ratio of word probabilities predicted from brain for arm and truck

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arm

truck

top 10 words in brain distribution (in article):
muscle human bone animal structure nerve contain branch join limb top 10 words in brain distribution (in article):
light time body term vehicle water produce move allow wheel

top 10 words in brain distribution (not in article):
cell body form brain tissue organism function organ wear bacterium top 10 words in brain distribution (not in article):
church bishop cell pope catholic priest roman drink form lamp

times more probable under arm 30 20 10 6 4 2.5 1.25 1 1.25 2.5 4 6 10 20 30 times more probable under truck
(words not in the model)

In anatomy, an arm'" is one of the upper limbs of an animal. The term "arm" can also be used for analogous structures, such as one of the paired upper limbs of a four-legged animal, or the arms of cephalopods. In the lexicon of human anatomy, the term "arm" refers specifically to the segment between the shoulder and the elbow. The segment between the elbow and wrist is the forearm. However, in colloquial speech the term "arm" often refers to the entire upper limb from shoulder to wrist. In primates the arms are richly adapted for both climbing and for more skilled, manipulative tasks. The ball and socket shoulder joint allows for movement of the arms in a wide circular plane, while the presence of two forearm bones which can rotate around each other allows for additional range of motion at this level. Anatomy of the human arm. The human arm contains 30 bones, joints, muscles, nerves, and blood vessels. Many of these muscles are used for everyday tasks. Bony structure and joints. The humerus is the (upper) arm bone. It joins with the scapula above at the shoulder joint (or glenohumeral joint) and with the ulna and radius below at the elbow joint. Elbow joint. The elbow joint is the hinge joint between the distal end of the humerus and the proximal ends of the radius and ulna. The humerus cannot be broken easily. Its strength allows it to handle loading up to 300lbs. Osteofascial compartments. The arm is divided by a fascial layer (known as lateral and medial intermuscular septa) separating the muscles into two "osteofascial compartments": The fascia merges with the periosteum (outer bone layer) of the humerus. The compartments contain muscles which are innervated by the same nerve and perform the same action. Two other muscles are considered to be partially in the arm: Cubital fossa. The cubital fossa is clinically important for venepuncture and for blood pressure measurement. It is an imaginary triangle with borders being: The structures which pass through the cubital fossa are vital. The order from which they pass into the forearm are as follows, from medial to lateral: Nerve supply. The musculocutaneous nerve, from C5, C6, C7, is the main supplier of muscles of the anterior compartment. It originates from the lateral cord of the brachial plexus of nerves. It pierces the coracobrachialis muscle and gives off branches to the muscle, as well as to brachialis and biceps brachii. It terminates as the anterior cutaneous nerve of the forearm. The radial nerve, which is from the fifth cervical spinal nerve to the first thoracic spinal nerve, originates as the continuation of the posterior cord of the brachial plexus. This nerve enters the lower triangular space (an imaginary space bounded by, amongst others, the shaft of the humerus and the triceps brachii) of the arm and lies deep to the triceps brachii. Here it travels with a deep artery of the arm (the profunda brachii), which sits in the radial groove of the humerus. This fact is very important clinically as a fracture of the bone at the shaft of the bone here can cause lesions or even transections in the nerve. Other nerves passing through give no supply to the arm. These include: Arteries. The main artery in the arm is the brachial artery. This artery is a continuation of the axillary artery. The point at which the axillary becomes the brachial is distal to the lower border of teres major. The brachial artery gives off an important branch, the profunda brachii (deep artery of the arm). This branching occurs just below the lower border of teres major. The brachial artery continues to the cubital fossa in the anterior compartment of the arm. It travels in a plane between the biceps and triceps muscles, the same as the median nerve and basilic vein. It is accompanied by venae comitantes (accompanying veins). It gives branches to the muscles of the anterior compartment. The artery is in between the median nerve and the tendon of the biceps muscle in the cubital fossa. It then continues into the forearm. The profunda brachii travels through the lower triangular space with the radial nerve. From here onwards it has an intimate relationship with the radial nerve. They are both found deep to the triceps muscle and are located on the spiral groove of the humerus. Therefore fracture of the bone may not only lead to lesion of the radial nerve, but also haematoma of the internal structures of the arm. The artery then continues on to anastamose with the recurrent radial branch of the brachial artery, providing a diffuse blood supply for the elbow joint. Veins. The veins of the arm carry blood from the extremities of the limb, as well as drain the arm itself. The two main veins are the basilic and the cephalic veins. There is a connecting vein between the two, the median cubital vein, which passes through the cubital fossa and is clinically important for venepuncture (withdrawing blood). The basilic vein travels on the medial side of the arm and terminates at the level of the seventh rib. The cephalic vein travels on the lateral side of the arm and terminates as the axillary vein. It passes through the deltopectoral triangle, a space between the deltoid and the pectoralis major muscles. Fractures. Clavicle · Humerus · Monteggia · Galeazzi · Colles' · Smith's · Barton's · Scaphoid · Rolando · Bennett's · Boxer's. Distal Radius · Scapular A truck'" is a type of motor vehicle commonly used for carrying goods and materials. Some light trucks are relatively small, similar in size to a passenger automobile. Commercial transportation or fire trucks can be quite large and can also serve as a platform for specialized equipment. Etymology. The word "truck" possibly derives from the Greek "trochos" (τροχός =wheel). In North America, certain kinds of big wheels were called "trucks". When the gasoline-engine driven trucks came into fashion, these were called "motor trucks." International variance. In the United States and Canada "truck" is usually reserved for commercial vehicles larger than normal cars, and for pickups and other vehicles having an open load bed. In the United Kingdom and the Republic of Ireland, "lorry" is used as well as "truck", but only used for the medium and heavy types (see below); "i.e." a van, a pickup or an off-road four-wheel drive vehicle such as a Jeep would never be regarded as a lorry in these countries, unlike in the United States (it should be noted, however, that the term lorry is not used in the United States). The same applies to the initials "HGV" (for Heavy Goods Vehicle) which is basically synonymous with "lorry". The word "truck" is also accepted in these countries, and can apply to large vans as well as to lorries ("i.e." its scope is slightly wider). In the UK vernacular, "wagon" is still commonly used to describe various larger vehicles. Though the US term station wagon is occasionally used in the UK, it can cause confusion (despite retaining the US definition), so the societal term estate car remains widely popular. "Lorry" is also used in Hong Kong. In South Africa, the word "kombi" is used, based on its Afrikaans equivalent. The word "lorry" is also used in Cambodia, although here it can refer to a train. In Australia and New Zealand, a pickup truck (a relatively small, usually car- or van-derived vehicle, with an open back body) is called a ute'" (short for "utility") and the word "truck" or "lorry" is reserved for larger vehicles. Other languages have loanwords based on these terms, such as the Malay language and the Spanish language in northern Mexico. A commonly understood term for truck across many European countries is "'camion'". Camion is also used in Quebec to identify trucks in French. Additionally, from the German language the initials "PKW" ("'P'"ersonen"'K'"raft"'W'"agen or passenger carrying vehicle) for a car van or small truck) and "LKW" ("'L'"ast"'K'"raft"'W'"agen or cargo load freight carrying vehicle) for larger trucks are understood. In U.S. English the word "truck" is used in the names of particular types of truck, such as a "fire truck" or "tanker truck". Note that in British English these would be a "fire engine" and "tanker" respectively. Driving. In the United States a commercial driver's license is required to drive any type of vehicle weighing 26,001 lbs (11,800 kg) or more. In the United Kingdom there are complex rules; as an overview, to drive a vehicle weighing more than 7,500 kg for commercial purposes requires a specialist license (the type varies depending on the use of the vehicle and number of seats). For licenses first acquired after 1997, that weight was reduced to 3,500 kg, not including trailers. In the Australia a truck driving license is required for any motor vehicle with a GVM exceeding 4500 kg. The motor vehicles classes are further expanded as "'LR/MR'" (Light Medium rigid up to 8000 kg GVM + trailer to maximum GCM 8000 kg), "'HR'" (Heavy Rigid +trailer up to GCM 9000 kg), "'HC'" (Heavy Combination, a typical prime mover +semi trailer combination) and the "'MC'" (Multi Combination e.g B Doubles Road trains). There is also a heavy vehicle transmission condition for a licence class HR, HC or MC in a vehicle fitted with an automatic or synchromesh transmission, driver’s licence will restrict to vehicles of that class fitted with a synchromesh or automatic transmission. To have the condition removed, a person needs to pass a practical driving test in a vehicle with non synchromesh transmission (constant mesh or crash box). Engine. The oldest truck was built in 1896 by Gottlieb Daimler. Small trucks such as SUVs or pickups, and even light medium-duty trucks in North America and Russia will use gasoline engines. Most heavier trucks use four stroke turbo intercooler diesel engines. Huge off-highway trucks use locomotive-type engines such as a V12 Detroit Diesel two stroke engine. North American manufactured highway trucks almost always use an engine built by a third party, such as CAT, Cummins, or Detroit Diesel. The only exceptions to this are Volvo and its subsidiary Mack Trucks, which are available with their own engines. Freightliner Trucks, Sterling Trucks and Western Star, subsidiaries of Daimler AG, are available with Mercedes-Benz and Detroit Diesel engines. Trucks and buses built by Navistar International usually also contain International engines. The Swedish manufacturer Scania claims they stay away from the U.S. market because of this third party tradition. In the European Union all new truck engines must comply with Euro 5 regulations. Drivetrain. Small trucks use the same type of transmissions as almost all cars, having either an automatic transmission or a manual transmission with synchronisers. Bigger trucks often use manual transmissions without synchronisers, saving bulk and weight, although synchromesh transmissions are used in larger trucks as well. Transmissions without synchronizers, known as "crash boxes", require double-clutching for each shift, (which can lead to repetitive motion injuries), or a technique known colloquially as "floating," a method of changing gears which doesn't use the clutch, except for starts and stops, due to the physical effort of double clutching, especially with non power assisted clutches, faster shifts, and less clutch wear. Double-clutching allows the driver to control the engine and transmission revolutions to synchronize, so that a smooth shift can be made, "e.g.," when upshifting, the accelerator pedal is released and the clutch pedal is depressed while the gear lever is moved into neutral, the clutch pedal is then released and quickly pushed down again while the gear lever is moved to the next highest gear. Finally, the clutch pedal is released and the accelerator pedal pushed down to obtain required engine speed. Although this is a relatively fast movement, perhaps a second or so while transmission is in neutral, it allows the engine speed to drop and synchronize engine and transmission revolutions relative to the road speed. Downshifting is performed in a similar fashion, except the engine speed is now required to increase (while transmission is in neutral) just the right amount in order to achieve the synchronization for a smooth, non-collision gear change. "Skip changing" is also widely used; in principle operation is the same as double-clutching, but it requires neutral be held slightly longer than a single gear change. Common North American setups include 9, 10, 13, 15, and 18 speeds. Automatic and semi-automatic transmissions for heavy trucks are becoming more and more common, due to advances both in transmission and engine power. In Europe 8, 10, 12 and 16 gears are common on larger trucks with manual transmission, while automatic or semiautomatic transmissions would have anything from 5 to 12 gears. Almost all heavy truck transmissions are of the "range and split" (double H shift pattern) type, where range change and so-called half gears or splits are air operated and always preselected before the main gear selection. More new trucks in Europe are being sold with automatic or semi-automatic transmissions. This may be due the fuel consumption can be lowered and truck durability improved. The primary reason perhaps is the fact that such transmissions give a driver more time to concentrate on the road and traffic conditions. Frame. A truck frame consists of two parallel boxed (tubular) or C-shaped rails, or beams, held together by crossmembers. These frames are referred to as ladder frames due to their resemblance to a ladder if tipped on end. The rails consist of a tall vertical section (two if boxed) and two shorter horizontal flanges. The height of the vertical section provides opposition to vertical flex when weight is applied to the top of the frame (beam resistance). Though typically flat the whole length on heavy duty trucks, the rails may sometimes be tapered or arched for clearance around the engine or over the axles. The holes in rails are used either for mounting vehicle components and running wires and hoses, or measuring and adjusting the orientation of the rails at the factory or repair shop. Though they may be welded, crossmembers are most often attached to frame rails by bolts or rivets. Crossmembers may be boxed or stamped into a c-shape, but are most commonly boxed on modern vehicles, particularly heavy trucks. The frame is almost always made of steel, but can be made (whole or in part) of aluminum for a lighter weight. A tow bar may be found attached at one or both ends, but heavy trucks almost always make use of a fifth wheel hitch. Environmental effects. Trucks contribute to air, noise, and water pollution similarly to automobiles. Trucks may emit lower air pollution emissions than cars per pound of vehicle mass, although the absolute level per vehicle mile traveled is higher and diesel particulate matter is especially problematic for health. With respect to noise pollution trucks emit considerably higher sound levels at all speeds compared to typical car; this contrast is particularly strong with heavy-duty trucks. There are several aspects of truck operations that contribute to the overall sound that is emitted. Continuous sounds are those from tires rolling on the roadway and the constant hum of their diesel engines at highway speeds. Less frequent noises, but perhaps more noticeable, are things like the repeated sharp whine of a turbocharger on acceleration or the abrupt blare of an exhaust brake when traversing a downgrade. There has been noise regulation put in place to help control where and when the use of engine braking is allowed. Concerns have been raised about the effect of trucking on the environment, particularly as part of the debate on global warming. In the period from 1990 to 2003, carbon dioxide emissions from transportation sources increased by 20%, despite improvements in vehicle fuel efficiency. In 2005, transportation accounted for 27% of U.S. greenhouse gas emission, increasing faster than any other sector. Between 1985 and 2004, in the U.S., energy consumption in freight transportation grew nearly 53%, while the number of ton-miles carried increased only 43%. "Modal shifts account for a nearly a 23% increase in energy consumption over this period. Much of this shift is due to a greater fraction of freight ton-miles being carried via truck and air, as compared to water, rail, and pipelines." According to a 1995 U.S. Government estimate, the energy cost of carrying a ton of freight a distance of one kilometer averages 337 kJ for water, 221 kJ for rail, 2 000 kJ for trucks and nearly 13 000 kJ for air transport. Many environmental organizations favor laws and incentives to encourage the switch from road to rail, especially in Europe. The European Parliament is moving to ensure that charges on heavy-goods vehicles should be based in part on the air and noise pollution they produce and the congestion they cause, according to legislation approved by the Transport Committee The Eurovignette scheme has been proposed whereby new charges would be potentially levied against things such as noise and air pollution and also weight related damages from the lorries themselves Commercial insurance. Primary Liability Insurance coverage protects the truck from damage or injuries to other people as a result of a truck accident. This truck insurance coverage is mandated by U.S. state and federal agencies and proof of coverage is required to be sent to them. Insurance coverage limits range from $35,000 to $1,000,000. Pricing is dependent on region, driving records, and history of the trucking operation. Motor Truck Cargo insurance protects the transporter for his responsibility in the event of damaged or lost freight. The policy is purchased with a maximum load limit per vehicle. Cargo insurance coverage limits can range from $10,000 to $100,000 or more. Pricing for this insurance is mainly dependent on the type of cargo being hauled. Truck shows. In the UK, three truck shows are popular -Shropshire Truck Show in Oswestry Showground during May, The UK Truck Show held in June at Santa Pod Raceway and FIA European Drag Racing Championships from the home of European Drag-Racing. The UK Truck Show features drag-racing with 6-ton trucks from the British Truck Racing Association, plus other diesel-powered entertainment. Truck Shows provide operators with an opportunity to win awards for their trucks.

arm	truck
top 10 words in brain distribution (in article): muscle human bone animal structure nerve contain branch join limb	top 10 words in brain distribution (in article): light time body term vehicle water produce move allow wheel
top 10 words in brain distribution (not in article): cell body form brain tissue organism function organ wear bacterium	top 10 words in brain distribution (not in article): church bishop cell pope catholic priest roman drink form lamp
times more probable under arm 30 20 10 6 4 2.5 1.25 1 1.25 2.5 4 6 10 20 30 times more probable under truck (words not in the model)
In anatomy, an arm'" is one of the upper limbs of an animal. The term "arm" can also be used for analogous structures, such as one of the paired upper limbs of a four-legged animal, or the arms of cephalopods. In the lexicon of human anatomy, the term "arm" refers specifically to the segment between the shoulder and the elbow. The segment between the elbow and wrist is the forearm. However, in colloquial speech the term "arm" often refers to the entire upper limb from shoulder to wrist. In primates the arms are richly adapted for both climbing and for more skilled, manipulative tasks. The ball and socket shoulder joint allows for movement of the arms in a wide circular plane, while the presence of two forearm bones which can rotate around each other allows for additional range of motion at this level. Anatomy of the human arm. The human arm contains 30 bones, joints, muscles, nerves, and blood vessels. Many of these muscles are used for everyday tasks. Bony structure and joints. The humerus is the (upper) arm bone. It joins with the scapula above at the shoulder joint (or glenohumeral joint) and with the ulna and radius below at the elbow joint. Elbow joint. The elbow joint is the hinge joint between the distal end of the humerus and the proximal ends of the radius and ulna. The humerus cannot be broken easily. Its strength allows it to handle loading up to 300lbs. Osteofascial compartments. The arm is divided by a fascial layer (known as lateral and medial intermuscular septa) separating the muscles into two "osteofascial compartments": The fascia merges with the periosteum (outer bone layer) of the humerus. The compartments contain muscles which are innervated by the same nerve and perform the same action. Two other muscles are considered to be partially in the arm: Cubital fossa. The cubital fossa is clinically important for venepuncture and for blood pressure measurement. It is an imaginary triangle with borders being: The structures which pass through the cubital fossa are vital. The order from which they pass into the forearm are as follows, from medial to lateral: Nerve supply. The musculocutaneous nerve, from C5, C6, C7, is the main supplier of muscles of the anterior compartment. It originates from the lateral cord of the brachial plexus of nerves. It pierces the coracobrachialis muscle and gives off branches to the muscle, as well as to brachialis and biceps brachii. It terminates as the anterior cutaneous nerve of the forearm. The radial nerve, which is from the fifth cervical spinal nerve to the first thoracic spinal nerve, originates as the continuation of the posterior cord of the brachial plexus. This nerve enters the lower triangular space (an imaginary space bounded by, amongst others, the shaft of the humerus and the triceps brachii) of the arm and lies deep to the triceps brachii. Here it travels with a deep artery of the arm (the profunda brachii), which sits in the radial groove of the humerus. This fact is very important clinically as a fracture of the bone at the shaft of the bone here can cause lesions or even transections in the nerve. Other nerves passing through give no supply to the arm. These include: Arteries. The main artery in the arm is the brachial artery. This artery is a continuation of the axillary artery. The point at which the axillary becomes the brachial is distal to the lower border of teres major. The brachial artery gives off an important branch, the profunda brachii (deep artery of the arm). This branching occurs just below the lower border of teres major. The brachial artery continues to the cubital fossa in the anterior compartment of the arm. It travels in a plane between the biceps and triceps muscles, the same as the median nerve and basilic vein. It is accompanied by venae comitantes (accompanying veins). It gives branches to the muscles of the anterior compartment. The artery is in between the median nerve and the tendon of the biceps muscle in the cubital fossa. It then continues into the forearm. The profunda brachii travels through the lower triangular space with the radial nerve. From here onwards it has an intimate relationship with the radial nerve. They are both found deep to the triceps muscle and are located on the spiral groove of the humerus. Therefore fracture of the bone may not only lead to lesion of the radial nerve, but also haematoma of the internal structures of the arm. The artery then continues on to anastamose with the recurrent radial branch of the brachial artery, providing a diffuse blood supply for the elbow joint. Veins. The veins of the arm carry blood from the extremities of the limb, as well as drain the arm itself. The two main veins are the basilic and the cephalic veins. There is a connecting vein between the two, the median cubital vein, which passes through the cubital fossa and is clinically important for venepuncture (withdrawing blood). The basilic vein travels on the medial side of the arm and terminates at the level of the seventh rib. The cephalic vein travels on the lateral side of the arm and terminates as the axillary vein. It passes through the deltopectoral triangle, a space between the deltoid and the pectoralis major muscles. Fractures. Clavicle · Humerus · Monteggia · Galeazzi · Colles' · Smith's · Barton's · Scaphoid · Rolando · Bennett's · Boxer's. Distal Radius · Scapular	A truck'" is a type of motor vehicle commonly used for carrying goods and materials. Some light trucks are relatively small, similar in size to a passenger automobile. Commercial transportation or fire trucks can be quite large and can also serve as a platform for specialized equipment. Etymology. The word "truck" possibly derives from the Greek "trochos" (τροχός =wheel). In North America, certain kinds of big wheels were called "trucks". When the gasoline-engine driven trucks came into fashion, these were called "motor trucks." International variance. In the United States and Canada "truck" is usually reserved for commercial vehicles larger than normal cars, and for pickups and other vehicles having an open load bed. In the United Kingdom and the Republic of Ireland, "lorry" is used as well as "truck", but only used for the medium and heavy types (see below); "i.e." a van, a pickup or an off-road four-wheel drive vehicle such as a Jeep would never be regarded as a lorry in these countries, unlike in the United States (it should be noted, however, that the term lorry is not used in the United States). The same applies to the initials "HGV" (for Heavy Goods Vehicle) which is basically synonymous with "lorry". The word "truck" is also accepted in these countries, and can apply to large vans as well as to lorries ("i.e." its scope is slightly wider). In the UK vernacular, "wagon" is still commonly used to describe various larger vehicles. Though the US term station wagon is occasionally used in the UK, it can cause confusion (despite retaining the US definition), so the societal term estate car remains widely popular. "Lorry" is also used in Hong Kong. In South Africa, the word "kombi" is used, based on its Afrikaans equivalent. The word "lorry" is also used in Cambodia, although here it can refer to a train. In Australia and New Zealand, a pickup truck (a relatively small, usually car- or van-derived vehicle, with an open back body) is called a ute'" (short for "utility") and the word "truck" or "lorry" is reserved for larger vehicles. Other languages have loanwords based on these terms, such as the Malay language and the Spanish language in northern Mexico. A commonly understood term for truck across many European countries is "'camion'". Camion is also used in Quebec to identify trucks in French. Additionally, from the German language the initials "PKW" ("'P'"ersonen"'K'"raft"'W'"agen or passenger carrying vehicle) for a car van or small truck) and "LKW" ("'L'"ast"'K'"raft"'W'"agen or cargo load freight carrying vehicle) for larger trucks are understood. In U.S. English the word "truck" is used in the names of particular types of truck, such as a "fire truck" or "tanker truck". Note that in British English these would be a "fire engine" and "tanker" respectively. Driving. In the United States a commercial driver's license is required to drive any type of vehicle weighing 26,001 lbs (11,800 kg) or more. In the United Kingdom there are complex rules; as an overview, to drive a vehicle weighing more than 7,500 kg for commercial purposes requires a specialist license (the type varies depending on the use of the vehicle and number of seats). For licenses first acquired after 1997, that weight was reduced to 3,500 kg, not including trailers. In the Australia a truck driving license is required for any motor vehicle with a GVM exceeding 4500 kg. The motor vehicles classes are further expanded as "'LR/MR'" (Light Medium rigid up to 8000 kg GVM + trailer to maximum GCM 8000 kg), "'HR'" (Heavy Rigid +trailer up to GCM 9000 kg), "'HC'" (Heavy Combination, a typical prime mover +semi trailer combination) and the "'MC'" (Multi Combination e.g B Doubles Road trains). There is also a heavy vehicle transmission condition for a licence class HR, HC or MC in a vehicle fitted with an automatic or synchromesh transmission, driver’s licence will restrict to vehicles of that class fitted with a synchromesh or automatic transmission. To have the condition removed, a person needs to pass a practical driving test in a vehicle with non synchromesh transmission (constant mesh or crash box). Engine. The oldest truck was built in 1896 by Gottlieb Daimler. Small trucks such as SUVs or pickups, and even light medium-duty trucks in North America and Russia will use gasoline engines. Most heavier trucks use four stroke turbo intercooler diesel engines. Huge off-highway trucks use locomotive-type engines such as a V12 Detroit Diesel two stroke engine. North American manufactured highway trucks almost always use an engine built by a third party, such as CAT, Cummins, or Detroit Diesel. The only exceptions to this are Volvo and its subsidiary Mack Trucks, which are available with their own engines. Freightliner Trucks, Sterling Trucks and Western Star, subsidiaries of Daimler AG, are available with Mercedes-Benz and Detroit Diesel engines. Trucks and buses built by Navistar International usually also contain International engines. The Swedish manufacturer Scania claims they stay away from the U.S. market because of this third party tradition. In the European Union all new truck engines must comply with Euro 5 regulations. Drivetrain. Small trucks use the same type of transmissions as almost all cars, having either an automatic transmission or a manual transmission with synchronisers. Bigger trucks often use manual transmissions without synchronisers, saving bulk and weight, although synchromesh transmissions are used in larger trucks as well. Transmissions without synchronizers, known as "crash boxes", require double-clutching for each shift, (which can lead to repetitive motion injuries), or a technique known colloquially as "floating," a method of changing gears which doesn't use the clutch, except for starts and stops, due to the physical effort of double clutching, especially with non power assisted clutches, faster shifts, and less clutch wear. Double-clutching allows the driver to control the engine and transmission revolutions to synchronize, so that a smooth shift can be made, "e.g.," when upshifting, the accelerator pedal is released and the clutch pedal is depressed while the gear lever is moved into neutral, the clutch pedal is then released and quickly pushed down again while the gear lever is moved to the next highest gear. Finally, the clutch pedal is released and the accelerator pedal pushed down to obtain required engine speed. Although this is a relatively fast movement, perhaps a second or so while transmission is in neutral, it allows the engine speed to drop and synchronize engine and transmission revolutions relative to the road speed. Downshifting is performed in a similar fashion, except the engine speed is now required to increase (while transmission is in neutral) just the right amount in order to achieve the synchronization for a smooth, non-collision gear change. "Skip changing" is also widely used; in principle operation is the same as double-clutching, but it requires neutral be held slightly longer than a single gear change. Common North American setups include 9, 10, 13, 15, and 18 speeds. Automatic and semi-automatic transmissions for heavy trucks are becoming more and more common, due to advances both in transmission and engine power. In Europe 8, 10, 12 and 16 gears are common on larger trucks with manual transmission, while automatic or semiautomatic transmissions would have anything from 5 to 12 gears. Almost all heavy truck transmissions are of the "range and split" (double H shift pattern) type, where range change and so-called half gears or splits are air operated and always preselected before the main gear selection. More new trucks in Europe are being sold with automatic or semi-automatic transmissions. This may be due the fuel consumption can be lowered and truck durability improved. The primary reason perhaps is the fact that such transmissions give a driver more time to concentrate on the road and traffic conditions. Frame. A truck frame consists of two parallel boxed (tubular) or C-shaped rails, or beams, held together by crossmembers. These frames are referred to as ladder frames due to their resemblance to a ladder if tipped on end. The rails consist of a tall vertical section (two if boxed) and two shorter horizontal flanges. The height of the vertical section provides opposition to vertical flex when weight is applied to the top of the frame (beam resistance). Though typically flat the whole length on heavy duty trucks, the rails may sometimes be tapered or arched for clearance around the engine or over the axles. The holes in rails are used either for mounting vehicle components and running wires and hoses, or measuring and adjusting the orientation of the rails at the factory or repair shop. Though they may be welded, crossmembers are most often attached to frame rails by bolts or rivets. Crossmembers may be boxed or stamped into a c-shape, but are most commonly boxed on modern vehicles, particularly heavy trucks. The frame is almost always made of steel, but can be made (whole or in part) of aluminum for a lighter weight. A tow bar may be found attached at one or both ends, but heavy trucks almost always make use of a fifth wheel hitch. Environmental effects. Trucks contribute to air, noise, and water pollution similarly to automobiles. Trucks may emit lower air pollution emissions than cars per pound of vehicle mass, although the absolute level per vehicle mile traveled is higher and diesel particulate matter is especially problematic for health. With respect to noise pollution trucks emit considerably higher sound levels at all speeds compared to typical car; this contrast is particularly strong with heavy-duty trucks. There are several aspects of truck operations that contribute to the overall sound that is emitted. Continuous sounds are those from tires rolling on the roadway and the constant hum of their diesel engines at highway speeds. Less frequent noises, but perhaps more noticeable, are things like the repeated sharp whine of a turbocharger on acceleration or the abrupt blare of an exhaust brake when traversing a downgrade. There has been noise regulation put in place to help control where and when the use of engine braking is allowed. Concerns have been raised about the effect of trucking on the environment, particularly as part of the debate on global warming. In the period from 1990 to 2003, carbon dioxide emissions from transportation sources increased by 20%, despite improvements in vehicle fuel efficiency. In 2005, transportation accounted for 27% of U.S. greenhouse gas emission, increasing faster than any other sector. Between 1985 and 2004, in the U.S., energy consumption in freight transportation grew nearly 53%, while the number of ton-miles carried increased only 43%. "Modal shifts account for a nearly a 23% increase in energy consumption over this period. Much of this shift is due to a greater fraction of freight ton-miles being carried via truck and air, as compared to water, rail, and pipelines." According to a 1995 U.S. Government estimate, the energy cost of carrying a ton of freight a distance of one kilometer averages 337 kJ for water, 221 kJ for rail, 2 000 kJ for trucks and nearly 13 000 kJ for air transport. Many environmental organizations favor laws and incentives to encourage the switch from road to rail, especially in Europe. The European Parliament is moving to ensure that charges on heavy-goods vehicles should be based in part on the air and noise pollution they produce and the congestion they cause, according to legislation approved by the Transport Committee The Eurovignette scheme has been proposed whereby new charges would be potentially levied against things such as noise and air pollution and also weight related damages from the lorries themselves Commercial insurance. Primary Liability Insurance coverage protects the truck from damage or injuries to other people as a result of a truck accident. This truck insurance coverage is mandated by U.S. state and federal agencies and proof of coverage is required to be sent to them. Insurance coverage limits range from $35,000 to $1,000,000. Pricing is dependent on region, driving records, and history of the trucking operation. Motor Truck Cargo insurance protects the transporter for his responsibility in the event of damaged or lost freight. The policy is purchased with a maximum load limit per vehicle. Cargo insurance coverage limits can range from $10,000 to $100,000 or more. Pricing for this insurance is mainly dependent on the type of cargo being hauled. Truck shows. In the UK, three truck shows are popular -Shropshire Truck Show in Oswestry Showground during May, The UK Truck Show held in June at Santa Pod Raceway and FIA European Drag Racing Championships from the home of European Drag-Racing. The UK Truck Show features drag-racing with 6-ton trucks from the British Truck Racing Association, plus other diesel-powered entertainment. Truck Shows provide operators with an opportunity to win awards for their trucks.