Ladyman gives go ahead for new A14 safety scheme

A £32m scheme to improve safety on the A14 between Haughley New Street and Stowmarket, Suffolk has today been given the go-ahead by Transport Minister Dr Stephen Ladyman.

The scheme will provide a new 2.3 mile two lane dual carriageway stretch of the A14 between Haughley New Street and Stowmarket.

The new road will also provide a new two-level junction to give safer access to the A14 from the villages of Haughley, Haughley New Street and Harleston. The majority of the work will be carried out away from the existing A14 carriageway to minimise disruption to motorists.

Dr Ladyman said:

"This new stretch of the A14 will improve safety and provide people in Haughley, Haughley New Street and Harleston with better access to the A14 - it's good news for local people.

"The scheme will also provide safe crossing points for pedestrians, cyclists and horse riders and will be carefully landscaped to minimise the environmental impact of the scheme."

The work on the improvements is expected to start in early summer 2007 and construction will take approximately 19 months.

MTO's "Reverse Co-op"

As our province grows and strives to develop a safe and efficient transportation system, investments in human and capital resources are needed to explore new ideas, address existing concerns, and chart innovative ground in the transportation field. Recognizing this need, two years ago MTO signed a partnership agreement with the University of Waterloo to participate in UW's Centre for Pavement and Transportation Technology (CPATT) with in-kind support. As part of the in-kind contribution, Joseph Ponniah, Senior Pavement Research Engineer from MTO joined the University of Waterloo in 2003, as manager, liaison and research professor. As part of his "reverse co-op placement" Joseph acts as a liaison person between MTO and Waterloo, represents MTO's interests at the Center and works with the other partners to provide knowledge base and new products and technology for building better highways.

Two years after his arrival at CPATT, Ponniah is currently conducting research in a variety of exciting transportation technology areas. For example, right now Ponniah is researching the development of seismic-wave based non-destructive test methods of evaluating asphalt pavement. In addition, he is researching the impacts on pavements due to vehicle weight dimensions reforms. Furthermore, Ponniah is also researching the development of an adhesion test for evaluating tack coat, as well as the validation of the perpetual pavement design concept.

When asked about the benefits of his "reverse co-op" at CPATT. Ponniah said, "By becoming a partner of CPATT, MTO sends a message that innovation and excellence is not simply expected, but encouraged. As well it demonstrates MTO's strong commitment to support research for developing innovative solutions to address complex transportation issues in Ontario."

Department for Transport proposes further changes to cycling rules in the Highway Code

The Department for Transport is proposing further changes to the cycling elements of the revised Highway Code laid before Parliament on 28 March 2007.

The changes put forward are in order to clarify advice in the Code on the use of cycle facilities and cycle lanes. They take account of further representations from and discussions with, the cycling organisation CTC.

The proposal is to amend draft rules 61 and 63 of the Highway Code so that they would read as follows:

* 61 Cycle Facilities. Use cycle routes, advanced stop lines, cycle boxes and toucan crossings unless at the time it is unsafe to do so. Use of these facilities is not compulsory and will depend on your experience and skills, but they can make your journey safer.

* 63 Cycle Lanes. These are marked by a white line (which may be broken) along the carriageway (see Rule 140). When using a cycle lane, keep within the lane when practicable. When leaving a cycle lane check before pulling out that it is safe to do so and signal your intention clearly to other road users. Use of these facilities is not compulsory and will depend on your experience and skills, but they can make your journey safer.

The Department's priority is to introduce a Highway Code that all road users, including cyclists, can feel confident referring to as a source of road safety advice and information on the law. We are confident the changes will help do this and promote safety, understanding and co-operation between all road users.

Road traffic in Great Britain - Q1 2007

The Department for Transport has today published National Statistics on Traffic in Great Britain, including analysis by vehicle type and road class, for the first quarter of 2007.

These provisional figures indicate that estimated traffic levels rose by 1.2 per cent between Q1 2006 and Q1 2007. Other key results, comparing the provisional Q1 2007 estimates with the provisional estimates for the same quarter one year earlier (Q1 2006) include:


* Car traffic rose by 1 per cent

* Light van traffic rose by 4 per cent

* Goods vehicle traffic fell by 2 per cent

* Traffic on motorways was virtually unchanged

* Traffic on Rural A roads and Minor Rural roads both increased by 2 per cent

* Traffic on Urban A roads fell by 2 per cent and traffic on Minor Urban roads rose by 3 per cent

Moving Forward with EFM

Design for the EFM deployment test began in January 2006, and FHWA expects to begin building out the design by the fall of 2006. Deployment is expected to start in January 2007 and will be completed by the summer of 2007. An independent evaluation conducted in parallel with the test will be completed by the summer of 2007. Pending the results of this test, supply chains involving other modes, for example, truck-rail and truck-ship, also could be included in future deployment tests.

First, however, it is critical that EFM concepts and best practices reach airfreight stakeholders in order to realize maximum benefits and to continue on without direct Government collaboration. "Without a doubt, the success of the project is measured by the Government's ability to facilitate the adoption of EFM best practices and the airfreight industry's implementation of them," says Tony Furst, director of FHWA's Office of Freight Management and Operations.

FHWA officials believe that it is critical to collaborate with industry to move toward the goal of adopting EFM concepts and best practices, even before the test is concluded and the results are in. Waiting to publish measured benefits before discussing why market leaders should already be involved in the test may unnecessarily delay adoption for other industries. Therefore, in parallel to the EFM test, FHWA's Office of Freight Management and Operations is developing a phased marketing plan to promote adoption of EFM candidate best practices.

Critical to this marketing plan is raising awareness within segments of the industry that may have an interest in adopting EFM concepts and best practices to allow them sufficient time to prepare business plans and organize partners. Another FHWA goal is to facilitate adoption of best practices and to guide implementation. FHWA will gauge interest based on the awareness campaign and the number of companies signing up for guidance. If the interest is positive, which would indicate the potential for significant market penetration, then the next deployment test would involve maritime and rail interests. This collaboration between government and industry could then signify a sea change in how intermodal freight is handled domestically and globally in the future.

Making the most of trust ports

The Department for Transport has today published a report on potential reform in the trust port sector in England and Wales. The report was prepared for the Department by independent consultants Pricewaterhouse Coopers (PwC).

The report was commissioned to help the Department understand how the potential of trust ports can be fully exploited and to recommend ways in which they can improve their accountability and financial performance.

In a Parliamentary Written Statement, Shipping Minister Stephen Ladyman highlighted the report's key findings. They include the following:
* the trust model retains a legitimate role within a mixed ports sector;
* larger trust ports operate on a sound commercial basis but their financial performance sometimes falls short of the private sector;
* trust ports should do more to identify and account for use of their profits - what the report terms their 'stakeholder dividend';

Dr Ladyman said:
"The study represents a valuable contribution to the debate on the trust port sector. The Government will bring forward new guidance for trust ports in England and Wales later this year, following further discussion with the industry based on these recommendations."

The Web of Union

A year after launching the conservation initiative, President Johnson announced in his State of the Union Address in January 1966 that a U.S. Department of Transportation was needed. With 35 government agencies spending $5 billion a year on transportation, he said, the "present structure makes it almost impossible to serve either the growing demands of this great Nation or the needs of the industry, or the right of the taxpayer to full efficiency and frugality."

On March 2, President Johnson submitted legislation to Congress. "In a Nation that spans a continent," he wrote in an accompanying message, "transportation is the web of union." The "tenuous skein of rough trails and primitive roads" of the Nation's early years had become "a powerful network on which the prosperity and convenience of our society depend." He urged creation of a U.S. Department of Transportation (USDOT) "to serve the growing demands of this great Nation, to satisfy the needs of our expanding industry, and to fulfill the right of our taxpayers to maximum efficiency and frugality in Government operations."

BPR would be part of the new Department, but the Housing and Home Finance Agency, which administered the Urban Mass Transportation Act of 1964, would remain in the Department of Housing and Urban Development (HUD), its home since September 1965. The President said that after creation of USDOT, he would ask the new Secretary of Transportation to work with the HUD Secretary to submit proposals on "a unified Federal approach to urban problems."

President Johnson signed the U.S. Department of Transportation Act in October 1966 before about 200 guests at the White House. The new law brought together 31 agencies and bureaus; BPR had by far the largest budget, $4.4 billion, in a Department with a total budget of $6.6 billion. "In large measure," the President said, " America's history is a history of her transportation." Although the transportation system "is the greatest in the world," he added, "we must face facts. It is no longer adequate." He described his vision that "a day will come in America, when people and freight will move through this land of ours speedily, efficiently, safely, and dependably."

The President selected Alan S. Boyd to serve as the first Transportation Secretary. A 44-year-old lawyer, Boyd had been general counsel of the Florida Turnpike Authority and chairman of the Florida Railroad and Public Utilities Commission before President Eisenhower appointed him to serve on the Civil Aeronautics Board. Boyd became chairman of the board in 1961 and was appointed Under Secretary of Commerce in 1965. President and Mrs. Johnson watched on January 16, 1967, as Boyd took the oath of office as Transportation Secretary in the East Room of the White House. The President explained that Boyd would "coordinate a national transportation policy for this great land of ours...and give the kind of results that the American people would like to point to with pride."

SAFETEA-LU Favors Industry-Wide Institutional Change

In 2003 many of the provisions included in the House and Senate versions of the transportation reauthorization bill pointed toward the need for a more comprehensive approach to fostering an industry-wide workforce. Indeed, some workforce concerns raised by leaders in the transportation industry had been resonating with legislators since 1998 when they debated the previous law, the Transportation Equity Act for the 21st Century (TEA-21).

Signed into law in August 2005, SAFETEA-LU authorizes Federal surface transportation programs for highways, highway safety, and transit for fiscal years (FY) 2005-2009. SAFETEA-LU provides more than $26 million annually for training and education programs, with $4.75 million for new programs for fiscal years 2006-2009. SAFETEA-LU also allows State DOTs to fund training and education through five core programs: the Surface Transportation Program (STP), Bridge Program, Interstate Maintenance Program (IM), National Highway System Program (NHS), and Congestion Mitigation and Air Quality Improvement Program (CMAQ). States are not required to provide matching funds; workforce development activities can be funded with 100-percent Federal funds.

Section 5204e of SAFETEA-LU provision funding is discretionary, meaning that States can commit a portion of federally allocated core program funds to workforce development. The amount committed, however, will reduce the State's funds available for capital projects. But some States regard investing in workforce development as necessary to the success of effective capital programs and their overall transportation missions.

Section 5204(e)(3) of SAFETEA-LU defines workforce development as "activities associated with surface transportation career awareness, student transportation career preparation, and training and professional development for surface transportation workers, including activities for women and minorities."

SAFETEA-LU efforts also focus on recruiting qualified workers at various technical and professional levels throughout their careers and fostering a work environment that provides professional development and training opportunities throughout each employee's career.

The SAFETEA-LU language builds on ideas developed at the 2002 workforce summit: looking at workforce development as (1) a continuum designed to help students perceive transportation as an important and rewarding career, (2) activities to prepare students for careers in transportation through college and postgraduate programs, (3) and an ongoing effort for current employees to continue to develop their knowledge and skills as transportation professionals. Various SAFETEA-LU provisions focus on the continuum concept by funding programs to increase awareness of transportation career opportunities in elementary and middle schools, refine skills development in secondary schools and colleges, and support technical training to meet continuing professional development needs throughout an employee's transportation career.

The law also expands the focus of the following programs to enhance transportation workforce development:

Garrett A. Morgan Technology and Transportation Futures Program, SAFETEA-LU Sec. 5204(d). USDOT established this program in 1997 to generate awareness of transportation careers in elementary and secondary schools, but current provisions fund it for the first time at $1.25 million annually for FY 2006-2009. The curriculum will complement existing efforts in the private sector, including the AASHTO Transportation and Civil Engineering (TRAC) and the Associated General Contractors' Build Up! Programs.

University Transportation Centers Program (UTC), Sec. 5401. SAFETEA-LU expands the UTC program from participation at 33 universities to 60 institutions and provides a stronger connection to national research needs and transportation education. Provisions also require each UTC to establish an education program that includes multidisciplinary coursework and 5 to 10 degree programs closely related to highways and public transportation.

SAFETEA-LU also establishes new initiatives:

Transportation Education Development Pilot Program, Sec. 5204(f). SAFETEA-LU provides funds to establish a pilot program to develop training and educational curricula for all workers involved in delivering highway programs. Funding can support development of university and community college curricula for individuals coming into transportation and for current transportation employees with management, technical, and vocational job responsibilities.

Transportation Scholarship Opportunities Program, Sec. 5505. This new scholarship program authorizes Federal DOT operating administrations and nongovernmental institutions to establish scholarships and mentoring programs with nongovernmental institutions. The program is entirely discretionary, and no funding is provided; however, the framework enables the transportation industry to develop a more comprehensive scholarship program.

SAFETEA-LU also continues support for FHWA's core training and professional development programs, including the National Highway Institute, LTAP, and the Dwight David Eisenhower Transportation Fellowship Program.

Making the most of trust ports

The Department for Transport has today published a report on potential reform in the trust port sector in England and Wales. The report was prepared for the Department by independent consultants Pricewaterhouse Coopers (PwC).

The report was commissioned to help the Department understand how the potential of trust ports can be fully exploited and to recommend ways in which they can improve their accountability and financial performance.

In a Parliamentary Written Statement, Shipping Minister Stephen Ladyman highlighted the report's key findings. They include the following:
* the trust model retains a legitimate role within a mixed ports sector;
* larger trust ports operate on a sound commercial basis but their financial performance sometimes falls short of the private sector;
* trust ports should do more to identify and account for use of their profits - what the report terms their 'stakeholder dividend';

Dr Ladyman said:
"The study represents a valuable contribution to the debate on the trust port sector. The Government will bring forward new guidance for trust ports in England and Wales later this year, following further discussion with the industry based on these recommendations."

North Carolina's U.S. Highway 52

From 1926 to 1929, when the United States Highways were designated with numbers, U.S. Route 52 in North Carolina was not one of them. Highway 52 is a two-lane mountain road entering the state at a 3,000-foot elevation from the north at the mountainous Fancy Gap, Virginia. Route 52 later becomes a four-lane roadway where it flows into the more level terrain from Andy Griffith's Mount Airy to Winston-Salem.

In 1948, Route 52 was officially named a U.S. Highway. Odd-numbered highways usually run east and west and although Highway 52 sports many twists and turns, it is designated as a north/south route in North Carolina. As it curves to the east/west in other states it is named as an east/west route.

At Mount Airy, Interstate 77 Southbound continues due south while Highway 52 curves slightly to the east to Winston-Salem. For motorists traveling to points east on Interstate 40 from Winston-Salem, exiting at Mount Airy provides a shortcut, although travel-time through downtown Mount Airy is slowed by traffic lights. Now, however, the recently constructed Corridor 74 connects to Highway 52, bypassing Mount Airy altogether. This saves travelers 20 to 30 minutes as they avoid traffic signals, traffic and other factors that slow city traffic flow.

From a mountain two-lane road north of Mount Airy to the meandering four-lane that offers spectacular views of Pilot Mountain rising 1,400 feet above the wide-open, Piedmont countryside U.S. 52 offers a safe, convenient and scenic drive for motorists.

PREMIER SEEKS CHINESE INVESTMENT IN THE SMART STATE

Beijing: A new agreement will promote greater cooperation between China and Queensland on resource development, and further opens the door for Chinese investment in Queensland’s infrastructure.

Premier of Queensland, Anna Bligh met with Mr Chen Yuan, Governor of the China Development Bank, and signed a Memorandum of Understanding (MOU) aimed at enhancing trade relations and development in Queensland and China.

Ms Bligh is on the first day of a twelve day trade mission to China, Japan and India.

“The aim of this agreement is to enhance cooperation with the China Development Bank to kick-start major development projects in the areas of infrastructure, energy and mineral industries,” Ms Bligh said.

“By facilitating greater Chinese investment in Queensland resource projects, this MOU will help to aid the Queensland Government’s delivery of major initiatives such as the Northern Economic Triangle.

“This blueprint aims to raise the regional and international profile and output of Queensland’s northern region between Mount Isa, Bowen and Townsville by providing better infrastructure and access to significant minerals resources and mineral processing operations.

“One of the China Development Bank’s key functions is financing investment projects deemed important for China’s continued development.

“As a potential financier for the Aurukun Bauxite Project, and other future developments by major Chinese companies in Queensland, the China Development Bank benefits through this collaborative relationship with the Queensland Government.”

The China Development Bank is an institutional shareholder of CHALCO (4.76%). CHALCO entered into a Development Agreement with the Queensland Government for the A$3 billion Aurukun Bauxite Project in March 2007, potentially the largest single investment ever made in Queensland.

As the Governor of the China Development Bank, Mr Chen is recognised as one of the most influential business leaders in Asia and has expressed a strong interest in working with the Queensland Government to encourage Chinese companies to participate in infrastructure and resource projects in Queensland.

Easy and Secure Access

All TxDOT employees who perform regulatory compliance duties will have access to OTS through the Internet using standard Web browsers such as Microsoft Internet Explorer. Various levels of secure access are granted to ensure data integrity and restrict editing, viewing, and copying rights. Distributed access across the organization means more rapid retrieval of needed information. It also means that TxDOT can delegate compliance duties to a broader array of staff using the tool.

In his office, a TxDOT employee using a desktop computer is looking at a map of Texas generated using the OTS application.

"With OTS being a Web-based system, we were particularly concerned about security," Lelle says. "For instance, we voiced concerns that the source code could be vulnerable to SQL [structured query language] injection. Effective communication between the Information Systems Division and the contracting staff resolved that concern."

SQL, both a programming language and a specific database used by TxDOT, can be vulnerable to hackers. When protections are not in place, a user or hacker might enter programming commands to delete or modify otherwise secure information.

The current version of OTS allows data editing only with proper login credentials. An updated version, now under development, will add comprehensive data change tracking and reporting. This improvement will facilitate the automatic collection, storage, and retrieval of edited information, including the date of the change, the person making the change, the old record, the new record, and the reason for the change. These features will further enhance storm water compliance and ensure a high level of data integrity.

The Evolution of Advanced Research

By Ariam Asmerom and TaMara McCrae

FHWA outlines its plan to pursue the next generation of high-risk, high-payoff technologies and innovations to solve critical highway challenges.

One FHWA-sponsored advanced research project involved installing fiber-optic sensors along steel rebar in a beam. The sensor systems can be used on "smart" bridges to detect damage and count traffic.

One FHWA-sponsored advanced research project involved installing fiber-optic sensors along steel rebar in a beam. The sensor systems can be used on "smart" bridges to detect damage and count traffic. Photo: Rola Idriss, New Mexico State University

Fully automated highway systems, super concretes and smart aggregates with embedded sensors able to nondestructively diagnose problems, and self-healing pavements—are these the future of transportation? No one knows for sure, but as Benjamin Franklin once said, "An investment in knowledge pays the best interest." And history has shown that investments in advanced research have led to significant breakthroughs including space travel, nuclear energy, and the Internet.

The Safe, Accountable, Flexible, and Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU) authorized a substantial increase in Federal spending on "exploratory advanced research," in the amount of $14 million per year. With this support, the Federal Highway Administration (FHWA) has embarked on a path to greater investment in high-risk, high-payoff research, aiming for breakthroughs with the potential to change surface transportation as the world knows it.

Tough new powers will tackle disruption caused by digging up the road

New powers which enable councils to cut the congestion and disruption caused by roadworks have been introduced, Transport Minister Rosie Winterton announced today.

The regulations, laid in Parliament today, will enable local authorities to minimise the impact roadworks have on motorists, pedestrians, businesses and local residents.

And from early next year councils will be able to use additional powers to impose conditions and co-ordinate all roadworks.

Rosie Winterton said:

"There's nothing more annoying than a road being dug up time after time in the same place, or seeing work taking place at the most inconvenient times for road users. Of course, companies like gas or water suppliers need to carry out repairs and improvements but it should be possible to co-ordinate their work better, and do it when the road isn't so busy.

"These regulations enable local authorities to minimise the level of disruption to the public - for example, councils will be able to co-ordinate work by two separate companies and prevent work being carried out during the busy rush hour.

"We want councils and utility companies to work together to reduce disruption. These regulations will help authorities plan ahead, ensure the works don't take longer than necessary and give new powers to allow them to issue fines where necessary."

Developing Software for Automated Display of Pavement Temperatures

How Cold Is That Pavement?

MTO is working on minimizing its use of road salt while continuing to keep roads safe for winter driving. In recent years, MTO has implemented innovative techniques such as combining rock salt with pre-wetting liquids to ensure the salt adheres to the pavement, and adjusting application rates more precisely to differing temperature and snow conditions.

These winter maintenance methods are most effective when road managers receive accurate and timely information about pavement temperatures, since that data enables them to select the appropriate salt application rate for that given area. Obtaining information regarding pavement temperature unique to each region is beneficial since weather and temperature conditions vary with time of day and location along a route.

Screen capture of the web-base mapping program

MTO is developing software to improve maintenance operations that will automatically display pavement temperatures on a web-based mapping program. The system can be used to make decisions on whether to adjust salt application rates, and if so, by how much.

The AVL system, mounted on patrollers' trucks, retrieves pavement temperature readings that were measured by infrared thermometers. The pavement temperature information is relayed to a central computer every few seconds by a GPS-based cellular communication link. The temperature data is then recreated on a map that is accessible by the road manager. Pavement temperature ranges are plotted in different colours along the route, making it easy to observe where salting rates could be adjusted, or alternate de-icing materials selected, based on the temperature range observed.

In the graphic, the weather and ground conditions (pavement temperature) of the highways were obtained by the AVL system on the patroller's vehicle, and displayed on the web-based mapping program. The green section in the display indicates roadway temperatures above +2°C, which is a condition where salt is not needed. The highway sections in blue indicate temperatures in the +2°C to -2°C range where, depending on the other road and weather conditions, an application of road salt could be considered.

The automated display of pavement temperature will provide the necessary information regarding road and weather conditions. This innovative AVL technology will greatly aid MTO in improving their winter maintenance systems and decrease the amount of road salt applications on highways, resulting in both cost and environmental savings.

The "Value" of Partnerships

Since the mid-1990s, the Ministry of Transportation (MTO) has been using Value Engineering (VE) to ensure that the Ontario taxpayer receives best "value" on capital projects, as well as for process and standards development. Good value is achieved when the required performance can be accurately defined and delivered at the lowest life cycle cost. The systematic approach of a VE study allows team members to communicate effectively across specialist boundaries thereby ensuring that all team members can understand different perspectives, while fostering innovation and creativity.

Value Engineering is a systematic and function-based process, carried out by a carefully selected team of specialists. The VE team follows a structured process, with the overall goal of helping team members communicate across boundaries, understand different perspectives, innovate, and analyze.

The Planning and Design Section of Eastern Region (ER) arranged for a VE study to be performed for a section of Highway 17 twinning near the Town of Arnprior. Highway 17 is the major east-west highway linking Ottawa with communities along the Ottawa River. As traffic volumes on this route were growing, MTO embarked on converting the existing two-lane highway into a fully controlled access freeway to improve the efficiency and safety of the route. The project planning for this work had been completed several years earlier and the detail design had just commenced. Although MTO had an approved plan under the Environmental Assessment Act, the region recognized that several years had elapsed since its completion and that several changes had occurred in the Arnprior area that could affect the design. Since the design schedule was quite aggressive, ER recognized that it was imperative to involve key local stakeholders on the VE team so that their concerns and input could be directly communicated and appreciated by the VE team.

Traditionally, stakeholders have been invited to participate at the outset of a VE workshop, and then attend later in the process to hear the study results. If the stakeholders do not agree with the proposed alternatives flowing from the VE study, it may be necessary to revisit the study's recommendations to reach agreement. While this is appropriate for studies with generous schedules, it does not work well for projects with more pressing deadlines.

The construction of the Highway 17 twinning project required several access roads to be realigned/constructed, which would impact directly on Arnprior Aerospace's lands (known as Boeing Canada at the time of the VE study) located on the south side of the new highway. In addition, the construction would create changes in travel patterns both temporarily during the construction and permanently after construction. Furthermore, the new travel patterns would have a significant impact on Arnprior Aerospace's employees accessing the plant to go to work, as well as impacting the mobility of the local residents. To better address these issues, MTO invited Arnprior Aerospace and the Town of Arnprior to join the VE team as full-time participants. Both parties readily agreed to take part in the VE study.

Over the course of the study, the team identified key issues for both the Town of Arnprior and Arnprior Aerospace, and as a result generated ideas to address these issues by revising the proposed service road layout and construction staging. Since both the Town of Arnprior and Arnprior Aerospace were involved in the generation, development and evaluation of the solutions, all parties supported the post-workshop presentation to the stakeholders. By involving the stakeholders as full partners in the process from the beginning, the VE team prevented the design schedule from being adversely impacted because the stakeholders concerns were addressed from the outset, instead having to taken into consideration later and delaying the progression of the project.

The VE study was lead by Totten Sims Hubicki Associates (TSH) on behalf of the design consultant McCormick Rankin Corporation (MRC). Over a three and a half day period, the VE team was able to identify a total of $2.4M of cost savings out of a total project value of about $50M, while maintaining the performance of the project. Some of the key changes to the project plan included avoiding Arnprior Aerospace's property to accommodate the company's future growth plans; and combining two proposed detours into a single detour, thereby minimizing the number of conflict points (including Arnprior Aerospace's property) on the existing highway while improving safety. Furthermore, the overpass at Baskin Drive was lengthened to maintain flexibility for pedestrian and cyclist crossings. In addition, the construction of several low volume ramps at the County Road 29 interchange was deferred, thus providing a significant reduction in initial construction costs without reducing the function of the project.

This study reaffirmed that the VE process allows MTO to provide the highest quality projects that consistently provide the best value for the taxpayer. The inclusion of key stakeholders on the VE team ensures that their issues are heard, understood, and accommodated in a way that provides the highest value solution for all parties.

Thameslink £5.5bn project at the heart of strategy for rail growth

Transport Secretary Ruth Kelly has approved the £5.5bn Thameslink modernisation programme.

The project will deliver a dramatic increase in capacity, with 12-carriage trains running through central London at a frequency of 24 trains an hour by 2015. The first phase of improvements will be delivered before the Olympics, with trains through central London lengthened to 12 carriages and running 16 times an hour by 2011.

Other major improvements include 900 new carriages with associated platform lengthening, power supply upgrades and increased depot capacity for the busiest routes in London and the South East, and £425 million capacity works at Reading station to tackle one of the network's biggest bottlenecks and provide four new platforms.

These schemes represent key elements 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.

The Transport Secretary announced that 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.

The costed plans for the near future also include a £120m allocated for the redevelopment of Birmingham New Street 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 a total of 1,300 extra carriages in the years to 2014. More than £9 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.

"With more than two-thirds of rail journeys starting or ending in London, it is vital we deliver for the region's passengers - 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. People are right to be so demanding and this strategy can deliver what passengers want.

"The modernisation of the Thameslink route is a landmark project for passengers in the London and the South East. It will help relieve overcrowding on one of Britain's most congested routes, and open up new opportunities for passengers to and through London.

"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, station access improved 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 Barking, Dartford, East Grinstead, 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.

Pre-fabs to span Ontario bridge construction

MTO, in partnership with an Ontario contractor - Leo Alarie and Sons Limited, successfully used prefabricated bridge technology to save time and money. Pre-cast full roadway depth/width concrete slabs were used for the Passe-à-Fontaine Bridge approximately 20 km northwest of the Town of Hearst. Savings from adopting the proposal reached nearly $30,000.

Crossing the French Creek at the Hanlan Narrows, the original bridge was a 36.5 meter single-span Bailey bridge. To avoid in-water construction and disruption of a sensitive pickerel habitat, the new bridge abutments were constructed within the existing bridge approach and a Retained Soil System (RSS) wall.

The tendered design for the replacement bridge was a single lane, single-span steel girder bridge and featured an exposed concrete deck and semi-integral abutments founded directly on bedrock. The contractor’s change proposal for a precast full roadway depth/width deck with a foundation on bored mini piles embedded in the bedrock was approved by MTO after a comprehensive review.

During construction the existing Bailey bridge and substructure were removed, the road grade was raised to provide structural, navigational and hydraulic clearances, and a new temporary single-lane structure was installed. The full roadway depth/width panels were fabricated and transported on flat bed trailers without the need for oversized load permits. A Cat 970 Loader placed the panels on steel girders and, once sheer bolts were installed, cast-in-place closure strips were poured. Overall quality is improved when concrete is placed in a controlled environment, under optimal conditions and under strict quality assurance standards. Using this prefab system cut six months from the construction schedule and with further industry experience is expected to have even greater efficiencies.

"We're glad to see a contractor proposing innovative methods to reduce on-site construction time," says Alain Beaulieu, coordinator for MTO's Prefabricated Bridge Systems Implementation Team. "This technology can reduce on-site construction time, resulting in reduced worker exposure to live traffic." MTO has since included prefabricated bridge technology in several projects to promote industry knowledge and experience.

Department for Transport delivers more funding to support freight

The Department for Transport has today announced funding grants of more than £20m to support freight transport in the UK. The awards, from three separate funding programmes, combine to improve the freight infrastructure of the country and reduce the amount of freight transported by road.

£18.5m of funding is being awarded to enhance the Gospel Oak to Barking line in London. The enhancement, funded from the Transport Innovation Fund, will enable the line to transport more goods from key ports in the south east. The upgrade will also allow the line to be used as an alternative route for freight trains during upcoming maintenance works on the North London Line.

A further £2.1m in grants has been awarded to five freight infrastructure projects through the Freight Facilities Grant (FFG) scheme. The funding, awarded to three different companies, will upgrade facilities at Tolworth goods yard, Brierley Hill, Southampton Docks, Barry Docks and the Port of Heysham. Collectively, the projects will remove 39 million lorry km from Britain's roads over the next ten years.

The Department has also provisionally awarded just over £350,000 for this financial year as part of the Rail Environmental benefits Procurement Scheme (REPS). This funding, for carrying freight by rail that would otherwise be carried by roads, will help remove almost 28,000 lorry journeys from the UK road network. This is in addition to £44m of new REPS grants announced in June this year.

Transport Minister Tom Harris said:

"These awards underline the Department's commitment to improving the freight network in this country. This year alone, the DfT has announced more than £65m to support freight, by upgrading the infrastructure and subsidising greener ways of transporting freight.

"This funding will help to make a significant contribution to reducing road congestion, carbon and environmental emissions. In this way everyone wins."

Best on co2 car rankings go live

Car buyers will be able to find the most environmentally friendly vehicles for their needs from today, as Transport Minister Jim Fitzpatrick launched the Department for Transport's 'Best on CO2' car rankings.

The rankings system - compiled in association with What Car? magazine - is the latest part of the Department's ACT ON CO2 campaign to help tackle climate change.


Jim Fitzpatrick said:

"Climate change affects everyone and everyone can make a contribution to tackling it. By choosing the car with the most fuel efficient engine in its class, drivers could reduce their engine CO2 emissions by 24 per cent and potentially save a quarter on fuel costs. So the message is simple - the car you choose can help reduce your impact on the environment, and help save money."

Steve Fowler, Editor of What Car? said:

"These car rankings are exactly what consumers need to make an informed choice about the type of car to buy in order to minimise their fuel consumption, save money and help tackle climate change. Car buyers are making increasingly difficult choices about the cars they buy and these rankings will help them to include environmental factors when making that vital decision."

The Best on CO2 rankings were developed using emissions data from the Vehicle Certification Agency, the DfT Agency responsible for conducting the official tests to determine CO2 emissions from cars.

The 14 car categories were developed by What Car? magazine, based partly on groupings used by the motor industry to classify cars and partly on their expertise following extensive reader research about perceptions of the market.

The Best on CO2 car categories are:
Supermini, Small family, Family, Estate, MPV, Compact Executive, Executive, Coupe, Open-top, Hot hatch, Compact 4x4, Large 4x4, Luxury, Performance Car.

Increased capacity for Welsh rail passengers as part of strategy for rail growth

Transport Secretary Ruth Kelly has announced extra capacity for Welsh rail passengers, including more than 20% extra capacity into Cardiff at the busiest peak times by 2014.

Cardiff and Swansea will also benefit from improved reliability and capacity on services to London, thanks to a £425m project at Reading to tackle one of the biggest bottlenecks on Britain's rail network.

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

The Transport Secretary announced that capacity will increase to cope with 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 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.

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 Department for Transport 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, station access and passenger information improved.

More than 150 stations will be refurbished and upgraded at a cost of £150 million, and the list is likely to include Swansea station.

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

The Lincoln Highway

Many of the baby boomer generation and those who came later may have never heard of the Lincoln Highway unless they have had occasion to travel it. However, it was America's first transcontinental highway reaching from New York to California.

In 1912 the definition of a "good" road was one that was graded. Most gravel and brick roads were found in the cities, leaving open roadways, in the pre-asphalt and concrete era, much to be desired.

America boasted 2.5 million miles of roads, but most roads were dirt and didn't connect. These dirt roads were bumpy and dusty in dry weather and impassable in wet. Travel by train was easier when going from one town to another.

Carl Fisher was a man who turned dreams into reality. In 1909 on 328 acres of farmland Fisher, with the financial assistance from three others, created the Indianapolis Motor Speedway. He paved it with brick in 1911 and thus the Indianapolis 500 was born. He turned a swamp into one of the greatest beach resorts in the United States-Miami Beach, Florida. In 1912, Carl Fisher had the vision of a transcontinental highway that he would call the Coast-to-Coast Rock Highway. About 1902, the American Automobile Association suggested such a road but Fisher had a plan of financing and continuous improvements. With the help of Frank Seiberling, president of Goodyear and Henry Joy, president of the Packard Motor Car Company, his dream was realized. The road, completed by 1915, was named the Lincoln Highway after President Abraham Lincoln.

Between 1915 and 1925, America went from having one named highway to having a confusing system of named highways. Painted colored bands on telephone poles marked these highways. Sometimes, several named highways shared a route so it was not unusual to see an entire pole striped in various colors.

In March 1925, the American Association of State Highway Officials (AASHO) started planning a federal highway system. Major east-west routes would be numbered in multiples of ten, from U.S. 10 across the north to U.S. 90 across the south. The major north-south routes would end in 1 or 5, from U.S. 1 between Maine and Florida to U.S. 101 between Washington and California. The Lincoln Highway was then broken up into U.S. 1, U.S. 30, U.S. 530, U.S. 40 and U.S. 50. The Lincoln Highway Association was created in 1913 to promote the Lincoln Highway using private and corporate donations. The public responded favorably, and many other named roads across the country followed.

Americans' enthusiasm for good roads led to the involvement of the federal government in building roads and the creation of numbered U.S. routes in the 1920s. The Federal Highway Administration and the Interstate Highway System are the culmination of these efforts.

Currently Congressman Mike Oxley of Ohio is a co-sponsor of the Lincoln Highway Study Act of 2000 to evaluate the highway's historic significance and explore options for its preservation. See the link below for Public Law 106-563 106th Congress. http://www.lincoln-highway-museum.org/Study/Study-Index.html

California's Desert Highway S-2

County Highway S-2 is a desert road in south-central California with a fascinating history. Beginning at California Highway 79 near Warner Springs, the road leads south through the Anza-Borrego Desert in the Anza-Borrego Desert State Park. Known as the San Felipe Road, it is also known as Sweeny Pass, Imperial Highway and Great Overland Stage Route of 1849. The winding S-2 passes through Box Canyon and leads to the community of Ocotillo at Highway 8.

Alongside the roadway the soft desert sand, rocks, ruts, and cacti provide a glimpse into the past and the difficulties that plagued wagon wheels and horses hooves. Highway S-2 dates back to the late 1700s when, as a dusty trail, the Spanish used it. In 1826 it was Mexican mail route.

Mark Twain

Famous people also used the trail, including Kit Carson and General Stephen Kearny, who led the Army of the West to war with Mexico. Mark Twain also rode the trail in a mail coach with his brother Orion, and wrote about it in his book Roughing It (1872). In 1861, his brother had been elected Secretary of the Nevada Territory and they left St. Joseph, Missouri, for the trip west. Passengers were allowed only 25 pounds of luggage with the coach carrying 2,700 pounds of mail. Travel by stagecoach, with the exchange for fresh horses at various stops along the way, provided a fairly quick journey for its day.

However, travel without pavement was a rough ride. In Twain’s descriptive and amusing writings that rough ride comes to life. He describes the coach as a "swinging and swaying cage" and "an imposing cradle on wheels." He continues, "When we flew down one bank and scrambled up the other, our party inside got mixed up. First we would all lie down in a pile at the forward end of the stage, nearly in a sitting posture, and in a second we would shoot to the other end and stand on our heads . . .The pistols and coins soon settled to the bottom, but the pipes, pipe-stems, tobacco and canteens clattered and floundered. . . spilling tobacco in our eyes, and water down our backs."

The trail became a road when the steep walls of Box Canyon blocked the Mormon Battalion, the only religious "unit" in American military history serving from July 1846 to July 1847 during the Mexican War. Using the hand tools they had with them they cut a passage large enough to let their wagons through. Thus, the first road into the interior of Southern California was created and became known as the Southern Emigrant Trail. In the 1850s, Gold Rush miners and numerous others, including the Butterfield Overland Mail, traveled through Box Canyon. And finally, modernization reached the desert-the road was first paved in 1929.

In 1930, Marshal South, artist and also author of western books and a regular column, "Desert Refuge" for Desert Magazine, moved with his poet wife, Tanya, to Ghost Mountain, not far from Highway S-2 where they built an adobe cabin. They had a family there and lived a primitive lifestyle in tune with nature, with Marshal recounting their experiences in his column. The couple stayed at the cabin until 1947. The ruins of the adobe cabin stand today (http://www.desertusa.com/mag99/mar/papr/mtsouth.html).

Now named California Highway S-2, this historic road lies within the Anza-Borrego Desert State Park (http://www.anzaborrego.statepark.org/aboutthepark.html). Maps and the usual tourist information is available to anyone attempting to go back in time and experience the trail of the Great Overland Stage Route as it was in its beginning.

Best on co2 car rankings go live

Car buyers will be able to find the most environmentally friendly vehicles for their needs from today, as Transport Minister Jim Fitzpatrick launched the Department for Transport's 'Best on CO2' car rankings.

The rankings system - compiled in association with What Car? magazine - is the latest part of the Department's ACT ON CO2 campaign to help tackle climate change.

Jim Fitzpatrick said:

"Climate change affects everyone and everyone can make a contribution to tackling it. By choosing the car with the most fuel efficient engine in its class, drivers could reduce their engine CO2 emissions by 24 per cent and potentially save a quarter on fuel costs. So the message is simple - the car you choose can help reduce your impact on the environment, and help save money."

Steve Fowler, Editor of What Car? said:

"These car rankings are exactly what consumers need to make an informed choice about the type of car to buy in order to minimise their fuel consumption, save money and help tackle climate change. Car buyers are making increasingly difficult choices about the cars they buy and these rankings will help them to include environmental factors when making that vital decision."

The Best on CO2 rankings were developed using emissions data from the Vehicle Certification Agency, the DfT Agency responsible for conducting the official tests to determine CO2 emissions from cars.

The 14 car categories were developed by What Car? magazine, based partly on groupings used by the motor industry to classify cars and partly on their expertise following extensive reader research about perceptions of the market.

The Best on CO2 car categories are:
Supermini, Small family, Family, Estate, MPV, Compact Executive, Executive, Coupe, Open-top, Hot hatch, Compact 4x4, Large 4x4, Luxury, Performance Car.

Royal Mail – Local Action Plans 2008/09

The purpose of this SIM is to outline the approach for the development and implementation of Local Action Plans in a further 10 Royal Mail Areas during 2008-9. This work contributes towards the Large Organizations Partnership Pilot (LOPP) targets for Royal Mail Group, and builds on the work initiated in 2007/8 (see SIM 05/2007/04, paragraphs 7 – 18).

Purpose

1 To achieve jointly established health and safety targets within an agreed time period. To promote sustainable improvement through directly involving Royal Mail’s Area Management Teams and the Trade Unions (TUs) in the management of health and safety.

Background

2 Last year, the Royal Mail project proposed the development of Local Action Plans for 10 Royal Mail Areas (see SIM 05/2007/04 for details). It is intended that a further 10 Areas be included in the project during 2008/9, with the last remaining areas joining the scheme in 2009/10.

3 Building on the work undertaken last year, and following discussions between LOPP Partners, this SIM introduces new guidance on:

* A compulsory target relating to Walk Risk Assessments (paragraph 16);

* The use of Local Action Plan Record Sheets (paragraph 19); and

* Updated guidance in relation to enforcement (paragraphs 21 & 22).

4 Where work towards existing Local Action Plans remains outstanding, perhaps as the result of industrial action, then this work should be completed.

5 In areas not already subject to a Local Action Plan or in those where Local Action Plans have been completed, normal inspection and enforcement activity should continue.

Island Park Bridges Rapid Replacement

For the first time, MTO is using rapid replacement technology to lift, remove and replace existing bridges. In August, MTO will be replacing the two bridges at Island Park on Highway 417. The full replacement will take approximately 15 hours.

Rapid replacement technology is a construction staging technique where a new structure is constructed in an enclosed area nearby. The existing structure will be removed, and the new structure placed using heavy lift technology. The rapid replacement technology to be utilized for moving the approximately 500-tonne bridges is Self Propelled Modular Transporters (SPMT). This technology has been used successfully in many bridge replacement projects in Europe and the United States in recent years.

Highway 417 (Ottawa Queensway) is the main east-west provincial corridor that accommodates a large volume of commuter traffic as well as serving substantial tourist and commercial inter-city and intra-city traffic from Ottawa. There are ten concrete deck/steel girder bridges along Highway 417 consisting of three or four traffic lanes (one bridge in both the eastbound and westbound directions). All ten of the bridges were constructed in 1959 and rehabilitated in 1983. During the planning phase, MTO revised the conventional construction approach to include utilizing the rapid replacement technology for all the deck/steel girder bridges, thus reducing traffic interruption.

SPMTs are very maneuverable equipment made up of modules with 4 to 6 axles and rubber tires that are able to turn 360 degrees. Depending on the load, as many modules can be added as needed and with so many wheels the actual load on the road surface is similar to that of a truck traveling on the highway. The SPMTs will be used to remove both the east- and westbound bridges and likewise the new bridges will be installed.

One project step included establishing a temporary enclosed construction staging area. This construction staging area accommodates the construction of the new Island Park bridge decks, and provides space for the placement of the existing bridges being removed. When the new bridges have been placed, the staging area will be used for the demolition of the existing bridges. The staging area site, used for only one construction season, will then be restored to preconstruction condition.

By adopting this innovative method of bridge replacement, the province is expecting to save about $2.4 million for the Island Park Bridges project by using rapid replacement and avoiding the typical lane closures associated with the conventional approach over a period of two construction seasons. Another advantage of this technology is the reduction of green house gases often caused by traffic congestion and car idling in a construction zone.

This project included extensive public consultation, traffic management and a risk assessment component as well as environmental consideration. The Ministry hopes the success of this project will result in rapid replacement technology being used in future bridge replacement projects in Ontario and across Canada.

Metrolink's £102million upgrade gets final Government seal of approval

Plans to upgrade Manchester's tram for the 21st century were given the final seal of approval by Transport Minister Tom Harris today as he signed off the last part of a £102million improvements package.

Tom Harris confirmed that a further £25.7million will invested in the project, which completes the £58m central Government contribution. The money will pay for renovation works along the existing Metrolink system, including the upgrading of bridges, cabling and overhead lines as well as junction improvements on the Eccles line.

The first round of refurbishment works were approved in July 2006 with a Government contribution of £32.3million.

Transport Minister Tom Harris said:

"This funding marks the last piece of a historic funding package for Manchester Metrolink, which will bring the service up to modern standards. The tram is clearly important to Manchester's travelling public and I am glad that it's long term future is now secured."

"I congratulate GMPTE on delivering renewal work so far on time and within budgets, despite poor weather conditions. As a result, disruption to passengers has been kept to a minimum. I am confident this excellent work will continue, so that Manchester's travelling public can look forward to tram services fit for the 21st century as soon as possible."

Tom Harris today also announced plans to move forward with improvements to Blackpool's iconic tram system, including refurbishment of the track and tram stops out to Fleetwood, as well as 16 new fully accessible trams.

Vision Changes and Improving Roadway Visibility

What actually happens to a person's eyes as they age? Two of the key changes occur in the lens, which focuses light on the retina. The lens becomes less flexible and yellows with age. The reductions in flexibility make it harder to shift focus from a near object to a far object. In fact, presbyopia, or nearsightedness, is a common age-related visual change. The yellowing of the lens and other changes cause older adults to need more light to see. Although they benefit from additional lighting, they also are more susceptible to glare and require significantly more time to recover from it. One of the major consequences of these and other vision changes is that it is harder for older people to see at night.

Other changes occur as well, such as declines in peripheral vision. Because of these changes, older adults often are slower to react to objects outside of their central focus. Natural declines in peripheral vision often are made worse by glasses, which usually improve focal vision rather than vision in the entire visual field.

This older driver presumably checked her rearview mirror before backing out of her driveway. As people age, their peripheral vision and ability to shift focus from a near to a far object decline.

A number of infrastructure measures can reduce the impact of vision declines. One of the most obvious steps is to enlarge roadway signs and lettering. If drivers can read the information from farther away, they will have more time to make navigation decisions and can focus on safe maneuvers. The Manual on Uniform Traffic Control Devices (MUTCD) recommends sign and font sizes for various types of signs. According to Hari Kalla, FHWA's MUTCD program manager, "The 2003 edition of the MUTCD includes increased letter sizes for street signs based on research recommendations for older drivers."

Curves present another visual challenge. Older drivers may not detect sharp curves, especially at night and wherever the retroreflective pavement markers have faded. Declines in contrast sensitivity (the ability to discern brightness differences between adjacent areas) make it harder for older drivers to notice faded pavement markings, but those markings provide extremely important information to drivers under dark or rainy driving conditions.

One technique to improve curve detection for sharp curves is to use retroreflective pavement markings leading up to the curve and spaced throughout it. These pavement markings are highly visible at night, and researchers at FHWA's Turner-Fairbank Highway Research Center (TFHRC) are looking at configurations that will make it even easier for older drivers to detect sharp curves. Thomas M. Granda, Ph.D., team leader for the Human Centered Systems Team in FHWA's Office of Safety Research and Development, oversees the highway driving simulator at TFHRC. He says, "Our research team is using both the driving simulator and field research techniques to determine the best configurations for retroreflective pavement markings to make curve detection easier for drivers of all ages. And we involve older adults in all of our pedestrian and driving research."

TRANSIT PROGRAMS

The Federal Transit Administration (FTA) administers a wide array of programs, including those pertaining to buses and vanpools. A complete list of the major FTA assistance programs is available on the main FTA website. Technical assistance and project-specific questions may be directed to the Federal Transit Administration's field offices.

Rural Transit Assistance Program

Eligible projects include activities that support rural transit providers with training and technical assistance, research, and related support services. Each state gets an annual allocation of funds for RTAP that can be used for projects such as newsletters, training courses, scholarships for training, and circuit riders. In addition, RTAP funds are used for a national project that supports the state RTAP managers, maintains a rural transit database, produces training modules, and provides a rural transit resource center. There is no local share requirement.

Financial Assistance for Other than Urbanized Areas

Eligible projects include transit capital, operating, and project administration expenses and state administration, for rural transit. Service must be available to the general public. Intercity bus service in rural areas also is eligible. Coordination with human service transportation is encouraged. The Federal share generally is 80 percent for capital and 50 percent for operating assistance. Contract revenue from human service agencies may be used for the local match.

Grants and Loans for Special Needs of Elderly Individuals and those with Disabilities

The purpose of this program is to help provide transit capital assistance, through states, to organizations that provide specialized transportation service for elderly individuals and those with disabilities.

Rural Transportation Accessibility Incentive Program

The purpose is to help over-the-road bus operators finance the incremental capital and training costs of complying with the Department's final rule on accessibility of over-the-road buses.

Transit Capital Investment Grants and Loans Program (Bus and Bus Related)

The purpose is to provide capital support for transit infrastructure.

Transit Benefits

The Internal Revenue Code is modified to make transit and vanpool benefits more comparable with employee parking benefits by increasing the limit on non-taxable transit and vanpool benefits from $65 to $100 per month beginning after December 31, 2001. In addition, transit and vanpool benefits may be offered in lieu of compensation payable to an employee beginning in 1998.

Job Access and Reverse Commute Grants

The purpose is to:

(1) develop transportation services designed to transport welfare recipients and low-income individuals to and from jobs, and;

(2) to develop transportation services for residents of urban centers and rural and suburban areas to suburban employment opportunities.

Transportation Secretary Mary Peters Launches DOT’s Blog

U.S. Transportation Secretary Mary E. Peters today launched Fast Lane, the Department’s new blog. Accessible at http://fastlane.dot.gov, Fast Lane will be an on-line community for all those interested in the nation’s transportation system and its future.

Fast Lane contributors will include Secretary Peters, Deputy Secretary Thomas Barrett, Administrators from the Department’s operating agencies, and other senior officials. In addition, the site will welcome guest bloggers from government, industry, and the transportation community. The Department will also use the blog to break news and make announcements.

“Fast Lane will allow me and others here at the Department to speak directly with interested citizens, members of the transportation community and the blogosphere to engage in an earnest conversation about our nation’s transportation future,” Secretary Peters said. “I have made 21st century solutions a priority for our transportation system, and now I’m thrilled to be using a 21st century communications tool to reach Americans in a whole new way.”

Fast Lane is an open forum, and visitors are encouraged to submit comments, contribute ideas, and bring to the Department’s attention innovative and exciting transportation activities in their communities. All comments will be reviewed before inclusion, and a representative sample will be posted to the site.

RURAL ASSISTANCE PROGRAM

Rural Community Assistance programs help rural communities build skills and develop strategies to address social, environmental and economic change. Already, this program has been used to help rural communities enhance their transportation infrastructure--increasing tourism and providing connections between communities and adjacent national forests.

Substitute Decision-makers

Any consent, notice or other thing to be given by or to an insured person under this Regulation may be given by or to a person exercising a power of decision on behalf of the insured person under the authority of the Substitute Decisions Act, 1992 or as authorized under the Health Care Consent Act, 1996. O. Reg. 546/05, s. 29.

Highways Agency helping football fans

The Highways Agency is gearing up for a possibly huge cross-border invasion by Scottish football fans, together with a significant influx of supporters arriving at Manchester Airport next week.

Glasgow Rangers supporters will be heading to Manchester for their team's big UEFA Cup Final clash with Russian side Zenit St Petersburg at the City of Manchester Stadium on Wednesday (May 14).

And while the police are urging fans without tickets not to travel at all it is believed that as many as 100,000 Rangers fans could be heading south to the city and surrounding towns - many of them making the four hour journey by car, mini-bus or coach.

The Highways Agency is advising drivers heading for Manchester to use the M6 through Cumbria and Lancashire then the M61 and M60 into Greater Manchester.

Extra Highways Agency Traffic Officer patrols have now been drafted in to ensure any incidents which could foul the fans' trip are tackled as quickly as possible. Control room staff at the North West Regional Control Centre (NWRCC) will be setting signs advising drivers of the best routes as well as giving information on live road conditions. Special routes directing coaches to designated parking zones will be signed. The NWRCC will use CCTV to monitor traffic conditions on the motorways and answer any emergency calls about breakdowns or accidents along the route, to help keep traffic flowing smoothly.

Jamie Carr, Regional Operations Manager in charge of the North West Traffic Officer Service, said: "Large numbers of Rangers fans who do have tickets will be using the motorway network to get to Wednesday's big game. Obviously we do not know how many other fans will be travelling but we have had to plan for a significant increase in traffic over the build up to the game and after as people return to Scotland.

"We will be doing our bit to keep fans on the move smoothly and safely and we hope all the supporters will enjoy their special occasion on Wednesday night."

The Highways Agency has worked closely with other stakeholders including the police, Manchester City Council and Manchester Airport Authority to ensure a safe passage for both sets of supporters from the motorway network all the way to the ground and the large outdoor TV screens erected by the city council in central Manchester. There will be two sets of screens at Albert and Piccadilly Gardens which will show the match live.

The Highways Agency has rescheduled its planned maintenance works next week on the critical routes to keep the motorways as free flowing as possible.

However, vital upgrading of the A74 north of Carlisle linking the M6 to Scotland's M74 will remain in place with 50 mph speed restrictions through the works. This is one of the Highways Agency's major current projects and it is not practicable to suspend works.

While backing the police call on ticketless Rangers fans to stay at home, the Highways Agency is advising anyone determined to travel to plan their journeys - avoiding the rush hour around Manchester for example - and thinking about safety issues like taking regular breaks at the service stations.

David Grunwell, Regional Performance Manager in charge of the North West motorway and trunk road network, said: "We want all the fans visiting Manchester to enjoy this trip and the Highways Agency is working with police and other partners to ensure they do.

"But supporters can also help themselves. If they are driving down to Manchester then they should plan ahead, allow ample time and drive to conditions, taking regular breaks, ensuring their vehicles are mechanically fit and fully fuelled for such a long journey. They should also remember that the motorway hard shoulder should only be used in an emergency."

Company Automobiles and Rental Automobiles

(1) An individual who is living and ordinarily present in Ontario shall be deemed for the purpose of this Regulation to be the named insured under the policy insuring an automobile at the time of an accident if, at the time of the accident,

(a) the insured automobile is being made available for the individual’s regular use by a corporation, unincorporated association, partnership, sole proprietorship or other entity; or

(b) the insured automobile is being rented by the individual for a period of more than 30 days. O. Reg. 403/96, s. 66 (1); O. Reg. 462/96, s. 12 (1).

(2) An individual who is not living and ordinarily present in Ontario shall be deemed for the purpose of this Regulation to be the named insured under the policy insuring an automobile at the time of an accident if, at the time of the accident,

(a) the insured automobile is being made available for the individual’s regular use by a corporation, unincorporated association, partnership, sole proprietorship or other entity; and

(b) the individual, his or her spouse or any dependant of the individual or spouse is an occupant of the insured automobile. O. Reg. 403/96, s. 66 (2); O. Reg. 462/96, s. 12 (2); O. Reg. 114/00, s. 7; O. Reg. 314/05, s. 7.

Copies of Regulation

On request, the insurer shall provide a copy of this Regulation without charge to a named insured or a person entitled to benefits under this Regulation. O. Reg. 403/96, s. 67.

Time Limit for Proceedings

(1) A mediation proceeding or evaluation under section 280 or 280.1 of the Insurance Act or a court proceeding or arbitration under clause 281 (1) (a) or (b) of the Act in respect of a benefit under this Regulation shall be commenced within two years after the insurer’s refusal to pay the amount claimed. O. Reg. 403/96, s. 51 (1).

(2) Despite subsection (1), a court proceeding or arbitration under clause 281 (1) (a) or (b) of the Insurance Act may be commenced within 90 days after the mediator reports to the parties under subsection 280 (8) of the Act or within 30 days after the person performing the evaluation provides a report to the parties under section 280.1 of the Act, whichever is later. O. Reg. 403/96, s. 51 (2).

HIGHWAYS AGENCY News Release (WMRCC 02/08) issued by The Government News Network

Drivers on the M42 in the West Midlands will this week become the first on England's motorway network to benefit from having digital pictograms on the overhead electronic signs.

The pictograms, which will be displayed as internationally recognised symbols, will be used on 36 existing signs over the 11 mile Active Traffic Management stretch of the M42 and will help road users see at a glance what conditions lie ahead.

The five different types of pictograms will help warn drivers of dangers ahead including accidents, congestion, snow/ice, high winds or an increased skid risk. The internationally recognisable signs will also make it easier for foreign drivers to understand the warnings.

Highways Agency Traffic Operations Director Derek Turner said:

"This is the first time we have used these latest generation signs with pictograms to get helpful and up-to-date information out to drivers and I am pleased that those in the West Midlands are the first to benefit."

The Active Traffic Management scheme, which allows motorists to drive on the hard shoulder during busy periods, has been a clear success, with the first six months' results showing significant benefits for motorists, the environment and the economy. Use of the hard shoulder in peak periods saw average journeys fall by more than a quarter on the northbound carriageway and drivers' ability to predict their weekday journey times improved by 27%.

Alongside these results, fuel consumption reduced by 4% and vehicle emissions fell by up to 10%. Importantly, road safety was not compromised, with the personal injury accident rate falling from an average 5.2 per month to 1.5 per month on this section of the M42.

Repayments to Insurer

(1) A person shall repay to the insurer,

(a) any benefit under this Regulation that is paid to the person as a result of an error on the part of the insurer, the insured person or any other person, or as a result of wilful misrepresentation or fraud;

(b) any income replacement or non-earner benefit that is paid to the person if he or she, or a person in respect of whom the payment was made, was disqualified from payment under Part IX;

(c) any income replacement, non-earner or caregiver benefit or any benefit under Part VI, to the extent of any payments received by the person that are deductible from those benefits under this Regulation;

(d) if, by reason of subsection 41.1 (1), subsection 37 (4), as it read on February 28, 2006, applies, any income replacement benefits, non-earner or caregiver benefits that is paid for the period after the insurer gave notice under subsection 37 (1), as it read on that date, and before the date of the report of the designated assessment centre; or

(e) fees paid by the insurer that are referred to in paragraph 8 of subsection 24 (1) if the insured person fails, without a reasonable explanation, to attend a designated assessment that has been arranged, or cancels a designated assessment without providing such notice as may be specified in the Pre-assessment Cancellation Fee Schedule established by the committee referred to in section 52, as it may be amended from time to time, that he or she will not be attending the designated assessment. O. Reg. 403/96, s. 47 (1); O. Reg. 281/03, s. 22; O. Reg. 546/05, s. 23.

(2) If a person is required to repay an amount to an insurer under this section,

(a) the insurer shall give the person notice of the amount that is required to be repaid; and

(b) if the person is receiving an income replacement or caregiver benefit, the insurer may give the person notice that the insurer intends to collect the repayment by deducting up to 20 per cent of the amount of the benefit from each payment of the benefit. O. Reg. 403/96, s. 47 (2).

(3) The obligation to repay a benefit does not apply unless the notice under subsection (2) is given within 12 months after the payment was made. O. Reg. 403/96, s. 47 (3).

(4) Subsection (3) does not apply if the benefit was paid as a result of wilful misrepresentation or fraud. O. Reg. 403/96, s. 47 (4).

(5) An insurer that has given the notice referred to in clause (2) (b) may collect the repayment by deducting up to 20 per cent of the amount of the benefit from each payment of the benefit. O. Reg. 403/96, s. 47 (5).

(6) The insurer may charge interest on an amount repayable under this section from the fifteenth day after notice is given under subsection (2) at the bank rate in effect on that day. O. Reg. 403/96, s. 47 (6).

(7) In subsection (6),

“bank rate” means the bank rate established by the Bank of Canada as the minimum rate at which the Bank of Canada makes short term advances to the banks listed in Schedule I to the Bank Act (Canada). O. Reg. 403/96, s. 47 (7).

Medical or rehabilitation benefit under section 38

(1) This section applies to a claim for a medical or rehabilitation benefit under section 38 if the insurer gives the insured person a notice informing the insured person that the insurer will pay the expenses without the submission of a treatment plan under that section. O. Reg. 281/03, s. 17.

(2) If the insurer gives the insured person a notice under subsection (1),

(a) the notice shall describe the expenses that the insurer will pay without the submission of a treatment plan and shall specify,

(i) the types of expenses,

(ii) any restrictions on the amount of the expenses, and

(iii) any restrictions on when the expenses may be incurred;

(b) the insurer shall pay expenses described in the notice within 30 days after receiving an invoice for them; and

(c) if there is a dispute about whether, for the purpose of subsection 14 (2) or 15 (5), an expense described in the notice is reasonable or necessary, the insurer shall pay the expense pending resolution of the dispute in accordance with sections 279 to 283 of the Act. O. Reg. 281/03, s. 17.

(3) The insurer shall give the insured person a notice disclosing any conflict of interest that the insurer has relating to any person who will provide goods or services to whom the insured person is referred by the insurer. O. Reg. 281/03, s. 17; O. Reg. 533/06, s. 8 (1).

(4) Every member of a health profession and social worker who refers an insured person to another person to obtain goods or services in respect of which a medical or rehabilitation benefits will be paid by an insurer under this section shall give the insurer and the insured person written notice disclosing any conflict of interest the member of the health profession or social worker has relating to the provision of the goods or services. O. Reg. 546/05, s. 15; O. Reg. 533/06, s. 8 (2).

(5) If a conflict of interest is disclosed under subsection (4), the insurer may give the insured person a notice requiring the insured person to submit a treatment plan to the insurer under section 38 and, if a notice is given under this subsection,

(a) the insurer is relieved of any obligation under this section to pay expenses other than expenses incurred before the notice was given;

(b) subsections (1) to (4) do not apply; and

(c) the insured person may submit an application and treatment plan under section 38. O. Reg. 281/03, s. 17.

Crossrail gets go ahead as funding deal secured

The Prime Minister today gave Crossrail the go-ahead with a £16bn funding deal to secure its construction.

Crossrail will link Maidenhead and Heathrow in the west with Shenfield and Abbey wood in the East. It will include new stations at key city locations including Bond Street, Farringdon and Canary Wharf.

It will bring an additional one and a half million people to within 60 minutes of London's key business areas and is expected to carry 200m passenger a year.

Work on the £16 billion project will begin in earnest in 2010 and the first trains are expected to run in 2017. It will be Europe's largest civil engineering project and will provide London with a world class railway that supports its growth as a world-leading finance centre. It will help add at least £20 billion to the UK's economy.

The unique deal announced today will mean that Crossrail is both funded by the Government and the businesses that are set to directly benefit from the link. The Parliamentary Bill to secure the necessary powers to begin construction of the link is expected to get Royal Assent in Summer 2008.

The Prime Minister said:

"I believe this is a project of enormous importance not just for London but for the whole country. By generating an additional 30,000 jobs and helping London retain its position as the world's pre-eminent financial centre, it will support Britain's economic growth and maintain Britain's position as a leading world economy. And by delivering quicker journeys from some of the most economically disadvantaged parts of the city to the most economically important, it will support regeneration particularly in the most deprived parts of our country."

The Chancellor of the Exchequer said:

"Crossrail is key to the long term development of London and the UK and I welcome the fact that everyone has worked together to achieve this. We are able to afford this investment on the foundation of a strong economy."

Transport Secretary, Ruth Kelly said:

"Incredible work has gone into securing a Crossrail funding deal that has eluded all previous Governments. Today's announcement paves the way for a rail link that will give a lasting transport legacy to London for centuries to come".

Crossrail will:

* Increase capacity by carrying more than 200 million passengers a year including a 54% increase in rail capacity to Canary Wharf and 21% more to the City. In total Crossrail will add 10% to London's overall transport capacity.

* Add at least £20bn to the UK economy and support an expected 30,000 new high-value jobs by 2026. Fourteen thousand employed in the line's construction.

* Ensure the continued and sustainable growth of London as a world finance centre - including the expansion of Canary Wharf.

* Boost existing regeneration plans in the Thames Gateway and elsewhere.

* Improve transport links by complementing existing rail services and a direct link with Heathrow. For instance providing a direct 43 minute link between Canary Wharf and Heathrow.

* Improve transport opportunities for people with reduced mobility with new step-free Crossrail stations in the central section and accessible trains.

* Is expected to be commercially self-sustaining once operational.