the fuel's corrosive qualities.
The NAAACC thanks David B. Traver for providing us with this information.
Many old-car owners are getting worried about the effects of ethanol on their gaskets, hoses, seals and lines as they weren't designed to be exposed to anything other than gasoline, and some materials, at least, can be weakened by it.
US Federal legislation is on the way that will mandate the presence of ethanol in all gasoline. An amendment to the Clean Air Act, H.R.349 or the “10 by 10 Act,” will require that “After December 31, 2009, it shall be unlawful for any person to sell or offer for sale, supply, or offer for supply, dispense, transport, or introduce into commerce, for use in any motor vehicle (as defined in section 216(2)) any gasoline containing less than 10 percent renewable fuel by volume.”
Rep. Rep John Kline of the Minnesota 2nd introduced H.R.349 in January, and it’s under consideration by the House Committee on Energy and Commerce. Thankfully, Rep. Kline had us in mind when he wrote the bill: “Such rules shall also provide an exemption from the requirements of this subsection in the case of gasoline for use in collector motor vehicles.” That doesn't mean it will be easy to find, but it's a start. We foresee a time when major clubs will have to arrange for their own gas supplies.
- By David B. Traver Adolphus
The NAAACCC suggests that you will need to insure that when you re-build or re-condition your fuel tanks that they are prepped with an alcohol resistant coating. Bill Hirsch Auto sells the right product for $25.00 per quart or $75.00 per gallon.
The 3 M product EC 776 tank sloshing material should not be used.
The NAAACCC is monitoring this movement in CanadaApril 1, 2007
NAAACCC Director update #64 April 27, 2007
NAAACC Directors please refer to the box below
California Legislative Lowdown
The SAN members in the Golden State are again engaged in a very active legislative session with numerous proposals being considered by the California Legislature. Among them are changes to the state’s emissions-testing program, surcharges on “gas guzzlers,” and year of manufacturer license plates for historic vehicles.
One of the more harmful proposals would require annual smog-check inspections for vehicles 15 years old and older. Under this bill, pre-’76 vehicles would continue to be exempt from smog checks. However, vehicles 15 years old and olderpresently ’76’92would move from a biennial test to annual tests with the clear intent of moving them into the scrappage program.
On a more positive note, the SAN is working with the California Attorney General’s office and the Department of Motor Vehicles in support of legislation that seeks a reasonable solution to California ’s vehicle registration and titling process so that motor vehicles (including hobby cars) can become properly registered in the state. In the past, California ’s complex vehicle registration laws have created confusion among state hobbyists and those charged with applying these laws at the ground level. The result has been that certain hobbyist vehicles may be erroneously titled or registered.
The bill provides amnesty from prosecution to those who, within a reasonable period of time, voluntarily retitle their vehicles and pay appropriate fees and penalties.
NAAACCC Directors please read between the lines and make the appropriate recommendations in your own provinces. You now need to contact your respective ‘Provincial’ politicians by mail and email and let them know who you arewho we are--- and make recommendations that call for emission exemptions for collector vehicles. The rational is that our vehicles, according to our 2003 national survey, are driven less than 500 miles per year on average. BC has a very good model.
Please refer to information found on this site http://www.icbc.com/
Crush dirty old cars, Ottawa urged
TORONTO (CP) - If Canadians are serious about reducing climate-change pollution, they should drive newer cars - and be prodded by the government to scrap their clunkers - says the country's best-known auto industry analyst.
"Replacing old vehicles with new vehicles should be the single most important agenda item for any policy maker hoping to positively impact the environment," declares Dennis DesRosiers, head of DesRosiers Automotive Consultants.
"Older vehicles are, by a large margin, the least fuel-efficient and highest-polluting road users," DesRosiers said in a commentary, noting that 53 per cent of Canada 's passenger cars and 64 per cent of its light trucks currently survive 15 years of active ownership.
"The sooner they disappear, the sooner some of our environmental targets will be met."
In place of Canada 's "piecemeal emissions programs," he cites Japan as a model, with its punitive taxes on vehicles Canadians would regard as barely used - with as little as 60,000 kilometers on the odometer.
"Japanese driving dynamics are very different from our own, so a 60,000-kilometre limit would be ludicrous, but suppose the bar were set around 180,000 to 200,000 kilometers," DesRosiers writes.
"A large portion of the country's out-of-tune engines would be removed from service, the new-vehicle market would receive a boost, and the used-vehicle market would still have enough headroom to operate with a degree of health."
The main result: "The vast majority of daily commuters would be forced into making ecologically sound transportation choices."
News from © The Canadian Press
The NAAACCC is watching this everyday www.naaaccc.ca
Collector Vehicles in BC
Collector vehicles | Collector plate Q&As | B.C. collector car clubs | Show off your classic! | Download classic car photos
Collector plateCollector plates are special licence plates that show your vehicle is a real classic-while letting you save money on insurance too.
With collector plates and insurance, you can take your collector vehicle out for pleasure drives and go to car club events. However, strict driving restrictions apply.
You can get collector plates for qualifying:
vans and light trucks
Does my vehicle qualify?
To qualify for collector plates, your vehicle must be:
At least 25 years old, or
15 24 years old and a limited-production vehicle; that is, 1,500 or fewer of that model were produced by the manufacturer worldwide for that model year, or
At least 15 years old and the manufacturer has made no vehicles of any kind for at least five years.
Your vehicle must also be:
In exceedingly good condition.
Maintained or restored to a condition that ICBC considers to be of collectible value.
Note: It is important that your vehicle's components and condition be consistent with the manufacturer's original specifications. However, ICBC may allow some exceptions. Examples include safety improvements and adding after-market parts of the same era as the vehicle.
See list of approved accessories and parts for collector vehicles
For more details, see the collector vehicle application form.
How do I get collector plates?
Here's how to apply:
1. Fill out an application form (PDF)* to have ICBC designate your vehicle a “collector vehicle.” Forms are also available from Autoplan brokers.
2. Photograph your vehicle, following the instructions on the application form.
3. Take the completed application and photos to an Autoplan broker or mail them to ICBC (see application form for details).
4. ICBC will review the application. If your vehicle qualifies, the approved application will be sent back to you. Typically, the review and processing takes about three weeks.
5. After receiving your approved application, contact your broker to order your plates. They will be ready for pick-up in about four working days. Call first to ensure they have arrived.
AirCareNote: If you live in the Lower Mainland or Fraser Valley , you must pass an AirCare emissions test. (The vehicle doesn't have to be tested every year, but will have to pass the AirCare test again if it is sold.)
Insuring your collector vehicle
Once your vehicle has collector status, you can get collector plates and insurance.
Lower insurance premium
To qualify for a lower insurance premium on a collector vehicle, you must have either:
Another licensed, non-collector vehicle, or
A company-assigned vehicle that's used for general transportation. (This includes a vehicle insured under one of the following ICBC rate classes: pleasure, to and from work, business, farm, artisan, fisherman or delivery.)
Not operating another vehicle?
You may still qualify for collector plates. However, the collector vehicle would have to be insured in a pleasure use rate class [definition] instead of a collector rate class. As a result, it wouldn't qualify for the lower, collector vehicle insurance premium.
Extra insurance coverage
You will probably want to protect your collector car by purchasing ICBC optional insurance coverage: Collision, Comprehensive or Specified Perils. If you do so, you are also eligible to purchase ICBC's Agreed Value Policy. This is a great way to guarantee your vehicle's value in the event of a total loss [definition] claim (that is, a write-off).
What are the driving restrictions?
Pleasure use only
Vehicles with collector plates are restricted to pleasure use only.
For most vehicles, insuring for pleasure use usually extends the insurance coverage for occasional travel to work or school. With collector vehicles, however, you may never drive to work or school.
Important: Using a vehicle with collector plates for reasons other than “pleasure use” risks invalidating your vehicle licence and insurance.
No headlights or reflectors?
If your vehicle doesn't have the lights and reflectors required by the Motor Vehicle Act Regulations, you may not drive it between one-half hour after sunset and one-half hour before sunrise.
Copyright © 2007 ICBC - Insurance Corporation of British Columbia
NAAACCC Update # 59
On March 8, 2007 the NAAACCC met with Mark Warawa, M.P. and Parliamentary Secretary to the Minister of the Environment. Two presentations were submitted to the Government. The NAAACCC asked the Federal Government to exclude collector vehicles 25 years and older from any further emission programs.
A complete set of statistics were provided to support the in depth proposal.
The second request dealt with the importation of right hand drive vehicles. We have asked for a 25 year old or older exemption from this proposed legislation. A special thank you to Keith Jackman , former BC Superintendent of Motor vehicles, for attending the meeting and making the meeting arrangements.
N.S. legislation sets targets for greenhouse gas emissions by 2020
Published: Thursday, March 22, 2007 | 7:34 PM ET
Canadian Press: KEITH DOUCETTE
HALIFAX (CP) - Nova Scotia will "follow the lead of California," by introducing tough tailpipe emission standards for motor vehicles by 2010, the province's environment minister promised Thursday.
In an announcement that drew swift criticism from the province's auto sales industry, Mark Parent said his Conservative government would set up the regulations as part of an ambitious drive to lower greenhouse gases.
Parent said over the next 13 years the emissions of carbon dioxide and other gases will be brought to levels 10 per cent less than 1990 levels.
"This government believes that the economy and the environment are inextricably linked," Parent said at a news conference in Halifax.
"This bill is unique because it sets out a course of action that recognizes this relationship."
The wide-ranging Environmental Goals and Sustainable Prosperity Act, which includes 20 objectives, also includes measures aimed at promoting renewable energy and preserving the province's protected lands from further development.
Parent pointed out that while the greenhouse gas emission target seems challenging, Nova Scotia has little choice but to follow the lead of provinces like British Columbia, which has set a target of 33 per cent reduction by 2020.
"We believe not only that we can meet the goal but we have to meet the goal," Parent said.
Though the new bill sets general objectives, critics pounced on it for not being precise enough on what standards will be.
For instance, while stating the province will emulate California's emissions system, Parent stopped short of saying Nova Scotia will match the state's target of a 30 per cent reduction in motor vehicle emissions by 2016.
"It may be some of these goals will need to be increased . . . and so that's why some of the wording is 'minimum' or 'at least', wording that gives us the ability to be stricter and tougher if we need to be," he said.
Still, car retailers reacted with alarm to the proposed law, which would apply the emission standards solely to new cars rather the emission-belching older vehicles.
A spokesman for the dealers said the proposed law isn't attacking the major culprit for motor vehicle emissions.
"If they're serious about getting rid of greenhouse emissions as a result of automobiles, they should take a look at how they're going to help Nova Scotians take older vehicles off the road," Allen MacPhee, president of the Nova Scotia Automobile Dealers Association told CTV news.
On other fronts the province has moved to prevent the net loss of wetlands by 2009, and re-stated previously announced goals to protect 12 per cent of the province's total land and to have 18.5 per cent of the province's energy needs met by renewable energy production.
Environmental groups praised the initiatives.
"To put into an act of law this many different environmental policies with both penalties and incentives responds to the time we're in and concerns around the environment," said Raymond Plourde of the Halifax-based Ecology Action Centre.
Plourde said he was particularly impressed with accountability provisions that requires the government to periodically report on it's progress.
He called the bill "a good skeleton" that needed to be fleshed out with more details.
However the province's political opposition expressed doubts about the government's ability to follow through.
"They're going to have to get a lot more aggressive and do a lot more than they've done in the past. I'm skeptical," said Liberal critic Keith Colwell.
NDP critic Michele Raymond agreed and expressed concern that the government was simply "setting targets to set targets."
Although Parent couldn't put a price tag to the sweeping changes, he said the province can't afford not to act.
"The costs range anywhere from four to $10 billion on a world-wide level and what our share is as a province, I can't answer you," he said.
"But we know that if we don't do anything the cost will be immense."
The province has had a mixed record in the past in meeting its environmental objectives.
It isn't meeting targets set out n 2001 by eastern Canadian Premiers and New England governors.
The group set a goal of cutting the region's emissions back to 1990 levels, but by 2004, estimates indicated emissions were 16.5 per cent over that target and growing.
The SEMA Action Network is in Canada, find out more>>
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