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.