Ladyman favours local resident discounts for Dartford crossing

Local residents who use the Dartford Crossing may be in line for discounts Transport Minister Dr Stephen Ladyman announced today.

Following consultations, the Department for Transport has accepted the case for discounts and will publish detailed proposals later in the year:

Dr Ladyman said:

"The Dartford Crossing has brought huge benefits over the years. But surrounding communities have borne the brunt of the added fumes and jams. We have registered the strong demand for local discounts expressed through the consultation and we accept in principle that there is a case for this, alongside the implementation of the other proposals in the consultation paper.

"The Department will now be considering how discounts can be delivered in a way that is fair and protects the interest of both local people and taxpayers. We will be consulting on detailed proposals when they are published later in the year, and in the meantime the current charging system will continue unchanged."

Dr Ladyman added:

"The local discount scheme does not alter our plans for discounts for anyone who chooses to use a "DART-Tag". These drivers will be able to use the crossing for the current £1 cash charge regardless of where they live."

Evolution of New Corridor Investments

The planning of a new freeway project is a long process involving extensive technical work, ministry-wide collaboration, and consultation with government and public bodies. The need to initiate this process is determined through long-range planning activities conducted by the Policy, Planning and Standards Division. Transportation studies examine future population and economic growth trends, and identify long-term transportation capacity needs. These studies provide the basis for an Individual Environmental Assessment.

Gillian Merron gives final approval for London Gateway Port

Transport Minister Gillian Merron has given final approval to the proposed London Gateway Port at Shellhaven, Thurrock, in the Thames estuary.

This follows agreement between the Port promoters, P&O (part of Dubai Ports World) and local planning and highway authorities to ensure that the impact of the full development on the local area highway network is adequately catered for.

The Department for Communities and Local Government is, in addition, today granting planning permission for the adjacent London Gateway logistics and commercial centre and Business Park on the Shellhaven site.

Commenting on the decision Gillian Merron said:

"London Gateway will be able to provide much needed capacity for handling the UK's growing international trade in containers.

"This substantial development has the potential to provide many new jobs in the Thames Gateway Growth Area - already one of the Government's priority growth areas in England - including a possible 1,900 jobs which the promoters forecast for the port alone.

"It has taken time to finalise this decision. But it was right to consider carefully, and make appropriate provision for, the significant impacts that this major development will have in the growth area.

"This outcome reflects the hard work by the promoters, the local authorities, transport bodies, environmental organisations and others to reach agreement on ways to mitigate the impacts of the development."

Local schemes to share new £4m Road Safety Grant

Twenty-five local highway authorities and their partners across England will share the first award of a new £4 million road safety grant, Dr Stephen Ladyman, Road Safety Minister, announced today.

The Road Safety Partnership Grant Scheme will provide funding to local highway authorities who are taking an innovative and collaborative approach to improving road safety.

Dr Ladyman said:

"Road safety is an area where local projects can, and do, work extremely well and I am committed to encouraging communities to try and improve their road safety records. This new grant is designed to bring together a range of partners to develop innovative local schemes for that very reason.

"These schemes intend to tackle a range of issues - from seat belt use to improving the safety of child pedestrians; from tackling motorcycle safety to working with young drivers or those that drive for work. All of which are areas that we are concentrating on nationally, as laid out in our second Three Year Review of Road Safety."

The Older Drivers Guide and AASHTO's Highway Safety Plan

In 1997, the AASHTO Standing Committee on Highway Traffic Safety along with the Federal Highway Administration (FHWA), the National Highway Traffic Safety Administration (NHTSA), and the TRB Committee on Transportation Safety Management convened a meeting of national transportation safety experts to develop a comprehensive highway safety plan for the Nation. The goal was to address not only roadway and infrastructure needs but also drivers and other roadway users, vehicles, emergency medical services, and the traffic safety management process. Its success was to be measured by the number of lives saved.

The AASHTO Strategic Highway Safety Plan (SHSP)—developed by AASHTO, FHWA, NHTSA, and TRB, with the participation of many others—evolved from the meeting and identified 22 emphasis areas where coordinated actions could substantially reduce traffic fatalities and injuries. "Sustaining Proficiency in Older Drivers" was one of the priorities included in the plan.

To assist States in implementing the SHSP recommendations, the NCHRP (a State pooled fund program managed by TRB in cooperation with FHWA) funded a project to develop guides for each of the 22 priorities. Collectively, the guides form NCHRP Report 500. Each guide provides background information and data on the given priority, along with recommended objectives and strategies for addressing the problem. The report indicates that the "development of the volumes of NCHRP Report 500 used the resources and expertise of many professionals from around the country and overseas. Through research, workshops, and actual demonstration of the guides by agencies, the resulting documents represent best practices in each emphasis area."

"We encouraged developers of the guides to identify countermeasures that were practical for States to implement and that had either been formally evaluated and proven effective or had been tried with promising results," says Tim Neuman, overall director for the CH2M Hill team conducting the project. "State and local officials should be able to put these guides to immediate use in reducing crashes and saving lives."

All of the guides in the NCHRP Report 500 follow a similar format. For each of the identified strategies, there is a brief description and rationale for the strategy, followed by a table detailing the technical and organizational attributes needed to implement it. Examples include the strategy's expected effectiveness, keys to success, potential difficulties, appropriate measures and data, and associated needs for support services. Each table also provides information on organizational, institutional, and policy concerns, expected costs, issues affecting implementation time, training and personnel needs, and legislative requirements. Finally, an effort is made to identify agencies or organizations currently implementing the strategy so that others might benefit from their experiences.

To access the NCHRP Report 500 guides, go to http://safety.transportation.org. The Web page versions contain links to relevant programs, resources, and Web sites. "We wanted users of the guides to have ready access to the best available resources, including in depth information that would assist them in implementing a particular strategy," says Neuman.

NCHRP Report 500 guides are comprehensive in scope and target a broad audience of potential users, including State and local transportation officials, safety engineers, planners, law enforcement officials, motor vehicle administrators, and emergency medical services providers. The guides also are part of a broader package of resources available to the States, including an integrated safety management process, a self-assessment tool, and other related documents.

Department for Transport announces first stage of Royal and Ministerial air travel project

The Department for Transport today began the procurement of a dedicated air service for the Royal Household and senior ministers.

The service will be safer, more reliable and more secure than the current arrangement and will be provided at no extra cost to the taxpayer. The Government will seek to minimise the environment impact of the service wherever possible.

Department today issued a Prior Information Notice (PIN) to the Official Journal of the European Union, announcing the start of the procurement process.

This follows Sir Peter Gershon's review, which recommended that the existing arrangements, currently provided by the RAF and the charter market, be replaced with a new dedicated air service.

Gershon's review said the current arrangements offered poor value for money (because of the need to book charter flights, often at short notice), put pressure on RAF resources and raised security issues.

In the interim period before the service can be delivered, the current arrangement with the RAF will continue. At the same time, the Government is looking to negotiate a deal with the charter market in order to provide better value for money.

The PIN will be followed by an advertisement in the Official Journal of the European Union, inviting bidders to tender. The department will release a more detailed project timetable at this stage.

Pioneer of Modern Highway Construction

After leaving BPR, Rex Whitton returned to Kansas City, MO, where he accepted a position as consultant to the engineering firm of Howard, Needles, Tammen & Bergendoff . He retired in 1975. The following year he told FHWA News, the agency newsletter, that he and his wife enjoyed driving to auction sales for antiques. However, they avoided the freeways he had helped to build. He never liked driving on them, he said, and now enjoyed "driving on the little back roads, keeping a map of each one we travel."

Rex Whitton passed away at age 82 on July 7, 1981, after a long illness. The passing of the man who had rescued the Interstate System was little noticed around the country. However, an obituary in AASHTO Quarterly noted, "His national reputation as a pioneer of modern highway construction not only brings honor to his memory, but also to a profession he dearly loved."

How do workforce development provisions differ between TEA-21 and SAFETEA-LU?

TEA-21 authorized States to use up to 0.5 percent of STP funds for employee training but required States to provide a 20-percent matching provision. SAFETEA-LU provides 100-percent Federal funding for workforce development activities, extends eligibility for the activities to the five core programs, and does not limit the amount of Federal funding a State can use from each program. SAFETEA-LU also authorizes "pipeline" programs to help students prepare for transportation careers.

Provisional Port Statistics 2006

The Department for Transport has today published National Statistics on freight traffic handled at UK ports in 2006.

These provisional port statistics for 2006 show that:

* Total freight traffic fell by 4.7 million tonnes (Mt) to 580.2 Mt in 2006, one per cent lower than in 2005.

* Inwards traffic rose by 7.9 Mt to 362.3 Mt, whilst outwards traffic fell by 12.6 Mt to 217.9 Mt.

* Since 1986 total traffic has risen by 114 Mt (24 per cent). Inwards traffic increased by 124 Mt (52 per cent) whilst outwards traffic fell by 10 Mt (4 per cent) during this period.

* Freight traffic through the 52 major UK ports totalled 565.2 Mt, down 4.9 Mt on 2005. This represented over 97 per cent of total UK port freight traffic in 2006.

* Grimsby and Immingham maintained its position as the UK's leading port in 2006 with 64.0 Mt (3.3 Mt higher than in 2005), followed by Tees and Hartlepool with 53.3 Mt (down 2.4 Mt) and London with 51.9 Mt (down 1.9 Mt).




* The top ten ports in 2006 in terms of tonnage were as follows:


Million tonnes
Grimsby and Immingham 64.0
Tees and Hartlepool 53.3
London 51.9
Southampton 40.5
Milford Haven 34.3
Liverpool 33.6
Forth 31.1
Felixstowe 24.4
Dover 23.8
Sullom Voe 19.4

Some Ohio Facts, the ODOT Maps and the Making of U.S. Presidents!

Ohio became the 17th state in March 1803. Only a month later, President Thomas Jefferson arranged the Louisiana Purchase with France, which connected the Midwest to the West. The ODOT produced a bicentennial highway map earlier this year to commemorate the Bicentennial Celebration. The map portrays stories related to transportation in Ohio, such as the Birthplace of Aviation Pioneers, the National Road, Railroads, the Ohio River, Lake Erie and the Underground Railroad. The map also features Ohio's eight United States Presidents:

William H. Harrison-9th President, born in Virginia and lived in Ohio

Ulysses S. Grant-18th President, from Point Pleasant, Ohio

Rutherford B. Hayes-19th President, from Delaware, Ohio

James A. Garfield-20th President, from Orange, Ohio

Benjamin Harrison-23rd President, from North Bend, Ohio

William McKinley-25th President, from Niles, Ohio

William Howard Taft-27th President, from Cincinnati, Ohio

Warren G. Harding-29th President, from Blooming Grove, Ohio

Attractions such as the Rock n' Roll Hall of Fame in Cleveland and the U.S. Air Force Museum in Dayton are also featured on the map. The map is available at ODOT and Ohio rest area visitors' centers.

In further commemoration of Ohio's bicentennial, ODOT started the Legacy Tree planting program, which is a project of planting trees and seedlings along Ohio highways to honor Ohio's statehood and the children of Ohio. ODOT teamed up with the Ohio Department of Natural Resources and the Ohio Bicentennial Commission to plant the trees and seedlings. The program is a group effort of several public and private organizations to recognize children as the future of Ohio. Since November 1, 1999, more than 459,000 trees and seedlings have been planted.

The Ohio Bicentennial Commission's barn painting program started as a unique means of getting free, highly visible advertising. It grew into a cultural phenomenon, with nearly 2,000 Ohio barn owners volunteering their barns for painting, and scores of people traveling across the state to visit as many of the barns as possible. By September 2002, artist Scott Hagan completed his five-year mission of painting the Bicentennial logo on at least one barn in each of the 88 counties.

DFT welcomes Capability Review

The Department for Transport has welcomed the publication of its Capability Review.

The review recognises that, since the re-creation of the Department in 2002, the leadership team has worked hard to provide stability and a new sense of direction. It also highlights that the Department has a strong evidence base and analytical capability.

Some of the Department's successes are outlined, including the award-winning THINK! road safety campaign and the introduction of Traffic Officers across the strategic road network.

The review also recognises the challenges facing DfT as it looks to the future and the Department today published its response, setting out its key priorities for moving forward. These are:

* Building strong and cohesive leadership

* Effectively delivering today's services and tomorrow's improvements

* Making the right strategic choices

* Sustaining and building capability.

Robert Devereux, DfT's Permanent Secretary, welcomed the report.

"We have come a long way since the Department was created in 2002," he said. "The Capability Review has shown the strengths of our department and set us a challenge to improve still further. We are committed to meeting that challenge."

Field Inspection Improved

According to Crisp, one of the most powerful OTS tools is the field data collector, which is a transportable tablet computer that enables inspectors to record inspection results electronically rather than on hardcopy forms. During an outfall inspection, as part of the assessment of whether an illicit discharge may be present or is suspected, field staff members make and record a number of measurements and observations about the outfall. Inspectors typically determine if any flow is present. If so, they record the flow characteristics, such as odor and color, and measure and record water quality parameters using field instruments. Other indicators of an illicit discharge are assessed, such as the presence of foam, staining, distressed vegetation, or deposits.

In addition, field observations confirm the size, material, shape, and other physical factors of the outfall. Field researchers use the tablet PC to record and then document the coordinates of the outfall using digital photos and sketches. After completing the field work, some geographic information may need to be converted to a consistent coordinate system, and the collected data will be uploaded to OTS and then to the main geodatabase.

With the mobile OTS field data collector, TxDOT staff members can enter all this information electronically via simple drop-down menus and point-and-click computer functions. Field staff also may view detailed maps and aerial photographs of the area being surveyed.

"Field survey efficiency is improved dramatically with the easy-to-use functions and the ability to see previously surveyed outfalls, landmarks, roads, streams, and other features in the field," Crisp says.

Partnership to Explore Breakthroughs in Concrete

Richard Livingston, an internationally recognized physical scientist at FHWA's Turner-Fairbanks Highway Research Center (TFHRC) in McLean, VA, actively pursues opportunities to harvest basic research knowledge from other fields and adapting those known scientific approaches to possible highway applications. In 1998, after attending an international conference on conservation science, Livingston was convinced that a proven analytical method known as nuclear resonance reaction analysis (NRRA) could be used to explore the effect of chemicals on the reaction between water and Portland cement, leading to revolutionary breakthroughs in concrete manipulation. Researchers hypothesize that adjusting concrete's setting time may facilitate its transport to construction sites, enhance the material's long-term strength, and possibly reduce the potential for cracking.

Livingston's insight led to a research partnership between FHWA, the University of Connecticut, and the Ruhr-Universität Bochum (Ruhr-University Bochum) in Germany. By measuring the cement hydration profile at the nanoscale (a minuscule scale where a nanometer is one-billionth of a meter), FHWA-funded research led to the development of more accurate models to predict the hydration process. A leading U.S. manufacturer of chemical admixtures for cement, seeing value in further development of this research, agreed to collaborate on the project. Officials from the National Science Foundation view this collaboration between industry, Government, and academia as a significant milestone in the research life cycle and recently approved a substantial grant to continue work on the project.

New rail franchise delivers big increase in capacity between major cities

An extra 40 carriages will run on the New Cross Country network following the award of the franchise to Arriva plc.

The additional coaches, and refurbishment of others, will provide 3000 more seats a day for passengers on the busiest parts of the network, which extends across Britain from Penzance to Aberdeen, from Cardiff to Stansted Aiport and from Manchester to Bournemouth.

Arriva plc has been awarded the contract to run the franchise from 11th November 2007 for eight years and four months. The DfT will pay it a subsidy of £1.056bn.

The new franchise combines most of the existing Cross Country franchise currently operated by Virgin Cross Country and some services currently operated by Central Trains.

Other benefits for passengers include:
* A new web-based ticketing system will be introduced from December 2009 which will allow customers to reserve seats up to 10 minutes before their train leaves, print tickets at home, receive and display tickets on mobile phones and receive customised journey information packs. The franchise will also accept smartcard tickets issued by other train companies;
* More trains to/from Stansted in the evening by extending some late Birmingham to Cambridge services to the airport
* Refurbished Class 170 coaches on Birmingham to Stansted and Cardiff to Nottingham services, including extra seats, and first class on all trains;
* Up to 25% more luggage storage space due to an internal refit of Voyager trains;
* Catering provided to customers at their seats, including hot meals in first class on weekdays;
* Wi-Fi access, which will be free in first class;
* More accessible staff on trains with at least three passing through long-distance trains to assist passengers, provide information and manage seat reservations;
* Extra help for passengers who need to change trains, especially at Birmingham New Street. Staff will be equipped with technology to give up to the minute information on train times and connections. There will be an information campaign to advise passengers of other stations where they can change more easily than at Birmingham New Street.
* Extra staff employed to help passengers during major timetable changes in December 2008.

Rail Minister Tom Harris said: "We have secured an excellent deal with Arriva. Not only are they delivering an even bigger increase in capacity than we asked for, they are doing it a year earlier than expected. I am especially pleased that the new franchisee will connect some of our biggest cities even more effectively. This will benefit both business and leisure travellers"

The Government will continue to limit annual rises of regulated fares in line with national policy, which is currently RPI+1%.

As with all franchises, unregulated fares will be the responsibility of the operator. Arriva have indicated that they may wish to raise unregulated fares by an average of 3.4% above inflation each year.

Ranked risk register, showing top five risks to project schedule.

Risk Rank Sum of Expected Delays to all

Affected Activities (Months) Risk Event

1 4.6 C4. System-wide construction staging issues

2 2.5 E9. Delay in PHM 125 approvals

3 1.9 C23. Other construction duration uncertainty (other than identified separately)

4 1.9 D4a. Uncertainty in structure design - municipal replacement structure

5 1.6 D3a. Uncertainty in structure design for one bridge replacement

The risk register is also a tool for monitoring projects from concept to final construction and adjusting expectations along the way. The closer the activity gets to completion, the more certain the management team will be about total costs. Such a risk analysis is an ideal complement to MTO's current Value Engineering and Risk Management processes.

Washington State's Department of Transportation (WSDOT) has pioneered this innovative approach using a procedure they call the Cost Estimate Validation Process (CEVP). WSDOT tried a new estimation technique after their Route 167 expansion experiences that started with a cost estimate of $150 million and ended ten years later at a cost of $972 million. "We knew we had to do something to develop better estimates earlier, and we had to figure out a way to talk about estimates with the public," said Jennifer Brown, a WSDOT program manager. By the end of 2003, ten large WSDOT transportation projects and over 100 smaller projects had been reviewed using CEVP.

WSDOT's use of probability-based (risk) methods to estimate infrastructure costs has generated considerable interest across North America, primarily for proactive financial and project management. MTO has recently applied this process to the planned widening of the QEW through St. Catharines and several projects in Windsor.

Lastly, by using the results of this process as a communication tool, public officials have been able to demonstrate that they have a process in place for managing public funds. Risk-based cost and schedule analysis allows for identifying, prioritizing and addressing problems before they become major issues, which is one of the best ways to reduce project disruption, cost over-runs, and delays. "WSDOT has performed an unprecedented public service with these latest cost estimates," wrote the Seattle Post-Intelligencer in an editorial in June 2002, "It is a much needed dose of fiscal reality."

Engineering the North Bay Expressway for Increased Safety and Reduced Delays

Identifying Values

Value engineering (VE) is an approach that MTO uses on selected transportation upgrade and expansion projects. VE combines creativity with a structured review process for highway facility planning and design. In fall 2004, MTO applied VE principles to Highway 11/17 in North Bay to help scope the preferred plan for improving the movement of provincial traffic on the existing bypass.

The North Bay bypass was originally constructed in 1953 as a two-lane facility. Numerous upgrades have been undertaken since the initial construction including additional lanes, traffic signals, and others to accommodate increased local and provincial traffic and improve its efficiency and safety.

However, it was recognized that this bypass would not be able to accommodate these needs in the long term. Therefore, during the late 1970s, an alternate expressway route for provincial traffic, with proposed local service connections, was "designated" after public consultation, consideration of various alternatives and acceptance by MTO and the City of North Bay.

Development pressures in recent years and changes to MTO design standards reignited the need to ensure that the property required for the future expressway route is protected. Northeastern Region staff recommended a VE project to re-examine the issues with the existing bypass, clearly identify operational problems, and confirm the proposed solution of constructing a different route through North Bay. A VE team was assembled with staff and experts from the private sector, the City of North Bay, and MTO. The VE team began its analysis of the bypass and the protected expressway route by outlining several issues associated with the existing bypass. Some concerns included: safety, performance expectations, commercial growth, increasing travel demands, and ongoing development pressure such as upcoming subdivision lots and new businesses. The team generated 92 ideas to address the issues, plus 23 alternatives and 11 design suggestions.

The VE team used Function Analysis System Technique (FAST) to improve the team's understanding of the project, and assist in the generation of project requirements. FAST is organized in chart form so the team, while asking the questions "How?" and "Why?", can identify required project functions. For Highway 11/17 in North Bay, the basic project functions identified were "reduce delay in traffic," and "increase safety." These were used to articulate more specific goals such as improvements to city transit and identifying truck routes. Project performance measures including public safety, environmental and property impacts were listed in the evaluation of the proposed alternatives. These performance measures will also be considered during the planning, design and construction of the new route. The VE team divided into two groups to develop and evaluate ideas and scenarios for construction. The proposals focused on specific components, which were then grouped into three broad areas: improving the existing bypass, constructing a new bypass, and relocating Highway 11 North. Alternative designs were developed within each group. The team then scored them according to performance.

The five alternatives developed and compared based on a performance/cost ratio included:

* Upgrade the existing bypass

* Construct a rural freeway on the expressway alignment

* Construct an urban freeway on the expressway alignment

* Relocate the Trout Lake Road Interchange to align with the expressway urban freeway alignment

* Build an urban freeway on the expressway alignment with the relocated Highway 11 North.

The workshop also generated several ideas for improving the performance of the North Bay bypass. The fifth alternative (an urban freeway on the dedicated expressway alignment with a relocated Highway 11 North) provides the highest performance/cost ratio, and was recommended by the team. The VE team also identified a total of $15M in cost savings from a total project value of approximately $77M, along with a high performance value for this project. Components include: constructing Single Point Urban Interchanges at Algonquin Avenue and Trout Lake Road, including a 6.8m median with a tall wall barrier, and relocating Highway 11 North to connect to Highway 17 West near College Drive.

The VE team also recommended dividing the project into four phases for further planning, design and construction. The planning, preliminary design and Environmental Assessment of Phase 1 are now under way.

East is at the heart of strategy for rail growth

Transport Secretary Ruth Kelly has announced extra capacity and improved reliability for rail passengers in the East of England.

The region will benefit from the £5.5bn Thameslink modernisation scheme, which will increase capacity from Bedford to London by up to 70% by 2011, and extend to Cambridge, Peterborough and King's Lynn by 2015. Prior to 2015 additional capacity will be provided on existing services.

Today's rail White Paper provides for an overall demand increase of 16% on routes operating in the East of England by 2014. Passengers on inter city trains will see performance improve to 92% of trains on time, and the worst delays reduced by 36%. Passengers travelling on commuter services will benefit from performance of 93% and a reduction in the worst delays of 36%.

These schemes are part of today's rail White Paper, Delivering a Sustainable Railway, which guarantees a railway that will expand to carry at least 180 million more passengers a year nationally.

The Transport Secretary announced that, across the country, capacity will increase to accommodate growth of more than 20 per cent in the next seven years, on a network which will be even safer and more reliable.

The strategy also allows for a doubling in capacity over 30 years through continual and rational growth of a rail network which is flexible enough to respond to changing passenger demand.

It must also be a railway which sharpens its environmental performance and thrives on new technology, the strategy makes clear.

Ms Kelly said:

"Our railway is flourishing and in this White Paper we show how we will grow and develop the network for decades to come.

"This strategy is aimed at delivering what passengers want - and so not only will there be more capacity and reliability on their trains but also more modern stations, simple and efficient ticketing, quality of service and value for money.

"Steady investment has given us a rail network which is in good shape for the first time in a generation and this means we can be ambitious for its future. It should be a railway which helps power economic growth and enhances the quality of our lives. We can't know precisely what our railway will look like in 30 years time but now we can be confident of making it bigger, stronger and more flexible."

Ms Kelly also announced that the Government will continue to limit fare increases under its control (including standard season tickets and savers) to no more than one per cent above inflation. A new simplified fares structure will introduce just four basic ticket types across the country, ticket retailing will be streamlined to reduce ticket office queues and station access and passenger information improved.

The Eastern region is also set to benefit from the creation of a £200m strategic freight network, and a number of stations in the region are expected to benefit from a £150m fund to refurbish and upgrade stations.

The Government formally submitted its spending plans (including the High Level Output Specification) today for approval by the Office of Rail Regulation.

Concrete Proof

In Ontario, concrete pavement design for heavily trafficked highways consists of doweled jointed plain concrete pavement (JPCP) over an open-graded drainage layer (OGDL) and granular base and sub-base. Epoxy coated, smooth, 456 x 32 mm steel dowel bars are placed at 300 mm centers across the transverse joints to provide load transfer. Longitudinal joints are tied with 15 x 760 mm tie bars spaced at 600 mm intervals.

In the past, the position and alignment of dowel bars within a concrete pavement was difficult to verify. MTO required that cut-outs 2m x full paver width be made to ensure that the placement and alignment of the dowel bars met contract requirements. This type of destructive verification was typically carried out only at the beginning of concrete placement and not repeated.

The Ministry of Transportation's Materials Engineering and Research Office has been performing an ongoing evaluation of the Magnetic Imaging Tomography (MIT) Scan-2 as a innovative non-destructive test for evaluating dowel bar alignment on concrete pavement contracts. This was facilitated through an equipment evaluation program established by the Federal Highways Association (FHWA), which loaned the MTO an MIT scan device in September – October 2006. The scan was used by MTO to train staff and to measure selected joints throughout southern Ontario on three concrete pavement highways.

The three highways evaluated were: Highway 417, Highway 404 and Highway 401. The pavement structure on Highway 417 consisted of 200 mm thick jointed plain concrete pavement (JPCP) with 456 x 32 mm dowel bars as load transfer devices. The dowel bars were inserted by a four-track slip form paver with a rear-mounted automatic dowel bar inserter (DBI). On Highway 404 the pavement consisted of 250 mm JPCP with 456 x 32 mm dowel bars. The dowel bars were placed using metal baskets secured to the granular base. Finally on Highway 401 the pavement structure consisted of 260 mm JPCP with 456 x 32 mm dowel bars. The dowel bars were inserted with a four-track paver with a centrally located dowel bar inserter.

A total of 8388 dowel bars were scanned over the three highways. After analyzing the recorded data with the post processing software MagnaProoftm many issues with poor dowel bar alignment such as: uncut transport ties, dowel bars intersecting tie bars and major side shift became evident, helping prove the usefulness and need for the MIT Scan-2 on all concrete pavement contracts. Actual use of the MIT scan and its post processing software has allowed the Ministry to conclude that the MIT Scan-2 can be used as a successful real time, non-destructive inspection tool. When used as Quality Control (QC) tool by the contractor, the MIT Scan-2 can help identify dowel bar alignment problems early in the paving operation and identifying reject able dowel bars for repair.

The next step in implementing the MIT Scan-2 as a routine inspection tool on concrete paving contracts will be to convince industry of its usefulness and the validity of this technology as a QC/Quality Assurance (QA) tool.

When concrete pavements are designed correctly and constructed to specification, 30 years or more of service can be expected. Using the MIT Scan-2 to insure that all dowel bars are aligned properly provides another inspection tool to insure the MTO obtains the maximum life expectancy from this asset. Ultimately this technology will help reduce future costly repairs and allow the Ministry to allocate funding to other areas of need. The Ministry is committed to this technology and will continue to evaluate the MIT Scan-2 to insure that it meets the ministry's needs.

Birmingham new street at the heart of strategy for rail growth

Transport Secretary Ruth Kelly has approved a £120 million grant for the development of Birmingham's New Street station and additional carriages will be provided in Birmingham to help relieve crowding.

The money will be used to dramatically improve access at the station and will increase the number of passengers it can handle by 50 per cent. It is anticipated that work will start in early 2009 and be completed by early 2015.

More will be invested in tackling key congestion pinch points in the West Midlands and these improvements will help increase capacity - up by 26 per cent on peak hour services into Birmingham.

The Government spending is included in today's rail White Paper, Delivering a Sustainable Railway, which guarantees a railway that will expand to carry at least 183 million more passengers a year.

The Transport Secretary announced that capacity will expand to accommodate growth of more than 20% in the next seven years, on a network which will be even safer and more reliable.

The strategy also allows for a doubling in capacity over 30 years through continual and rational growth of a rail network which is flexible enough to respond to changing passenger demand.

It must also be a railway which sharpens its environmental performance and thrives on new technology, the strategy makes clear.

Precise, costed plans for the near future include approval for the £5.5 billion Thameslink project, the major redevelopment of Birmingham New Street to improve passenger capacity and station environment and works at Reading stations to eliminate a major the bottlenecks on the network, and £200 million to start work on a strategic freight network.

Major cities around the country will benefit from extra capacity - with the Government delivering 1,300 extra carriages in the years to 2014 with associated platform lengthening, power supply upgrades and increased depot capacity. Up to £10 billion will be invested in growing capacity in this period.

Ms Kelly said:

"Our railway is flourishing and in this White Paper we show how we will grow and develop the network for decades to come.

"Passengers in the West Midlands want not only more capacity and reliability on their trains but also more modern stations, simple and efficient ticketing, quality of service and value for money. They're right to be so demanding and this strategy can deliver what they want - as our spending on Birmingham New Street shows.

"Steady investment has given us a rail network which is in good shape for the first time in a generation and this means we can be ambitious for its future. It should be a railway which helps power economic growth and enhances the quality of our lives. We can't know precisely what our railway will look like in 30 years time but now we can be confident of making it bigger, stronger and more flexible."

Ms Kelly also announced that the Government will continue to limit fare increases under its control (including standard season tickets and savers) to no more than one per cent above inflation. A new simplified fares structure will introduce just four basic ticket types across the country.

More than 150 stations will be refurbished and upgraded at a cost of £150 million. The list is likely to include Wolverhampton and Stratford-upon-Avon.

The Government formally submitted its spending plans (including the High Level Output Specification) today for approval by the Office of Rail Regulation.

Motorists to benefit from fairer parking enforcement

New powers to make parking enforcement more motorist-friendly and consistent are being introduced, Transport Minister Rosie Winterton announced today.

Regulations, laid in Parliament today, will give independent adjudicators more power, including the right to ask local authorities to scrap fines for motorists who have mitigating circumstances.

Further regulations, to be laid later this year, will introduce a number of improvements including lower penalties for less serious offences.

New guidance also requires local authorities use parking enforcement to improve road safety and cut congestion, not make money.

Rosie Winterton said:

"It is vital that we increase public confidence in parking enforcement by making it fairer. These new rules will make the system more transparent and consistent.

"There is a perception that motorists are often unfairly penalised by parking attendants who are only interested in issuing as many tickets as possible. We want to ensure the penalties they issue are fair and justified.

"At the same time it is important that motorists understand parking enforcement is crucial to ensuring traffic flows smoothly. Parking in the wrong place can and does cause traffic jams. It can also put other road users in danger."

The regulations will come into force next March to give local authorities time to prepare for the new system.

Investment delivering more capacity for the South West at the heart of strategy for rail growth

The South West is to benefit from greater rail capacity and more reliable services Transport Secretary Ruth Kelly announced today.

She approved £425m of funding to tackle one of the biggest bottlenecks on Britain's rail network by redeveloping the tracks and station at Reading, which will get four new platforms. This will allow more frequent and reliable services on key routes, including the Great Western Main Line.

The scheme is a key part of today's rail White Paper, Delivering a Sustainable Railway, which guarantees a railway that will expand to carry at least 180 million more passengers a year nationally.

Major improvements include 1,300 new carriages for the busiest trains across England and Wales. This will include extra carriages on services in the Bristol area.

The Transport Secretary announced that capacity will increase to accommodate growth of more than 20 per cent across the country in the next seven years, on a network which will be even safer and more reliable.

The strategy also allows for a potential doubling in capacity over 30 years through continual and rational growth of a rail network which is flexible enough to respond to changing passenger demand.

It must also be a railway which sharpens its environmental performance and thrives on new technology, the strategy makes clear.

The costed plans for the near future also include a £120m grant for the redevelopment of Birmingham New Street and £200 million to start work on a strategic freight network.

Ms Kelly said:

"Our railway is flourishing and in this White Paper we show how we will grow and develop the network for decades to come.

"Tackling the current bottleneck around Reading station is the key to unlocking greater capacity and reliability for passengers across the south west.

"This strategy is aimed at delivering what passengers want - and so not only will there be more capacity and reliability on their trains but also more modern stations, simple and efficient ticketing, quality of service and value for money.

"Steady investment has given us a rail network which is in good shape for the first time in a generation and this means we can be ambitious for its future. It should be a railway which helps power economic growth and enhances the quality of our lives. We can't know precisely what our railway will look like in 30 years time but now we can be confident of making it bigger, stronger and more flexible."

Ms Kelly also announced that the Government will continue to limit fare increases under its control (including standard season tickets and savers) to no more than one per cent above inflation. A new simplified fares structure will introduce just four basic ticket types across the country, ticket retailing will be streamlined to reduce ticket office queues and station access and passenger information improved. .

More than 150 stations will be refurbished and upgraded at a cost of £150 million. The list is likely to include Fleet and Twyford.

The Government formally submitted its spending plans (including the High Level Output Specification) today for approval by the Office of Rail Regulation.

Michigan DOT Celebrates Transportation Centennial Year

The Michigan Department of Transportation (MDOT) is celebrating 100 years of transportation. Governor Jennifer Granholm signed a Certificate of Proclamation on behalf of the citizens of Michigan proclaiming 2005 as Transportation Centennial Year. Michigan, home of Henry Ford and the Henry Ford Museum, and known for its automobile industry, has been the birthplace of transportation-related inventions such as the first painted center line, the first mile of concrete road, and the first electric traffic light.

MDOT, founded in 1905, has included the celebration on their Web site by posting links to many centennial events and people. MDOT Director Gloria J. Jeff's welcome article whets the reader's appetite to explore the site further.

Horatio "Good Roads" Earle was Michigan's first Highway Commissioner and is credited with arranging the first State-aided road built near Cass City in 1905. The first "practical" snow plow, and the building of concrete roads also happened in 1905. Prior to that, in 1901, Earle organized the American Road Makers, which was later named the American Road Builders Association. The Web site's homepage link under The People of MDOT takes the reader to the history of Cass City and the role Horatio Earle, who later became a State Senator and played a part in the building of good roads.

The Mackinac Bridge Photo Gallery and Michigan State Ferry Album take the reader on a visual cruise of Michigan's varied transportation system of bridges, waterways and highways, and the International Bridge Photos that connect Michigan to Canada. Other links explore Michigan's past in pictures. Just for Kids and the Teacher's Corner offer educational articles, such as Michigan's role in the Underground Railroad and the history of the auto industry, but also offer information on careers in transportation. 100 Facts & Firsts recounts events such as construction of the Port Huron Sarnia Tunnel, first underwater railroad tunnel built in 1891; the first Michigan road map with only three roads shown in 1826; and the Nation's first roadside picnic tables in 1929.

MDOT's celebration, funded with private donations, will continue all year and will include a Transportation Day at Lansing's Michigan Historical Center on May 14, 2005.

The Evolution of Mississippi Highways

In 1799, Mississippi Governor Winthrop Sargent signed a bill creating the First Road Act. When Mississippi became the 20th state in the Union on December 10, 1817, the roads were little more than meandering trails for the approximately 70,000 people who lived there. However, a bill passed that same year provided 5 percent of the net proceeds from the sale of public lands to be used for building roads and canals. From 1845 through 1860, the state became one of the nation's leading cotton producing areas. The need for better roads with more durable surfacing materials grew with the exporting of cotton.

Panola County in the northwestern part of the state built a charcoal road, which didn't last and was followed by the plank road that worked and was used for 50 years.

The first rules of the road were enacted in 1856. All carriage drivers were required to keep to the right and speed on bridges was not to exceed that of a fast walk. During this time period another law was enacted taxing landowners from one to five cents per acre, with the money to be used for road and bridge development.

All this progress was to be undone with the Civil War. Union forces destroyed the rail and land transportation system. After the destruction of the railroads, additional traffic filled the damaged roadways. Without funds, the transportation system, which had begun a century and a half earlier, was at a standstill until the turn of the century.

Map Mississippi counties

In 1900 the highways began a rapid expansion. Although there were 20 automobiles in the entire state, the numbers multiplied quickly. Dirt and gravel were no longer sufficient roadways.

Old Highway 45 in Lee County in the northeast part of the state became the first paved road in the South. The Lee County Board of Supervisors traveled to Michigan in 1914 to investigate their paved roads and found that they lasted longer and were more cost effective than gravel. After returning home to enthusiastically report their findings, they let a contract for 49 miles of "good roads" in July 1914. The Tupelo Daily Journal of November 15, 1915 reported that Lee County had one concrete road at a cost of $8,100 per mile.

During the 1920s, Horace Stansel was appointed as head of committee to investigate highway needs. The federal government had denied federal aid until changes were made. Stansel wrote the act that became the basis for the Mississippi State Highway Department.

The Federal-Aid Highway Act of 1921 was passed and the first gasoline tax of one cent per gallon was collected the following year. In 1922, the State Highway Commission authorized district engineers to maintain all federal-aid and state-aid projects. Work began with a $200 per mile budget and 100 new road machines.

In 1924, the Legislature gained the authority to designate highways and place them under control of the Commission, provided the road was constructed to state standards.

The early 1930s, although Depression years, demanded better highways. In 1936 the legislature took advantage of a federal act providing 55-45 matching funds and authorized $23 million to be spent on roads.

The Civil War devastation of the transportation system is long forgotten. Today Mississippi has approximately 73,000 miles of highway to serve its population of over 2.5 million. Two main interstates, I-55 and I-20 intersect in Jackson, the Capitol. Two other main interstates, I-10 and I-59, offer the gateway to other states. Some 20 railroads provide freight service, and passenger trains serve about 15 cities in the state. Mississippi also has two major seaports, and the Mississippi River connects the state with many inland states. These transportation modes help distribute the state's many industries-fishing, mining, manufacturing, agriculture, petroleum, construction, wholesale and retail trading and others. A far cry from the post-Civil War days, the Magnolia state is a prosperous place to live and work.

Road Statistics 2006: traffic, speeds and congestion

The Department for Transport has today published the statistical bulletin Road Statistics 2006: Traffic, Speeds and Congestion. This bulletin includes the first release of National Statistics on 2006 Road Traffic in Great Britain and the 2006 Urban-Areas Speed Survey. The bulletin also includes further information on Free-Flow Vehicle Speeds (first results were published in April), historic inter-urban speed survey results and experimental congestion statistics.

The bulletin provides a detailed breakdown of statistics related to traffic, speeds and congestion. Key results include:

Road Traffic in Great Britain

* Between 2005 and 2006, estimated traffic levels rose by 7 billion vehicle kilometres (1.4 per cent) to 506 billion vehicle kilometres. This is the first year that total estimated traffic in Great Britain has exceeded 500 billion vehicle kilometres.

* Car traffic (402.4 billion vehicle kilometres) accounted for 79 per cent of all motor vehicle traffic. Car traffic has increased by 1.3 per cent over the past year, 12 per cent since 1996 and 851 per cent since 1955.

* Light van traffic has shown the greatest growth in recent years, increasing by 39 per cent since 1996.

* Pedal cycle traffic was estimated to be 4.6 billion vehicle kilometres in 2006, an increase of 5 per cent from 2005.

* In 2006, 28 per cent of all traffic was on rural 'A' roads, 22 per cent was on urban minor roads, 20 per cent on motorways, 16 per cent on urban 'A' roads and 14 per cent on rural minor roads.

* Traffic on motorways has grown faster (27 per cent) over the last ten years than on any other road type. Urban 'A' roads have shown the slowest traffic growth since 1996, increasing by only 2 per cent over this time.

* Overall, traffic was higher on weekdays than at weekends; the highest level of traffic occurs on Friday and the lowest on Sunday.

Free Flow Vehicle Speeds in Great Britain

* The average free flow speed of cars in 2006 on 40 mph limit roads was 36 mph and on roads with a 30 mph limit the average speed was 30 mph.

* The percentage of vehicles that exceed the speed limit on 30 mph roads has fallen over the last 10 years. The proportion of cars exceeding the speed limit in 1996 was almost three quarters; in 2006 this figure had fallen to a half.

Congestion and Traffic Speeds on the Inter-Urban Road Network

* Average vehicle delay on the slowest 10% of journeys, used to measure the DfT PSA 1 target, has risen from 3.78 to 4.11 minutes per 10 miles between the baseline year (August 2004 - July 2005) and the latest year (May 2006 - April 2007), an increase of 8.7 per cent.

* This is equivalent to average journey time on the slowest 10% of journeys having risen from 13.4 to 13.7 minutes per 10 miles, an increase of 2.5 per cent.

* During the morning peak, the average vehicle delay on the slowest 10% of journeys generally declined as the week progressed. The opposite effect occurred for the evening peak.

* The highest evening peak delays on weekdays for the slowest 10% of journeys were experienced on Fridays. By 14:00 on Fridays, congestion is at about the same level as in the morning peak on Wednesdays.

Congestion and Traffic Speeds in English Urban Areas

* The average traffic speed across the major road network of the largest 18 urban areas in England, excluding London, in 2006 was 17.8 mph during the peak periods and 21.6 mph during off-peak periods.

* Like-for-like peak speed across all these areas in 2006 was virtually unchanged from 2004. Average off-peak speed fell from 25.2 mph in 2004 to 24.1 mph in 2006, a fall of 4 per cent.

* Of the 18 largest urban areas in England, excluding London, average peak speeds were lowest in Leicester, Bristol and Southampton. Off-peak speeds were also low in Leicester and Bristol, with Blackpool also having a relatively low average off-peak speed.

Spreading Equipment and Methods

MTO is committed to reducing the effects of salt on the environment. Our salt management plan ensures that salt is used efficiently and effectively, and requires all salt spreading trucks to be equipped with electronic salt management spreading controls. This technology helps to reduce waste and maximize the effectiveness of the materials used.

In addition to conventional salting, anti-icing is a strategy employed before a winter storm event to prevent black ice from forming and snow from bonding to the pavement surface. This is accomplished by applying winter road maintenance liquids directly to the road surface before the frost / black ice and winter storm. These liquids are also added to granular salt, to help it stick to the pavement and activate more quickly. This reduces the quantity needed and minimizes the impact on the environment.

The ministrys specifications for winter road maintenance liquids require them to be less corrosive than traditional road salt. Inhibitors added to the liquids reduce the corrosive effects on the vehicles and highway infrastructure that come into contact with them. This ministry is conducting field tests to determine the effectiveness of the corrosion reducing agents under field conditions.

Texas Detection Control System

MTO is currently undertaking a pilot project to test a new detection control system to improve the safety of rural high speed signalized intersections and reduce the incidence of red light infractions. Current advanced warning systems have not effectively addressed vehicles just entering or within the dilemma zone when the traffic light turns to amber, resulting in high-speed trucks running the red light. With participation from the Texas Transportation Institute (TTI), MTO installed the Texas Detection Control System (TDCS) at intersections in Northwest Region and Eastern Region in an effort to address these concerns and evaluate the effectiveness of this unique technology.

Interrelated detection-control system diagram

Operational and safety concerns were identified at rural high-speed signalized intersections in Ontario. The ministry utilizes Advanced Warning Flashers to provide advanced information on the state of the traffic signals ahead to approaching drivers. Additional detection systems such as Long Distance Detection and Double Long Distance Detection system, which provide increased dilemma zone protection have not deterred red light running. Furthermore, existing detection systems would terminate the signal without regard to the number or type of vehicles approaching or within the dilemma zone.

TTI developed an Intelligent Detection Control System that enhanced MTOs Double Long Distance Detection System. The TDCS monitors cars and trucks approaching rural high-speed signalized intersections and determines the optimal time to end the signal phase. The system is able to classify a vehicle as it approaches a signalized intersection and determines the vehicles speed, the occupied lane and the vehicle type.

Continuous communication is held between the detection-control system components (Figure 1). The vehicle detection system detects vehicles speed, classification, and location via speed trap loops located in advance of the dilemma zone and sends a signal to an industrial computer running the algorithms which in turn communicates to the signal controller. The system is able to predict a dilemma zone for each vehicle approaching the intersection and predict whether the vehicle will proceed or be able to stop safely at the intersection, adjusting the signal display times accordingly. Customized software and hardware in the signal controller cabinet (Figure 2) will either end the green light before the driver enters the dilemma zone or hold green the green light to allow drivers to clear the dilemma zone before turning red. The system will not end a green signal with trucks in the dilemma zone but will relax to allow one car within the dilemma zone.

Previous field trials by TTI and Texas DOT found the TDCS reduced general red light violation by 53% and reduced truck red light violations a further 80%. In spring 2006, MTO trial-tested the system at locations that would significantly benefit safety and operations. The TDCS was installed on Highway 17 at Round Lake Road and Doran Road in Pembroke (Eastern Region) and Highway 11/17 at Oliver Road in Thunder bay (Northwestern Region). Dr. Karl Zimmerman of the TTI together with regional representatives from MTO participated in the installation. The study undertaking the evaluation of the detection system was awarded to Lake Head University under the Highway Infrastructure Innovation Funding Program (HIIFP). A final report is expected for August 2007 on the results of the Ontario in-field evaluation. Look to upcoming issues of Road Talk for comprehensive coverage.

Think! switch off before you drive off

A new THINK! campaign to highlight the dangers of using a mobile phone when driving was launched today by Road Safety Minister Jim Fitzpatrick.

The £1.5m campaign, featuring a new radio advert as well as the hard-hitting television advert launched last year, will remind drivers to switch off before getting behind the wheel. It is timed to coincide with the first anniversary of the introduction of tougher penalties for using a mobile phone when driving.

Jim Fitzpatrick said:

"Talking on a mobile phone when driving is distracting and affects your ability to react to dangerous situations, making you four times more likely to have a crash.

"That is why we increased the penalty for illegally using a mobile when driving to three penalty points and a £60 fine. Our latest research shows the message is getting through to drivers but some people are still needlessly risking their own lives and putting others in danger for the sake of a phone call. I urge all drivers to switch off or go to voicemail before they drive off."

Recent research showed a 40% reduction in the number of car drivers seen using hand-held mobiles at the wheel between September 2006 and August 2007. Just 1% of car drivers were observed using a hand-held mobile while driving, compared with 1.7% in 2006.

Countermeasures for Changes Affecting Older Pedestrians

Some of the same declines in musculoskeletal and physical function that affect older drivers necessarily affect them as pedestrians too. For example, common hip and leg impairments such as arthritis can limit walking comfort and distance. Loss of limb strength, flexibility, sensitivity or range of motion, and reduced ability to rotate the head and neck all can make walking more challenging or impossible. Because walking is one of the most recommended ways for older adults to maintain health and prevent injury, the roadway infrastructure should help increase, rather than discourage, walking.

Just as roadways can be improved for older drivers, so may the infrastructure be enhanced for older pedestrians. According to 2004 NHTSA data on pedestrian safety, adult walkers over age 70 had the highest fatality rate of any pedestrians. Intersection improvements in particular are important because older pedestrians are overrepresented in intersection fatalities.

Many older adults walk more slowly than the MUTCD recommendation of 1.2 meters (4 feet) per second used for timing "flashing don't walk" signals. Slower walking speeds should be used to set traffic signal times in areas where a number of older adults are likely to be walking. The current MUTCD recommendation is based on the walking speeds of average, healthy adults, but the MUTCD allows for slower walking speeds where necessary. A walking speed of 0.9 meters (3 feet) per second covers nearly all walkers, including the elderly and people with disabilities.

Declines in the working memory capacity of older people can affect memory of critical navigation information provided in signs. This change can be addressed in part through redundant street signs. Here, an older man is being tested by an Iowa driver licensing official.

The National Committee on Uniform Traffic Control Devices has reviewed research on this matter and has recently recommended to the FHWA that the MUTCD guidance be revised to use a more refined process for determining pedestrian signal timing, using slower walking speeds. Such changes may be proposed in the formal rulemaking process leading to the next edition of the MUTCD.

Leading pedestrian intervals, which allow pedestrians at a crosswalk to start crossing before the light turns green for vehicles driving in the same direction, are also a good practice. The increased lead times improve pedestrian visibility in the crosswalk because they will have entered it before vehicles are allowed to make turns. Giving all pedestrians a headstart may be advantageous for older drivers as well, making it easier for them to see the pedestrians.

Countdown pedestrian signals can be another useful measure. They may reduce older pedestrians' worry about getting trapped in the road when the traffic light turns green.

Physical changes to the roadway environment can be helpful as well. Median refuges do what their name implies—they provide a safe midpoint for slower pedestrians who may not be able to complete a crossing in one cycle. In short, the transportation community has a number of tools at its disposal to help older pedestrians, and pedestrians in general, cross roads more safely and comfortably.

Many pedestrian-related infrastructure improvements will benefit everyone, including walkers of all abilities and wheelchair users. And many measures that enhance accessibility, per the Americans with Disabilities Act (ADA) and United States Access Board recommendations, often benefit older pedestrians as well. In fact, adding curb ramps, reduced cross slope, and clearing the sidewalk of obstructions are ADA design guidelines that probably improve conditions for all pedestrians.

"One of the first things municipalities need to do is to make sure that sidewalks are installed where they do not yet exist, and that all sidewalks are wide enough, unbroken, level, and not too close to high-speed roadway traffic," says John LaPlante, P.E., P.T.O.E., vice president and chief transportation planning engineer for T.Y. Lin International. "But there is a bit of a catch-22 that some measures which make it easier for the elderly to drive may increase traffic overall, making walking even less feasible for them in many areas," he adds. "One retrofit that might strike a balance between both needs is squaring corners off, or decreasing turning radii, which encourages all drivers to slow to make turns, and decreases crossing distances for pedestrians."

Arthritis and joint replacements may limit walking comfort for older pedestrians. Reducing the MUTCD design standard for signal timing to 0.9 meters (3 feet) per second can help older pedestrians cross safely. Here, a police officer halts motorists to allow time for an older woman to cross an intersection.

U.S. COAST GUARD AND MARITIME PROGRAMS

Recreational Boating Safety Program

The purpose of this program is to assist the states and U.S. Territories with programs to protect recreational boaters. Eligible projects include facilities, equipment, and supplies for boating safety education and law enforcement, training personnel in skills related to boating safety and enforcement, providing public boating safety education, acquiring, constructing or repairing public access sites used primarily by recreational boaters, conducting boating safety inspections, establishing and maintaining emergency or search and rescue facilities, and establishing and maintaining waterway markers. There are a number of state eligibility requirements, such as the requirement to have a vessel numbering system.

Marine Transportation System

The Marine Transportation System, or MTS, consists of waterways, ports and intermodal landside connections which allow the various modes of transportation to move people and goods to, from, and on the water. In 1998, the U.S. Coast Guard, the U.S. Maritime Administration, the U.S. Army Corps of Engineers, the National Oceanic and Atmospheric Administration, the Environmental Protection Agency and nine other federal agencies agreed to expand the coordination of their efforts for furthering the goals and needs of the Marine Transportation System. The MTS process provides a way to bring all parties together to develop one voice for water transportation.

Five States Receive $66 Million for Improved Seatbelt Use

Georgia, Nevada, Pennsylvania, Utah and West Virginia Receive Grants

Georgia, Nevada, Pennsylvania, Utah and West Virginia together received $66 million in federal grants for achieving seatbelt use rates above 85 percent in 2006 and 2007, U.S. Deputy Transportation Secretary Thomas J. Barrett announced today.

Of the funds awarded, Georgia will receive $20.7 million; Nevada, $5.5 million; Pennsylvania, $28.6 million; Utah, $6.1 million; and West Virginia, $5 million.

“Through their efforts in raising seatbelt use among their residents, these states have proven that simply buckling up can save countless lives,” said Barrett. “There is much work yet to do, but America’s roads are safer when more people wear their seatbelts.”

The states are the first to receive Safety Belt Performance Grant funding from the National Highway Traffic Safety Administration (NHTSA) for reaching seatbelt use rates of 85 percent or above for two consecutive years.

Each state must use at least $1 million of the funds awarded for behavioral highway safety activities, such as alcohol countermeasures, occupant protection, and pedestrian, bicycle and motorcycle safety.

The grants announced today are FY 2008 incentive grants authorized under the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU) to encourage the enactment and enforcement of seatbelt laws and seatbelt use.

According to U.S. DOT figures, seatbelts save approximately 15,000 lives across the nation each year. Data suggest that every percentage increase in seatbelt use saves nearly 270 lives.

RURAL HOUSING SERVICE

USDA Rural Development’s Rural Housing Service provides direct loans, guaranteed loans, and grants for community facilities. Certain public transportation facilities may qualify for these funds. Some past examples include:

* Airport Hanger

* Airport

* Bridge

* City Airport

* Municipal & County Garage

* Off street Parking

* Sidewalks

* Street Improvements

* Infrastructure for Industrial Park

* Railroad

* Town Bus Service/Equipment

* Marina

* Municipal Dock

* Special Transportation Equipment

Other types of public transportation facilities may also qualify.

Background and Introduction

Much of the progress that has been made in impaired driving in the last decade or more has been facilitated by lessons learned from other countries. For example, the United States drew valuable lessons regarding deterrence from analyzing the results of the British Road Safety Act of 1967. Similarly, we have learned about alcohol policy and serious enforcement and penalties from some of the Scandinavian countries. The Australian experience with random breath testing has influenced some of our own enforcement efforts. It is therefore both timely and appropriate for the National Highway Traffic Safety Administration to sponsor a systematic effort to gather information about impaired driving laws from countries around the world. The intent of this effort is to contribute to our understanding of impaired driving countermeasures and of how the current situation in the United States compares to other countries. The parameters of the report are described below.

Testing takes place on slip roads

The Highways Agency is advising drivers using motorways in Cheshire and Greater Manchester to be aware that tests on new signal systems will be taking place on motorway slip roads over the next two months.

The signals control the entry of vehicles from slip roads onto main motorway carriageways. They have been installed elsewhere across the region's motorway network but six new sites are currently being tested on the M56, M6 and M62.

Although the new systems at motorway junctions are not yet 'live' drivers will be expected to treat them as active and respond accordingly during the testing period - i.e. to stop when they display red signals. This will help the assessment and testing of the systems.

Income Tax Calculations

(1) For the purpose of this Regulation, the income tax payable by a person under the Income Tax Act (Canada) and the Income Tax Act (Ontario) shall be determined having regard to only the following deductions and tax credits that apply to the person under those Acts:

1. Alimony and maintenance payments deduction.

2. Basic personal tax credit.

3. Married person’s tax credit or equivalent to married tax credit.

4. Age tax credit.

5. Disability tax credit.

6. Employment insurance premium tax credit.

7. Canada Pension Plan tax credit.

8. Quebec Pension Plan tax credit. O. Reg. 403/96, s. 63 (1).

(2) If a determination of the income tax payable by a person under the Income Tax Act (Canada) and the Income Tax Act (Ontario) is necessary to determine the amount of a benefit under this Regulation, the applicant for the benefit shall provide the insurer with such information as is reasonably necessary to enable the insurer to make the determination. O. Reg. 462/96, s. 11.

(3) Failure to comply with subsection (2) does not relieve the insurer from any time limit established by this Regulation for the payment of the benefit, but the insurer shall determine the amount of the benefit on the basis of its best estimate of the income tax payable by the person under the Income Tax Act (Canada) and the Income Tax Act (Ontario), subject to later adjustment of the amount of the benefit when subsection (2) is complied with. O. Reg. 403/96, s. 63 (3).

Treatment and Rehabilitation

(1) An insured person entitled to an income replacement; non-earner or caregiver benefit shall obtain such treatment and participate in such rehabilitation as is reasonable, available and necessary to,

(a) permit the insured person to engage in employment that satisfies the criteria set out in subsection (2), in the case of an insured person entitled to an income replacement benefit; or

(b) Shorten the period during which the benefit is payable, in any other case. O. Reg. 403/96, s. 55 (1).

(2) The criteria referred to in clause (1) (a) are:

1. The insured person,

i. is able and qualified to perform the essential tasks of the employment, or

ii. Would be able and qualified to perform the essential tasks of the employment if the insured person obtained treatment and participated in rehabilitation that is reasonable, available and necessary to permit the person to engage in the employment.

2. The employment exists in the area in which the insured person lives.

3. It would be reasonable to expect the insured person to engage in the employment having regard to the possibility of deterioration in the insured person’s impairment and to the insured person’s personal and vocational characteristics. O. Reg. 403/96, s. 55 (2).

(3) Subsection (1) does not apply if compliance with subsection (1) would be detrimental to the insured person’s treatment or recovery. O. Reg. 403/96, s. 55 (3).

(4) If an insured person does not comply with subsection (1), the insurer may notify the insured person that the insurer intends to stop payment of the benefit in accordance with subsection (5). O. Reg. 281/03, s. 28.

(5) If at least 10 business days have elapsed after a notice was given under subsection (4) and the insured person has not complied with subsection (1), the insurer may stop payment of the benefit. O. Reg. 281/03, s. 28; O. Reg. 546/05, s. 26.

(6) Section 37 does not apply in respect of a stoppage of benefits, or proposed stoppage of benefits, under this section. O. Reg. 281/03, s. 28.

(7) If, after the stoppage of benefits under subsection (5), the insured person subsequently complies with subsection (1), the insurer shall resume payment of the benefit in respect of periods after the insured person complied. O. Reg. 281/03, s. 28.

East Midlands Traffic Officers back new Highways Agency fit to tow DVD

To raise awareness of the safety risks involved when towing a caravan or trailer and the importance of ensuring you are towing safely, the Highways Agency has today launched its new safety DVD, Fit to Tow, presented by Carol Smillie.

Incidents involving vehicles towing caravans or trailers accounted for 43 fatalities and 1400 injuries on England's roads in 2006 (latest annual statistics). In the East Midlands alone, on-road traffic officers and their colleagues in the control room have dealt with 647 incidents involving towing during 2007.

The new DVD, developed by the Highways Agency, features practical demonstrations on how to correctly attach your trailer or caravan, how to maintain it and what to check for to ensure it is safe to tow before you go.

Advice on how to prepare your trailer or caravan safely for a journey, speed limits, licensing, break down recovery and how to plan your journey also feature.

Presenter, Carol Smillie, said:

"I was amazed when I discovered just how many towing-related incidents occurred on England's roads and how many fatalities and injuries resulted from them, not to mention the disruption they can cause.

"I was really pleased when the Highways Agency approached me to present this helpful DVD. I fully support this initiative and I would advise anyone who tows to follow the simple, practical checks and advice included in the film to ensure you are Fit to Tow."

Len Short, Events Manager, The Caravan Club, said:

"The Caravan Club represents over a million caravanners, motor caravanners and trailer tenters and we are very pleased to support this new DVD which highlights the importance of advocating best practice for towing which is of paramount importance to The Caravan Club. The Club does all it can to ensure members are safe and confident whilst on the road, one of the key ways we achieve this is by providing training courses which are regularly attended by over 2,000 participants each year."

The Agency launched the Fit to Tow DVD at the The National Boat, Caravan & Outdoor Show 2008 at the NEC, and will be providing copies of the DVD to its key stakeholders, including The Caravan Club and British Horse Society.

Mrs Sheila Hardy, Senior Executive Safety, The British Horse Society, also welcomed the Fit to Tow messages:

"The British Horse Society is delighted that the Highways Agency has taken this opportunity to highlight the need for all drivers to be 'Fit to Tow'. Above all they have emphasised the need for drivers to appreciate that in order to tow most trailers, they need to take further training and another test. Working in partnership with the British Horse Society has offered additional emphasis to a message that they have been giving for the past 10 years, to all who tow horse trailers - you need to have a B+E licence to do so. We hope through this initiative, the message will be spread to all drivers."

Roger Wright, Highways Agency Technical Adviser, said:

"In the lead up to the holiday season, we are again urging road users not to take their caravan, trailer or horse trailer out on the road without a proper maintenance check, especially if it has been left standing for most of the year. With a simple once-over before you set off, you could avoid breaking down and delaying not only your journey but other road users as well.

"With proper preparation, a lot of inconvenience can be avoided. Our advice to all drivers is to also make sure you have the proper cover with your recovery service. "

When incidents do occur on the Highways Agency network of England's motorways and major A roads, they often result in lanes being closed for extended period of time while vehicles and trailers are recovered and debris is cleared from the carriageway.

Having a live animal on board can also complicate matters when dealing with a broken down or damaged vehicle Horses are easily spooked and there is the risk that animals could jump over the central reservation into moving traffic on the opposite carriageway posing a serious risk to motorists. For safety reasons, it is sometimes necessary to close whole motorways while horses are sedated and transferred into alternative trailers.

Highways Agency Traffic Officers deal with many towing-related incidents and support the police in dealing with them. As well as this, our Traffic Officers frequently come across drivers towing trailers without sufficient cover for breakdown and recovery.

Despite any other provision of this Regulation

(1) Despite any other provision of this Regulation, if a benefit that would otherwise be payable by an insurer is payable in respect of an expense for goods or services specified in a Guideline issued for the purposes of this section, an insurer to whom the Guideline applies shall not pay the benefit unless an invoice for the expense, in the form approved by the Superintendent and including all of the information required by the form,

(a) is delivered to the insurer, if neither of paragraph 2 or 3 of subsection 68 (3.2) applies; or

(b) is deemed to be received by the insurer under subsection 68 (3.3) or (3.4), if paragraph 2 or 3 of subsection 68 (3.2) applies. O. Reg. 533/06, s. 12.

(2) An insurer shall not waive the submission of an invoice for goods or services to which subsection (1) applies. O. Reg. 533/06, s. 12.

(3) If a Guideline issued for the purposes of subsection 68 (3.2) specifies that invoices are to be delivered to a central processing agency on behalf of insurers to whom the Guideline applies, every such insurer that receives an invoice that complies with subsection (1) shall report the following to the central processing agency in the manner and within the time required by the Guideline:

1. The date or dates on which the goods or services referred to in the invoice were delivered or rendered.

2. The names, addresses and professional college registration numbers, if applicable, of each provider of goods or services referred to in the invoice.

3. Particulars of the goods or services referred to in the invoice.

4. Particulars of the injury or injuries in respect of which the goods or services were delivered or rendered.

5. The amount, if any, paid in respect of the goods or services referred to in the invoice by any person other than the insurer.

6. The amount paid by the insurer in respect of the invoice.

7. The amount paid by the insurer in respect of each separately described component of the invoice.

8. The date on which a decision was made on payment or other disposition of the invoice.

9. Any other disposition of the invoice.

10. The information referred to in subsection 32 (2.1).

11. Such additional information as may be specified in the Guideline, if the invoice is in respect of expenses described in a notice given by the insurer under subsection 37.3 (1) or 38.1 (1). O. Reg. 533/06, s. 12.

Attendant Care Benefits

(1) An application for attendant care benefits for an insured person must be in the form of an assessment of attendant care needs for the insured person that is prepared and submitted to the insurer by a member of a health profession who is authorized by law to treat the person’s impairment. O. Reg. 546/05, s. 17.

(2) Within 10 business days after receiving the assessment of attendant care needs, the insurer shall give the insured person a notice that,

(a) advises the insured person which, if any, expenses described in the assessment of attendant care needs the insurer agrees to pay; and

(b) advises the insured person that the insurer requires the insured person to be examined under section 42, if the insurer has not agreed to pay all expenses described in the assessment of attendant care needs. O. Reg. 546/05, s. 17.

(3) An insurer may, but is not required to, pay an expense incurred before an assessment of attendant needs that complies with subsection (1) is submitted to the insurer. O. Reg. 546/05, s. 17.

(4) The insurer shall begin payment of attendant care benefits within 10 business days after receiving the assessment of attendant care needs and, pending receipt by the insurer of the report of any examination under section 42 required by the insurer, shall calculate the amount of the benefits based on the assessment of attendant care needs. O. Reg. 546/05, s. 17.

(5) If an insurer wants to determine if an insured person is still entitled to attendant care benefits, wants to determine if the benefits are being paid in the appropriate amount or wants to determine both, the insurer shall give the person a notice requesting that a new assessment of attendant care needs for the insured person that complies with subsection (1) be submitted to the insurer within 10 business days after the insured person receives the notice. O. Reg. 546/05, s. 17.

(6) Subject to subsection (10), a notice under subsection (5) may also advise the insured person that the insurer requires the insured person to be examined under section 42. O. Reg. 546/05, s. 17.

(7) Subject to subsection (10), new assessments of attendant care needs may be submitted to an insurer at any time there are changes that would affect the amount of the benefits. O. Reg. 546/05, s. 17.

(8) If a new assessment of attendant care needs indicates that it is appropriate to increase the amount of the attendant care benefits and the insurer has not already advised the insured person that the insurer requires the insured person to be examined under section 42, the insurer may give a notice to the insured person advising that the insurer requires the insured person to be examined under section 42. O. Reg. 546/05, s. 17.

(9) If a new assessment of attendant care needs is required under subsection (5) or the insurer requires an examination under section 42, the insurer shall, subject to section 18, continue to pay the insured person attendant care benefits at the same rate until the insurer receives the assessment of attendant care needs or the report of the examination, as applicable. O. Reg. 546/05, s. 17.

(10) If more than 104 weeks have elapsed since the accident, the insurer shall not require the insured person to be examined under section 42 to determine the insured person’s entitlement to attendant care benefits and the insured person shall not submit nor be required to submit an assessment of attendant care needs to the insurer unless,

(a) the insured person is or may be entitled under section 18 to receive attendant care benefits more than 104 weeks after the accident; and

(b) at least 52 weeks have elapsed since the last examination under section 42. O. Reg. 546/05, s. 17.

(11) Within five business days after receiving the report of an examination under section 42, the insurer shall give a copy of the report and the insurer’s determination with respect to the benefit to the insured person and to the member of the health profession who prepared the assessment of attendant care needs. O. Reg. 546/05, s. 17.

(12) The insurer’s determination shall specify the benefits and expenses the insurer agrees to pay, the benefits and expenses the insurer refuses to pay and the reasons for the insurer’s decision. O. Reg. 546/05, s. 17.

(13) If an insured person fails or refuses to comply with subsection 42 (10), the insurer may,

(a) make a determination that the insured person is not entitled to attendant care benefits; and

(b) refuse to pay attendant care benefits relating to the period after the person failed or refused to comply with subsection 42 (10) and before the insured person submits to the examination and provides the material required by subsection 42 (10). O. Reg. 546/05, s. 17.

(14) If an insured person subsequently complies with subsection 42 (10), the insurer shall,

(a) reconsider the application and make a determination under this section;

(b) subject to the new determination, resume payment of attendant care benefits; and

(c) pay all amounts, if any, that were withheld during the period of non-compliance, if the insured person provides not later than the 10th business day after the failure or refusal to comply, or as soon as practicable after that day, a reasonable explanation for not complying with subsection 42 (10). O. Reg. 546/05, s. 17.

(15) If an insurer determines that an insured person is not entitled, by reason of section 18, to attendant care benefits for expenses incurred more than 104 weeks after the accident, the insurer shall give the insured person a notice of its determination, with reasons, not less than 10 business days before the last payment of attendant care benefits. O. Reg. 546/05, s. 17.

(16) An assessment of attendant care needs under this section in respect of accidents occurring on or after March 31, 2008 shall be in the form of and contain the information required in the “Assessment of Attendant Care Needs” dated March 1, 2008 and available on the website for the Financial Services Commission of Ontario. O. Reg. 63/08, s. 1.

(16.1) Revoked: O. Reg. 63/08, s. 1.

(17) An assessment of attendant care needs under this section in respect of accidents occurring on or after February 1, 2007 but before March 31, 2008 shall be in the form of and contain the information required in the “Assessment of Attendant Care Needs” dated December 31, 2006 and available on the website for the Financial Services Commission of Ontario. O. Reg. 63/08, s. 1.

(18) An assessment of attendant care needs under this section in respect of accidents occurring on or after March 1, 2006 but before February 1, 2007 shall be in the form of and contain the information required in the “Assessment of Attendant Care Needs” dated December 31, 2005, as it read on March 1, 2006 and available on the website for the Financial Services Commission of Ontario. O. Reg. 63/08, s. 1.

(19) An assessment of attendant care needs under this section in respect of accidents occurring before March 1, 2006 shall be in Form 1, as it read on February 28, 2006 and available on the website for the Financial Services Commission of Ontario. O. Reg. 63/08, s. 1.