Department for Tansport and Civil Aviation Authority announce consultation on reform of ATOL bonding

The Department for Transport (DfT) and Civil Aviation Authority (CAA) have today launched a consultation to seek views on options to reform ATOL bonding.

Reform would be an administrative simplification for tour operators and would not affect passengers. Since the introduction of ATOL in 1972, operators have always had to pay for arrangements to financially protect their passengers.

This document is the culmination of a consultative process with industry, which started in December 2005, on proposals to reduce the regulatory burden on tour operators. The consultation invites responses from stakeholders and other interested parties on two options for change: to continue the current bonding scheme with additional contributions to the back-up fund, the Air Travel Trust Fund (ATTF); or to replace bonding with an approach whereby tour operators would make contributions into a protection fund which meets all ATOL financial protection costs.

The second option proposes:

* the removal of bonding from 1 April 2008; and

* instead, tour operators make a flat rate contribution to the ATTF of £1 for each passenger booked on an ATOL holiday. This would cover all refund and repatriation costs arising from the failure of tour operators.

Transport Minister Gillian Merron said:

"The Government is committed to better regulation. This consultation is all about maintaining protection for the travelling public and reducing costly and unnecessary burdens on businesses. I welcome the consultation as a major step forward in ensuring a fair and effective system for the future."

Sir Roy McNulty, Chairman of the CAA, added:

"It is important to review the current bonding scheme, which has remained largely unchanged since the 1970s, and to consider whether it is still a proportionate approach to the risks that need to be addressed. Licence holders face increasing competitive pressures and these proposals represent an opportunity for them to reduce their costs."

Pre-Cast Concrete Slab Repair Technology in Canada

Pre-cast Repairs show Potential

The Ontario Ministry of Transportation (MTO) is continually investigating and evaluating emerging concrete technologies in an effort to improve the efficiency of provincial highway repairs. In November 2004, MTO conducted a trial project to evaluate construction techniques for pre-cast concrete pavement slab repairs. The trial, carried out on the heavily trafficked Highway 427, constitutes the first use of this repair technology in Canada.

Highway 427 is a major 12-lane freeway characterized by considerable pavement deficiencies. The existing pavement structure consists of approximately 230 mm of jointed plain concrete pavement over 150 mm of cement treated base. Major distresses included: severe to very severe joint-stepping, severe joint failures, severe joint and crack spalling, severe to very severe cracking, and severe to very severe joint sealant loss. Since its construction, the highway has received only reactive (unscheduled) maintenance activities.

Since Highway 427 is a major commuter route through Toronto, repairs could only be conducted in a narrow overnight timeframe, typically using fast-track concrete repairs or emergency hot mix patches. Fast-track repairs are not ideal, as they are problematic to construct, have a restricted construction timeframe (from May 1 to October 15), require the use of autogenous cylinders, and they may not provide the desired life expectancy of 15 years.

In its search for an alternative method for long-term and emergency repairs, the ministry decided to test and evaluate an innovative technique - pre-cast concrete slab repairs. MTO perceived many advantages to the use of pre-cast repairs, including higher concrete quality, ideal curing conditions, minimal weather restrictions on placement, and a reduced waiting-time for concrete to cure prior to reopening the highway.

The pre-cast slabs were manufactured off-site using three methods: the Fort Miller Super-Slab TM Intermittent Method, the Fort Miller Super-Slab TM Continuous Method (both originating from the Fort Miller Co., New York), and the Michigan Method (originating from the Michigan Department of Transportation). All three methods involve the design and fabrication of pre-cast concrete slabs to replace sections of deteriorated concrete pavement. The methods differ in how the base is prepared and how the pre-cast slabs are installed and dowelled to the adjacent concrete slabs. Three full-depth pre-cast slabs, each measuring 2 m x 3.65 m x 230 mm, were constructed and placed using the Fort Miller Intermittent and Michigan Methods, while a 25 m trial section was used for the Fort Miller Continuous Method.

Non-destructive testing using a Falling Weight Deflectometer (FWD) was conducted after construction to assess load transfer efficiency (LTE), and to detect loss of support underneath the pre-cast slabs. Twelve FWD measurements were taken for each slab. Pre-cast slabs are rejected if FWD results measure less than 70% LTE. Based on the average FWD calculation, each method provided suitable results above this minimum requirement. FWD testing will be carried out annually at the pre-cast trial locations to monitor their performance over time.

Overall, the pre-cast trials produced positive results. Workmanship was a concern; however, this work was undertaken by a contractor carrying out pre-cast slab repairs for the first time under difficult conditions. The condition of the precast slab repairs was evaluated after six months of service - the slabs did not contain any cracking and did not rock. With the exception of slot failure within the Michigan Method, the precast slab repairs are performing well under daily traffic conditions.

The pre-cast repairs are similar in both ride and appearance to fast-track repairs along the same section of highway. MTO will continue to monitor the field performance of these innovative pre-cast technologies, and will assess the cost effectiveness of this alternative to fast-track concrete repairs. Stay tuned to future issues of Road Talk for updates and results.

UK Seafarer Statistics 2006

The Department for Transport has today published National Statistics on UK seafarers.

The main results are:

* In 2006 there were about 28,100 UK seafarers working regularly at sea, of which 13,600 were deck and engine officers (assuming a retirement age of 62), 800 technical officers, 2,300 catering officers, 10,400 ratings and 1,100 trainees in training.

* The number of certificated UK deck and engine officers in 2006 was 5 per cent lower than in 1997. However, the certification system for deck and engine officers has been expanded in recent years, and if the newly eligible groups are excluded the overall decrease since 1997 is 12 per cent.

* In 2005/6 there were around 630 new entrant officer cadets, the highest number since the current system began in 1999. Provisional figures for new starts in 2006/7 are higher again, standing at 690.

* The overall number of UK ratings in 2006 was about 9 per cent higher than in 2002, the earliest year for which estimates are available, and about the same as in 2003.

* Projections have been made to 2022 of the number of UK deck and engine officers, based on assumptions about wastage rates, retirement age and cadet intake. The number of UK deck and engine officers is projected to decline by more than a half by 2022, largely due to the high average age of officers currently in employment.

Safety regulation of quadricycles

The Government is seeking a review of the European regulations for quadricycles after initial tests of their safety performance, following their growth in popularity as a more environmentally friendly alternative to cars.

Current safety standards, set at European level, were established at a time when it was never envisaged that this type of product would be used as a mainstream road vehicle.

The Department for Transport began simulated impact tests once this growth in popularity had been determined. The vehicle tested passed all the European requirements applicable to quadricyles, but when it was subjected to the same impact test expected of normal cars serious safety concerns were highlighted.

Roads Minister Dr Stephen Ladyman said:

"The safety regulations that govern this type of vehicle were designed at a time when it was thought they would cover four-wheeled motorcycles and some small, specialised commercial vehicles. Not city run-abouts that resemble small cars.

"But, given increasing environmental concerns, new vehicles that qualify as quadricycles have come to the market and are becoming more popular for urban use. Therefore it is right that we reconsider the regulations for this type of vehicle and whether safety regulations should be made more stringent.

"Now we have the initial findings of our tests we will be taking this up with the European Commission and manufacturers, and will publish more information when the full programme of tests is complete".

The Department for Transport will carry out further tests on another make of quadricycle to help its discussions with the European Commission, and is now in urgent contact with the relevant manufacturers. Once the full analysis is complete further information will be made available.

Debunking Myths about the Older Driver

U.S. adults age 65 and older comprise a rich, diverse, and engaged mix of individuals. Events such as the recently concluded White House Conference on Aging celebrate that diversity and the multifaceted contribution of older adults to their communities. Yet standing in stark contrast to that portrait are various misconceptions about these same people once they get behind the wheel. Continuation of such myths stymies efforts of law enforcement, medical professionals, families, and even older adults themselves to face proactively what in most instances is the eventual transition from driving full time to stopping driving altogether. Consider two examples:

Myth 1: Aging is associated with inevitable functional declines that make older adults high-risk drivers.

Fact: This myth is the underpinning for calls by some pundits and lawmakers for States to enact mandatory age-based testing of older drivers. Although specific abilities needed to drive safely may decline as a person ages, the rate of change varies greatly among older adults. Many older people do not differ significantly in their driving skills from middle-aged people, who statistically are the safest group on the road. Older drivers have the highest rate of seatbelt use and lowest rate of alcohol-related crashes. In addition, most self-regulate their driving through a variety of actions such as not driving at night. What is less clear is whether they make those changes at the right time and in the right way; many individuals who experience cognitive decline often lack insight into their loss of function.

Myth 2: Older adults can get around using public transportation once they limit or stop driving.

Fact: Many public transportation systems, especially those offering only fixed-route bus service, are poorly equipped to meet the needs of older adults for responsive, convenient transportation. Nationally, less than 3 percent of older adults now look to public transportation for getting around their communities, though in some major metropolitan areas the figure is significantly higher. Still, many older adults have little experience with and confidence in public transportation. Older people are generally more likely to be able to operate their own cars, parked at their homes, than to use fixed-route transit; that is, walking a few or many blocks to the bus stop, waiting for a bus, and making that final big step to get onto the bus. An increasing number of communities are developing transportation choices that are more flexible than traditional fixed-route public systems, offering on demand, door-to-door or door-through-door service.

Gillian Merron celebrates success of sustainable travel towns

Transport Minister Gillian Merron today congratulated Peterborough, Darlington and Worcester as the Sustainable Travel Towns, on the good results they have achieved in boosting sustainable transport in their areas.

Speaking at the Sustainable Travel Town Conference in Worcester, she highlighted some of their successes so far in increasing cycling, walking and use of public transport, and urged other local authorities to follow their example.

Research from the first three years of the sustainable travel towns project show that:

* Darlington has seen a 14% increase in public transport trips, a 29% increase in walking trips, and a 79% increase in cycling trips. Car trips were down 11%

* Peterborough increased public transport trips by 13%, walking trips by 21%, and cycling trips by 25%. Car trips were down 13%

* Worcester's public transport trips were up 22%, walking trips were up 17% and cycling trips were up 36%. Car trips were down 12%

Gillian Merron said:

"These results show that simple things like giving people information about public transport, starting car share schemes and encouraging people to walk and cycle more can have startling results.

"People in these areas are already starting to swap their cars for walking, cycling and public transport. This can only be a good thing for reducing local congestion and pollution, improving people's health and helping to tackle climate change. I hope that this trend will continue, and that more and more local authorities will learn from these towns example."

The towns used a variety of measures to achieve the results, including a technique called 'Individualised Travel Marketing'. This involved a team of travel advisors visiting households offering travel information tailored to that household, and collecting comments from residents about how their experience of local travel could be improved.

A New Department Takes Off

The new USDOT opened for business on April 1, 1967. On the National Mall, Secretary Boyd joined with the Smithsonian Institution in celebrating the opening ceremonies of a spring gala dubbed the "Pageant of Transportation." After a news conference during which he introduced Department leaders, Boyd pledged that the new agency would work to make transportation more efficient and more socially responsible. In a remark that seemed directed at perceptions of the Interstate System, he added, "We want an end to the noise, pollution, and general disfigurement transportation has unintentionally brought to our cities."

The opening of the new Department meant changes for BPR. One involved its name. "Bureau of Public Roads" had been used during two periods of the agency's history spanning 39 years, with "Public Roads Administration" being the interim name. On April 1, 1967, the agency became the Federal Highway Administration (FHWA). The newly renamed agency was organized into bureaus headed by directors, with the BPR name retained for one of them, along with the Bureau of Motor Carrier Safety (now the Federal Motor Carrier Safety Administration) and the National Highway Safety Bureau (now the National Highway Traffic Safety Administration). With the additions, the agency increased from about 4,800 employees at the end of 1966 to 5,360 employees a year later. (In August 1970, FHWA eliminated the bureau structure, replacing the directors with associate administrators and finally ending use of the name BPR.)

The director of BPR was Francis C. "Frank" Turner, who had joined BPR in 1929 after graduating from Texas Agricultural and Mechanical College (now Texas A&M University). In the 1950s he had played a key role in the committee established by President Eisenhower and headed by retired General Lucius D. Clay to develop a national highway plan, and had served as liaison between BPR and the key committees in Congress during development of the Federal-Aid Highway Act of 1956. (In February 1969 he became the only career employee to become Federal Highway Administrator.)

Perhaps the most surprising change was that the first person to hold the title of Federal Highway Administrator in the new department would not be an engineer. Lowell K. Bridwell had been a journalist throughout his career, most recently as the top writer on highways for the Washington bureau of Scripps Howard Newspapers. He had joined the Commerce Department in April 1962 as assistant to Transportation under Secretary Clarence Martin, Jr., and held other Commerce posts over the next 5 years. He would take office as Federal Highway Administrator in March 1967 and hold the position until the end of the Johnson Administration, January 20, 1969.

How do the workforce provisions affect funding available in the core programs?

The use of core program funds for workforce development is discretionary; therefore, funds committed to that end will reduce funds available for capital projects. However, because the investment in workforce development will ensure that workers have the skills and knowledge necessary to work efficiently, funding this activity is an essential complement to capital programs and the States' overall transportation missions.

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

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

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

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

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

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

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

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

Ohio Celebrates Bicentennial-1803-2003

Ohio has been celebrating its Bicentennial all year. Many barns were painted with the Bicentennial logo. (See photographs below.) A Wagon Train left Martin's Ferry, Ohio, on June 20, and will cross Ohio on the National Trail. It arrived in Reynoldsburg, an adjoining city to Columbus, Ohio's capital and home of the FHWA Ohio Division, on July 4th at the Reynoldsburg Civic Park where it camped the night. After arriving and spending the night at the Ohio School for the Blind, it continued on to the Ohio Department of Transportation (ODOT) where it camped at the ODOT complex. The wagon train will continue to the end of the trail at the Indiana State line where Ohio Governor Bob Taft is expected to greet the "pioneers," and maybe even accompany them back to New Paris for an end of the trail celebration. The wagon train travels from 7 to 14 miles each day depending upon weather and other circumstances. Transportation in America has come a long way!

ESC technology could cut road deaths by up to a quarter

New research, published today, has found vehicles equipped with Electronic Stability Control (ESC) are 25% less likely to be involved in a fatal accident than those without it. If every vehicle on the road were fitted with ESC, this would equate to approximately 380 fewer fatal accidents each year.

The research, released today at the Enhanced Safety of Vehicles Conference, concluded that ESC was especially effective in helping to prevent crashes that involved a vehicle skidding or overturning, with the potential to reduce serious accidents like this by up to 59%. As well as this, it concluded that ESC could offer additional benefits in adverse road conditions such as wet or snowy weather.

Road Safety Minister Dr Stephen Ladyman said:

"Today's research proves what a powerful tool ESC could be in saving lives. I urge anyone thinking of buying a new car to consider the safety benefits that ESC could bring. Ask the vendor if it comes as standard and, if not, investigate whether it could be fitted as an option. I also call on manufacturers to fit this important piece of kit as standard more widely - it's not expensive and has the potential to make our roads significantly safer."

ESC is a computer controlled technology which automatically controls the vehicle by comparing the driver's steering and braking actions to what is actually happening. On-board sensors measure the speed, steering wheel angle, direction of travel and lateral acceleration of the vehicle. If the calculated path of travel is different to that dictated by the sensors it will make a correction by applying individual brakes to correct the deviation.

Studies from various countries have already shown it to be very effective at reducing accidents, but this is the first study to specifically analyse UK roads.

Intelligent Data Storage

All collected information, whether from field survey work, desktop mapping, or other input methods, is stored in a geodatabase that relates all collected information to objects and features in space. This means that information about a particular outfall is linked to geographic information, including the roadway, receiving stream, county, TxDOT district, land use, and drainage area. Each outfall, in turn, is linked to all of the inspection, hydrology, and desktop mapping results from that outfall.

According to Sonny Lelle, systems analyst/technical project leader for TxDOT's Information Systems Division, the heart of OTS is its approach to storing relational data. "With these linkages, powerful reporting and data visualization tools can be created," Lelle says.

In addition to an intelligent approach to storing relational data, OTS includes custom programming to process data and to populate some geodatabase fields automatically, without user intervention. One of these programs helps Texas storm water managers decide which outfalls require follow up investigations by placing each outfall into one of the following categories of illicit discharges: unlikely, potential, suspect, or obvious.

Artificial intelligence features of the OTS software classify outfalls by considering a combination of visual and physical observations of vegetation conditions, staining, or odors; field-measured water chemistry results; and laboratory-measured water chemistry results. The software program used to make the classification assignments runs overnight and identifies all new outfall inspection results loaded into the geodatabase from the previous day.

"Now storm water managers can review inspection results within a day to determine which outfalls require follow up actions," says Crisp. "That improves the effectiveness of our investigations or third-party notifications."

The Road to SAFETEA-LU

In 2002, the Transportation Research Board's (TRB) Research and Technology Coordinating Committee published a report titled The Federal Role in Highway Research and Technology (TRB Special Report 261). The RTCC, recognizing the importance of the Federal role in advanced research, made the following recommendation: "FHWA's R&T program should focus on fundamental, long-term research aimed at achieving breakthroughs in the understanding of transportation-related phenomena."

In the spring of 2003, FHWA published its Corporate Master Plan for Research and Deployment of Technology & Innovation (CMP). The CMP helped create a cohesive, organizational strategy for improving the effectiveness and efficiency of the R&T program. In particular, the second guiding principle in the CMP addresses FHWA's commitment to increasing its focus on "long-term, high-cost, and high-risk research with a high-payoff potential." FHWA's corporate advanced research agenda is expected to support research focused on breakthrough innovations beyond the near-term, incremental improvements that support and sustain the current transportation system.

On March 4, 2003, during hearings on reauthorization of the transportation research, development, and education programs, FHWA Acting Administrator J. Richard Capka discussed the importance of advanced research with the U.S. House of Representatives' Committee on Transportation and Infrastructure, Subcommittee on Highways, Transit, and Pipelines.

"Funding and conducting research and development activities of national significance is a basic responsibility of the Federal Government," Acting Administrator Capka said, "both in its leadership role to develop and advance new technologies to serve the public, and in [its] stewardship role to use national resources efficiently. At FHWA, we have emphasized this in defining our role as 'innovators for a better future.'"

He added, "To successfully accomplish our mission, we must conduct fundamental, long-term highway research; research aimed at improving safety; research aimed at significant highway research gaps and emerging issues with national implications; and research related to policy, planning, and [the] environment."

With the passage of SAFETEA-LU in August 2005, FHWA will be able to explore promising research ideas that may offer solutions to tomorrow's transportation challenges.

Motorways of the Sea get under way

The Department for Transport today called on interested parties to bid for funds to finance projects in the North Sea region as part of the EU's plan to establish "Motorways of the Sea".

Motorways of the Sea will be key routes between EU member states and, sometimes, neighbouring third countries. They are intended to encourage high-quality regular services that can be combined with other modes of transport to provide efficient alternatives to road-only transport.

This stage, the first in a two-stage process, will close on 15 October 2007.

Following the close of this first stage, all UK bids will be evaluated by the Department and any other relevant North Sea countries' administrations. They will decide which bids will receive the necessary national government support to be eligible in the bidding process when the European Commission calls for bids for Trans European Network - Transport funding in December 2007.

The Commission will make the final decision on which projects will receive funding.

Transportation Risk Analysis

Expecting the Unexpected

To more appropriately assess costs and schedules for infrastructure projects, MTO has used a new procedure commonly referred to as "risk-based cost and schedule analysis". This process is designed to replace traditional practices of using "contingencies" and schedule "float" (or leeway) since projected outcomes usually differ from final project performance. The analysis is typically handled in a workshop involving the project team, the risk team, and the independent experts to give added perspective - similar in form to Value Engineering sessions.

The teams divide the project into manageable activities and identify timeline relationships among them. For example, one particular project required legal traffic signal plans to be completed prior to executive review and construction tendering. However, property acquisition could be finalized simultaneously while legal signal plans developed. After the divisions are made the teams establish a base cost and duration for each activity, assuming that the project will proceed as planned. This allows them to identify potential problems and associated consequences, as well as make a fair judgment about the probability of what may or may not go wrong. This process provides a complete project picture that traffic professionals and stakeholders can appreciate because it considers all the factors involved. The same approach is applied simultaneously to scheduling because cost and time are directly related.

By compiling a list of identified uncertainties, the team creates a risk register that quantifies both the likelihood and the consequences of something going wrong. A computer model is then used to handle calculations, to link activities, and to simulate the effect that each uncertainty will have on the project's outcome. Finally, the schedule and costs are presented in chart form to show the chance of achieving any given value or time, as well as to show a prioritized register of the uncertainties.

A Growing OGRA Member Service Supported by the Ministry of Transportation

Municipalities are accountable for managing billions of dollars worth of assets, which requires accurate and reliable information on the assets' inventory and current conditions for future planning. With this in mind, the Ontario Good Roads Association (OGRA) developed the Municipal Data Works (MDW) program to address the asset management needs of municipal governments in Ontario. Asset management is a corporate philosophy that utilizes a system of formal processes based on engineering principles, sound business practices and economic rationale to effectively maintain, upgrade and operate public infrastructure assets over their lifecycles. To manage and maintain public infrastructure, municipalities must possess relevant strategic and operational information and analysis - which can be obtained through asset management practices. The Ministry of Transportation (MTO) has provided start-up funding for the development of MDW; a smart investment based on achievements to date with this new OGRA member service.

A good asset management system depends on data that is current, easily accessible, easy to manage, and ideally based on a uniform standard which is consistent across the province. Municipal Data Works is a web-based data storage repository for infrastructure asset data, based on Municipal Infrastructure Data Standard (MIDS 3.0 - the new common data standard for Ontario). MDW features the core asset inventory and the condition repository for roads, bridges, water, and sewers. In addition, the program also includes road and bridge inspection tools, a Capital Investment Plan tool (CIP), and a Road Data Conversion tool (RDC). Currently, an Asset Valuation module is being developed to assist municipalities in calculating "asset values" and generating reports that will comply with upcoming Public Sector Accounting Board (PSAB) requirements. MDW is an OGRA member service that allows municipalities, service providers, OGRA, and the provincial government to collect, access, evaluate, and report on infrastructure assets.

The Ministry of Transportation looks to Municipal Data Works for the collection of municipal road system data and for tools that municipalities can use to provide the Road Sufficiency Index (RSI) by using the Pavement Condition Index (PCI), the Bridge Condition Index (BCI), and the Bridge Sufficiency Index (BSI) calculations for the Canada-Ontario Municipal Rural Infrastructure Fund (COMRIF) and legacy funding programs. The road and bridge inventory and inspection module launched in 2005 provides inspection forms and calculators for PCI, BCI and BSI.

The Capital Investment Plan (CIP) tool launched in June 2006 allows municipalities to analyze their asset data and create a long-term investment plan that answers crucial questions like: What work needs to be done? Which work should be done first? How much it will cost? How it will affect the condition of the operating network? What will be the impact on the operating costs? Obtaining this information results in assets being treated with appropriate interventions to extend their useful life, which will save the municipality money in the long run.

The latest module released in July 2006 stores water and sewer asset data, plus tracks the condition of water, storm, and sanitary sewer networks. Municipalities can use MDW to record, store, and analyze asset and condition information about pipes, catch basins, hydrants, and valves. The water and sewer module also supports Bill 175 by enabling municipalities to better assess the condition of their municipal water and sewer networks, a matter that is becoming increasingly important to the Province of Ontario. Bill 175 requires municipalities to report to the Ministry of Environment on the provision of water and wastewater services, including information on the full cost of providing services (i.e., operating, financing, and renewal, replacement, and improvement costs).

After recognizing the benefits of Municipal Data Works, the Ontario Road Builders Association (ORBA) recently contributed funding towards development. In addition to partnerships with MTO and ORBA, twenty-one service providers are using MDW on behalf of municipal clients, thus demonstrating the practical application of MDW.

To get started on using MDW, municipalities must sign the municipal Data Provision Agreement (DPA), or have their service provider sign the License Agreement to use MDW on their behalf. Both agreements are available on the OGRA/MDW* website.

To take MDW for a test run in Demo Town, visit the OGRA/MDW website, click on "Test Drive," fill out the request for contact information, and send. You will receive a user ID and password in a separate email.

The Ontario Good Roads Association looks forward to the continued progress of MDW as an indispensable member service. MDW not only provides asset management tools for OGRA members, but is also a key part of OGRA's advocacy program for sustainable funding for municipal infrastructure in Ontario.

East Midlands railways at the heart of strategy for growth

Extra carriages will be provided to lengthen some trains from Nottingham and Leicester, Transport Secretary Ruth Kelly announced today.

Passengers will also see more punctual services as the Government is buying improved reliability, with 92% of long distance trains on time and reductions in the worst delays falling by 36%. On regional services, performance will improve to 92% and the worst delays cut by 27%

Operators will provide faster journeys on the Midland main line, with performance and reliability improvements in place by 2014.

The announcement is part of the Government's plans to ensure that the rail network can carry at least 180 million more passengers a year.

In the rail White Paper, Transport Secretary Ruth Kelly announced today that capacity will increase to cope with growth of more than 20 per cent across the country in the next seven years, on a network which will be even safer and more reliable.

The strategy, Delivering a Sustainable Railway, also allows for 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.

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

Major cities around the country will benefit from extra capacity - with the Government delivering 1,300 extra carriages in the years to 2014. 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.

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

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

MTO Test for Optimal Winter Inhibitors Level

MTO's corrosion inhibitor requirements for winter road maintenance liquids (WRML) are being re-evaluated using tests that measure their performance under real-world conditions.

Liquids were introduced to the snow and ice control program beginning in 2000 after tests confirmed that they improve the effectiveness of road salt and can result in an overall reduction in salt use. They are either applied directly to the pavement in advance of snowfall or are sprayed onto granular salt as it is spread during a storm. A requirement that liquids other than those made from rock salt include corrosion inhibiting additives was introduced when contractors expressed concern that the liquids might add to rusting of their vehicles. The requirement closely follows that of other industry groups such as the Pacific Northwest Snow fighters, specifying that they reduce corrosion levels substantially below that of rock salt solution under laboratory conditions. Since then contractors have requested exemptions from the corrosion inhibitor requirement in an effort to reduce costs.

MTO launched field tests in fall 2006 to provide guidance in setting cost-effective requirements for corrosion inhibitors. The tests will provide comparative data on corrosion levels occurring over a winter season on test coupons installed on trucks and roadside infrastructure in areas where different levels of inhibitor are used. The project was undertaken by MTO's Design and Contract Standards, Materials Engineering and Research Offices, Southwest Region and Eastern Region, with assistance from contractors Steed and Evans, and TWD Roads Management.

Corrosion coupons of specified steel and aluminum measuring 89.0 x 50.0 mm x 1.59 mm thick, were weighed, numbered and then suspended on threaded nylon rods. The rods were either bolted or wired to the frames of two combination plow-spreader trucks and one patrol vehicle (Figure 1), two steel guide rail posts, two signposts and an environmental control away from the highway in each test area. 560 coupons were installed in total.

The coupons are exposed to WRMLs with inhibitor levels of 0%, 50% and 70% less corrosive as compared to sodium chloride brine. The WRMLs include sodium chloride brine, magnesium chloride brine, and multi-chloride brine containing sodium, calcium and magnesium. The coupons are exposed to all winter maintenance and environmental conditions that naturally occur in each field area and will provide a practical evaluation of the effectiveness of the inhibitors.

The coupons will remain mounted for the full winter season. They will be retrieved and re-weighed in spring 2007 to determine the extent of corrosion occurring in each area and the optimal percentage of inhibitors to use in MTO contracts. Look to future issues of Road Talk for coverage of preliminary results.

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.

Government steps up attack on drink drive menace

More than half of all drink-drive casualties occur over the weekend

A new £3M anti-drink drive campaign, launched today by Transport Secretary Ruth Kelly, takes a pioneering approach to educating against drink driving. Responding to concerns that young men are more likely to be involved in a drink-drive accident than any other age group, the new THINK! campaign has been developed to speak directly to them and on their terms. It comes as worrying statistics prove that weekends are the most likely time for someone to be killed or injured by a drink-driver.

Ruth Kelly said:

"Drink drivers are a danger to themselves and others and there is no place for them on our roads.

"Thirty years of sustained Government campaigns have successfully changed attitudes and helped to significantly cut alcohol-related road deaths. But extensive research has told us that if we want to have an even greater impact on young men, we need to take a new approach.

"Today's launch tackles this head-on by moving away from traditional shock tactics specifically to engage young men more fully. Moment of Doubt focuses on the shameful reality of being caught drink-driving and compellingly demonstrates how it will ruin your life, even if you are not involved in an accident as a result.

"A criminal conviction, minimum 12-month ban and stiff fine are all guarantees - and these will limit both your career prospects and social life. I don't think I can be any clearer - if you are planning a night out this weekend, or in the future, have a good time but if you are drinking leave the car keys at home."

Drink driving remains a key priority for the Department for Transport (DfT) in its work to improve road safety. A range of measures have already been introduced to help the police enforce against drink-driving, and a consultation on further ways to help the police enforce against drink-drivers is planned for later in the year. DfT and the Association of Chief Police Officers continue to work closely together and a police enforcement campaign is planned for the summer.

ACPO lead and Chief Constable of South Yorkshire Police Meredydd Hughes added:

"You don't have to be in an accident to be stopped by the police and breathalysed. That extra pint could mean you lose your licence, are fined or go to prison. The only way you can be sure you're not over the limit is by not drinking at all. The police's job is to keep people safe so think, don't drink and drive. Not today. Not tomorrow. Not ever."

North west at the heart of strategy for rail growth

Transport Secretary Ruth Kelly today announced a capacity increase of 41% for peak hour commuter trains serving Manchester to meet the expected demand for rail travel.

Extra carriages will be provided to lengthen trains many trains through Manchester and Liverpool operated by Trans Pennine Express, with a 30% increase in capacity on the north Trans-Pennine route. The enhancements are planned from 2009, with all the extra capacity in place by 2014.

Network Rail has been asked to tackle bottlenecks affecting the region by 2014. As a result, journey times between Liverpool and Manchester will be reduced to 40 minutes and fast services between Manchester and Leeds cut to 43 minutes.

Bolton and Chester stations are likely to be among a list of 150 stations nationwide which will be refurbished to become more accessible and attractive to passengers, at a total cost of £150 million.

The announcement is part of the Government's plans to ensure that the national rail network can carry at least 180 million more passengers a year.

In the Rail White Paper, Transport Secretary Ruth Kelly announced today 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, Delivering a Sustainable Railway, also allows for 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.

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

Major cities around the country will benefit from extra capacity - with the Government delivering 1,300 extra carriages in the years to 2014. 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.

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

"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 queue's and station access and passenger information improved.

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

Maine's Carriage Roads

Fifty-seven miles of rustic carriage roads weave around the mountains and through the valleys of Maine's Acadia National Park on Mount Desert Island.

John D. Rockefeller Jr., bought a summer home at Seal Harbor in 1910. He dreamed of an elaborate system of horse roads and granite bridges to provide access for horse drawn carriages on the island. He knew that with the passing of his generation, the automobile roads would overwhelm America's National Parks and the carriage roads would slip quietly into the history books. Between 1913 and 1940, he worked with the National Park Service to create an elaborate 57-mile system of auto-free horse roads on 15,000 acres of Mount Desert Island's most scenic terrain. He then donated the roads to Acadia National Park for park stewardship. When he died in 1960 the dream faded but was revitalized in recent years to produce a major carriage road renaissance.

Carriage

The carriage roads are broken stone roads, a type commonly used at the turn of the century. They are approximately 16-feet wide, constructed with methods that required much hand labor. Engineered to contend with Maine's wet weather, three layers of rock, stone culverts, wide ditches and a substantial six to eight inch crown ensure good drainage. Breast walls and retaining walls were built to preserve the line of hillsides and save many trees. Rockefeller aligned the roads to follow the contours of the land and to take advantage of the scenic view. He graded the roads so they were not too steep or too sharply curved for horse-drawn carriages. Large blocks of granite line the roads, serving as guardrails, employing a crew of foresters to remove debris from the roads and roadsides. He financed 16 stone-faced bridges, each one unique in design, to span streams, waterfalls, roads and cliff sides. The bridges are steel-reinforced concrete, but the use of the native stone for the facing gives them a natural appearance. The stones serving as a guardrail are roughly cut and spaced irregularly to create a rustic appearance. Rockefeller's road building techniques and skills came from his father, John, Sr., the founder of Standard Oil. He built and landscaped carriage roads on his Ohio and New York estates.

The Acadia National Park carriage roads have been included in the National Register of Historic Places in 1994. Members of the American Driving Society came to Acadia from 24 states with their horses and carriages to drive "Mr. Rockefeller's Roads" and properly celebrate the Park's carriage road renaissance in 1994. The roads today are managed by the National Park Service to provide the intended slow-paced experience where park visitors can totally escape the automobile.

The Cumberland Gap

The Cumberland Gap, which measures 1,304 feet in altitude, is Nature's passage through the Cumberland Mountains between Kentucky, Tennessee and Virginia. One of three natural breaks in the rugged Appalachian Mountain range, it served as a gateway in prehistoric times, when Native Americans used it as a footpath and buffalo used it to seek greener pastures.

In 1750, Dr. Thomas Walker, an English naturalist and scientist, led a small party of explorers to the Gap after hearing Native American descriptions of the pathway through, rather than over the mountains. Walker called it the Cave Gap, and named the river north of the pass the Cumberland River, after the Duke of Cumberland, son of Britain's King George II, who funded Walker and his group. In 1769, Daniel Boone explored the area and in 1775 he blazed the 200-mile trail known as Boone's Path or Boone's Road. The trail, beginning at the Gap, passed through Virginia to Kentucky's Bluegrass Region.

If the journey was not treacherous enough, there was also the occasional massacre by renegade natives. During the summer and fall of 1784, more than 100 travelers were killed on the Kentucky side of the gap. Like the ill-fated Donner Party, travelers had to abandon wagons full of household necessities in bad weather to travel the narrow gap by foot or horse. By 1796 it was known as the Wilderness Road having seen as many as 200,000 travelers, including Abraham Lincoln's parents and grandparents as they emigrated west. The Gap was then widened to allow Conestoga Wagons through to lands west.The Gap was used for commerce by 1800. Kentuckians drove long lines of horses and cattle through the Gap to the markets in the east. But by the 1830s, other east/west routes had been established, including the National Road, causing the Gap's popularity to decline.

During the Civil War both North and South held the Gap, prepared for an invasion that never happened. Both sides cleared and chopped the terrain. On September 9, 1863 a soldier from the 125th Ohio, O.G. Swing burg, wrote, "The trees, which had formerly covered the mountains were all cut down. Their trunks lie tangled and scattered in all directions to prevent rapid charges of infantry. Surely, a valley of death could not have been more skillfully constructed. All who walked that road today would agree that had the charge been made, it would have been the last road walked in eternity. It would have been murder to have ordered that assault." In 1866, the Federal Army abandoned the road after exchanging it several times with the Confederacy.

Then the railroads came, but they bypassed the Gap after the Civil War, further easing east /west travel. The arrival of the automobile rekindled interest in using the Gap again. In 1908, the U.S. government built a "macadamized" road (layers of compacted broken stone) connecting Middlesboro, Kentucky to Cumberland Gap, Tennessee, and called it the Government Pike. The new road passed by Soldier's Cave, which became a tourist attraction, bringing more automobiles to the area. In 1916, Virginia, Kentucky and Tennessee built a similar road connecting the Government Pike to the "Dixie Highway" system.

In 1920, Lincoln Memorial University bought the Gap and tourist attraction "Cudjo's Cave" and surrounding land. In 1925, the Gap was included in the planning of U.S. Highways, on U.S. 411's planned route from Bristol, Virginia, to Corbin, Kentucky. The Tennessee approach was not included, as it had been in the Dixie Highway. U.S. 25 had been assigned to much of the Dixie Highway. By 1926, U.S. 25 was split with an eastern leg passing through the Cumberland Gap. U.S. 58 replaced U.S. 411 in 1934.

In the 1940's, The Cumberland Gap National Historic Park was established to protect and control the 20,000 acres of forested mountain. The tourism of the Cave was booming and with electricity installed, accommodations for overnight lodging were provided. Tennessee shares Cumberland Gap National Historic Park with Kentucky and Virginia, where the famous mountain pass lies.

In the 1990s, the Cumberland Gap Tunnel, a four-lane twin-bore mountain tunnel 4,600 feet long, was built under the mountain to replace the dangerous Gap road. The Federal Highway Administration's Eastern Federal Lands Highway Division administered the tunnel project for the National Park Service. The tab was $280 million, more than twice the estimate, since the old mountain had some surprises for the engineers-a system of underground streams.

The old Gap road was closed, with an estimated 5 deaths per year attributed to it. The Federal Highway Administration spent about $5 million to remove all traces of the old road on the Kentucky-Virginia border and to restore the land to its original beauty. Talented work crews using descriptions from old journals and maps have recreated the terrain to the appearance Daniel Boone first saw. The Cumberland Gap has come full circle through time-the man-made road is gone and the ancient trails returned.

New Initiatives and Technologies

Many new technologies and research initiatives were also demonstrated, including electronic patrol diaries, Automated Vehicle Location (AVL) devices, experimental plow blade designs, as well as various friction-measuring equipment.

MTO is always looking for new technologies, tools and methods to improve winter maintenance operations and the MTP project will help to ensure that our highways are as clear and safe as possible during inclement winter events.

Slip lining Culvert Rehabilitation

Since 1995, MTO has made use of innovative slip lining technology to rehabilitate drainage pipes. Slip lining culverts (SLC) reduce the need for open trench construction and costly road closures by relining the deteriorated portion of a culvert with inserted liners/pipes that meet or exceed MTO material standards. In the past, reinforcing existing culverts has saved the ministry between 30 to 50 percent in direct and indirect costs, yielded a greater degree of accuracy for total project cost estimates and provides an environmentally sensitive alternative to open cut construction.

HDPE liner inserted through temporary back slope on Highway 403.

A culvert is traditionally defined as a pipe that conveys surface water or air through an embankment. It can be used as an equalizer in a wetland environment, thereby preventing adverse drainage impact and allowing highway infrastructure to be built across water passages. Lining of the existing pipe is usually done if the pipe is in good shape/condition and the reduced flow capacity is acceptable. Previously, MTO utilized open cut construction to remove and replace existing drainage pipes. Rehabilitation of culverts with open cut technology involved detouring traffic off-highway or costly construction staging to permit the on-site flow of traffic. The existing water passages were dammed and excavation occurred at the project site as well as the surrounding highway. The original culvert was removed and a replacement installed with new granular compacted around the sides. Once re-covered, the pavement would be replaced to match existing highway conditions.

While open cut construction effectively replaced deteriorated culverts, local road detours required the cooperation of affected municipalities and MTO to investigate suitable detours and construction time. The staging and traffic management involved with open cut construction on a high traffic volume roadway is not generally preferable.

SLC enables the construction to be simplified with far less adverse effects on the surrounding environment. The existing culvert remains intact for suction cleaning, then a new pipe inserted and secured into the old. The cavity between the old and new form is blocked with grout and the water flow restored. A temporary trench may be dug into the back slope of the ditch to allow a level entry of the new culvert (Figure 1). In contrast to the necessary granular and new pavement for the highway, SLC requires no backfill or pavement replacement after project completion, thereby preventing the risk of insufficient compaction or the risk of settlement. Construction occurs within 4-5 workdays with little impact on highway traffic flow, sensitive streams and fish habitats, and lowered use of aggregates or pavement. While the cross section of the pipe is reduced from inserting a replacement into the old steel pipe, the smooth lining material will usually maintain the flow capacity of the culvert (Figure 2).

There are different lining materials available, including steel liner, stainless steel liner, and fiber glass and plastic. For the past decade, one of the products the ministry has used with success has been Weholite, a lightweight, high-density polyethylene (HDPE) closed profile wall pipe for slip lining roadway culverts. The HDPE pipes meet MTO material requirements for non-pressure polyethylene plastic pipe products, bringing corrugated steel pipe culverts to current safety standards on freeways and exceeding current standards on secondary highways. Weholite pipes are joined with the Thread-Loc" joint, wherein corresponding male and female Thread-Loc" ends are rotated into each other, eliminating the need for special equipment. HDPE pipes are chemically inert, corrosion and abrasion resistant and lightweight. The ministry has experienced lower installation costs, and lower transport costs. Full culvert replacement is considered only once the option of SLC is ruled out.

In 2006, Operational Services - London Area Office in Southwestern Region tendered a project for SLC of 8 culverts crossing Highway 403, west of Brantford. Alexman Contracting was awarded the contract using Terrafix Geosynthetics as a subcontractor to supply Weholite from KWH Pipe as the lining material. Approximately 202 meters of 36-inch diameter pipe was utilized on site. The September 2006 project was completed in one week, with cost savings on liner type, construction and restoration time. The ministry also experienced minimal traffic disruptions, repair costs, and the service life reduction normally associated with open cut construction. MTOs commitment to environmentally friendly innovation that meets or exceeds current standards has made slip lining the leading culvert maintenance technique.

Think before you buy a mini moto for Christmas

The Government and the National Governing Body of motorcycle sport in the Country, the Auto-Cycle Union are calling on parents considering buying a mini motorbike for Christmas for their child to stop and think before they buy.

The Department for Transport (DfT) and Auto Cycle Union (ACU) want parents to think about the consequences of what might appear to be exciting presents but in reality is often a bigger danger than expected.

Dr Stephen Ladyman, Road Safety Minister and himself a keen motorcyclist warns:

"These bikes may be thought of as 'toys', but they are not. They are fully-fledged motor vehicles; some are capable of travelling at speeds of up to 40mph. While some versions are well made, others, which may seem good value for money, are poor quality and require a high level of maintenance to be kept in a safe condition.

"The vast majority of these machines cannot and must not be used on the roads or in public areas. While they can be a great deal of fun if used sensibly, irresponsible use can and has had fatal consequences. And don't forget if you break the law, they will be seized by the police and crushed."

It is important that parents remember that these bikes are only for use on private property and with the permission of the landowner. Housing estates, footpaths, parks and playing fields are not to be used and anyone caught using a mini bike in these areas risk having their machine confiscated and receiving a fine.

If you do want to get a mini-motorbike for your child, look for a properly-supervised off-road area where he or she can be trained to ride in safety. Make sure that riders wear appropriate clothing and a helmet. Remember too that the bike must be transported (whether in a trailer, van or car boot) to that supervised area.

The ACU believe that if used in a safe and legal environment they can provide hours of entertainment, and a valuable learning experience. Guidelines are provided by the ACU for Local Authorities to create mini bike clubs and provide training so that a child can have fun and learn useful skills in a safe and secure environment.

Dave Luscombe, Head of ACU's Local Authority Support Unit (LASU) said:

"LASU are working with many Authorities across the Country in providing legal areas for owners of minimoto's and off road motorcycles. These areas in which clubs/projects are now up and running have seen a 90% reduction in the number of complaints of illicit/illegal riding."

Rev and Go, based in Cotgrave, Nottinghamshire is a good example of how local clubs can encourage the use of mini motorbikes in a legal environment and train children and young people to use them responsibly and safely.

The group is the brainchild of, Daniel Hegarty who says:

"My interest in motorbikes began from a very young age. When I was twelve I realised that I got a buzz from riding motorbikes like many other lads my age. I knew that I wanted to make a career out of riding motorbikes but to me it was only a dream. My passion for riding mini-moto's meant that on occasions I had the chance to ride them illegally around the streets without all the right safety gear.

"This was something I didn't want my friends and I to have to choose. I took the decision, with help from supporters, to start a club to ride off road and legally. It was hard work but it was the best thing that I ever did. It opened up opportunities that riding illegally would have prevented. If I had gone down the dodgy road then I wouldn't be on my way to better things like I am now. I have come from being a noisy kid in the field to competing with the big boys in the British Superstock Championships; a dream which if I'd made the wrong choice would never have come true."

Craig Carey-Clinch from the Motor Cycle Industry Association said:

"MCI endorses this DfT initiative. Mini-bikes and other motorcycles for use on private property are not 'toys' but motor vehicles, where use demands observance of user legal responsibilities. This means only riding on private land with the landowner's express permission. MCI strongly supports properly organised off road riding areas as a way of engaging young people and allowing a motorcycling experience in a structured environment. Young people should become involved with this and find out more about the exciting off road motorcycle sport opportunities which can lead from becoming involved in a safe and legal way."

Cognitive Changes and Making Roadway Navigation Easier

According to NHTSA's Medical Conditions and Driving: A Review of the Literature (1960-2000), the source of the most commonly occurring traffic violations leading to increased crashes involving older drivers, such as failure to obey stop signs or unsafe left turns, is not an "obedience" problem but rather "attentional errors." Such errors may signal cognitive decline, which can develop from a number of conditions, such as the early stages of Alzheimer's disease. Cognitive abilities also may be affected by the interactions of various medications taken for a number of chronic conditions.

Working memory is the ability to maintain information active in memory. A classic example is learning a new phone number and trying to remember it until you can dial it. With age and illness, the working memory capacity—the amount of information that can be held in memory at one time—often declines. There are many different types of attention. Selective attention is used continuously to filter out extraneous sensory information in order to focus on critical information, though most people may be largely unaware that they are doing it. On the other hand, divided attention is used to monitor and respond to multiple events at the same time. An example is the combined tasks of entering a freeway while tracking the curvature of the ramp to steer appropriately and keeping a safe distance from the cars ahead. In general, older adults often find it harder to screen out unnecessary information, especially when they are in unfamiliar situations. They may encounter difficulties when performing multiple tasks at the same time.

Reaction time is the time from when a stimulus appears to when a physical response is initiated. The reduced muscular flexibility of older adults contributes to slower responses. One aspect of age-related slowing in reaction time is slower information processing in the brain. As a result, older drivers may be slower to react when a traffic signal turns from red to green or when applying the brakes during an emergency situation.

Redundant street name signs can be used to improve the chances of drivers remembering critical navigation information when they need it. At one time or another, most people have read a road sign, been distracted shortly afterwards, and then realized that they could not remember the instructions. The distraction essentially wiped the information out of working memory. Given that working memory capacity can decline with age, these types of lapses become more likely for older drivers. Providing the information several times can help limit this problem. The repeated messages create opportunities for drivers to notice the information they need in advance of a decision point so they can prepare to change lanes or turn if need be.

Older drivers often prefer driving in familiar and predictable circumstances. Unfortunately, roadways, even familiar ones, change. For example, work zones may jolt a driver's expectations because of sudden lane closures or detours. When a driver encounters new circumstances, an increased burden is placed on working memory and attention. The driver has to devote more attention and resources to determining how to navigate the new conditions.

Changeable message signs are one way that transportation agencies alert drivers to new circumstances, and designing the messages so that drivers can easily understand them is important. The last thing any transportation professional wants to do is present a message that confuses the driver. FHWA's Highway Design Handbook for Older Drivers and Pedestrians provides preferred strategies for presenting information on changeable message signs. Signs should be designed for a maximum of two phases (for example, phase 1: Road Work Ahead; phase 2: Left Lane Closed). For words that are too long to display, care should be taken in selecting abbreviations. What does ACC mean, for example? Does it mean "access" or "accident"? What about DLY? Is it "delay" or "daily"? The more time that drivers of any age have to spend figuring out a message means the less time they have to focus on safely operating their vehicles.

RAIL PROGRAMS

Rail Rehabilitation and Improvement Financing--Loan and Loan Guarantee Program

This program provides credit assistance, through direct loans and loan guarantees, to public or private sponsors of intermodal and rail projects for railroad capital improvements.

Light Density Rail Line Pilot Projects

This program funds light density rail line pilot projects. Eligible projects include capital improvements and rehabilitation of publicly and privately owned rail line structures. Funds may not be used for operating assistance. Eligible applicants are states that have state rail plans.

New England-wide bus pass starts today

From today (April 1st) around 11 million people across England have the opportunity to travel wherever they want for free on local buses as the new bus pass comes into effect.

This expansion of the previous local scheme entitles anyone aged 60 or over, as well as eligible disabled people, to use their free bus pass across England during the off-peak period.

Marking the launch of the new bus pass at the London Transport Museum, Transport Minister Rosie Winterton was joined by the actress Prunella Scales as well as representative groups and bus pass holders.

Hosting a reception at the Museum, the Minister said:

"For many older or disabled people the bus can be a lifeline - providing access to employment, healthcare and other essential services, as well as allowing them to visit family and friends.

"That is why we have been working hard to deliver an increasingly better deal. The extension of the free bus pass scheme means no older or disabled person in England need be prevented from bus travel by cost alone, and I am pleased that we have been able to deliver this major benefit."

Prunella Scales added her support for the new pass:

"It's a pleasure to be here to celebrate the new bus pass. My husband and I use them all the time and have done for several years now so I think it is a wonderful scheme. It is also great to hear stories of people even planning their holidays with it."

An extra £212 million has been allocated solely to fund the change, ensuring that in total around £1 billion a year will be invested by the Government in the provision of free bus travel.

Other comments about the new pass:

Help the Aged
Paul Cann, Director of policy and external relations, said:

"We're delighted that so many older people will be able to benefit from the bus pass being introduced. Public transport plays a crucial role in ensuring older people aren't left isolated and cut off from society.

"But we mustn't forget that mobility problems or poor local services can make it difficult for some older people to use buses. We're hoping the bus pass will be the first in a string of concessional travel options being opened up for older people and that local authorities will provide alternatives such as free dial-a-ride schemes or travel tokens for taxis, trains and community transport. That way all older people will be able to get around.

Bus Users UK
Gavin Booth, Chairman of Bus Users UK said:

"BUS USERS UK welcomes any move to increase bus use, and we've been delighted at the number of over-60s who have started using the bus since they received their local free entitlement. New users we have spoken to have found the bus an excellent way to get into town, and we also know of older, more infirm people who find the ability to use the bus for just a short hop to the local shop has made life so much easier for them.

"The move to an England-wide pass removes some of the anomalies there have been, particularly for people living near the boundary of a local scheme, and opens up new opportunities for people to travel farther afield.

"We hope many more over 60s and disabled people who haven't been tempted by the previous scheme will make use of their new passes and discover new places they didn't know they could get to by bus. And we look forward to the time when all English, Welsh and Scottish passes become valid anywhere in Great Britain."

Association of Transport Co-ordinating Officers (ATCO)
Fran Garthwaite, Chair of The ATCO, said:

"We welcome the launch of the national passes for elderly and disabled people which will allow them to travel for free in England. We know how much pass holders value this positive contribution. We are hoping that in the near future this national scheme can be extended to young people to allow them the same freedom and opportunities".

Friends of the Elderly
Jenny Sykes, Director of Community Services, said:

"Friends of the Elderly always applauds new initiatives which will aid older people, but the new national bus pass deserves special recognition as it tackles a huge problem faced by older people, transport.

"There is rarely enough transport available, particularly in rural areas, and older people face additional social isolation as a result of this. Friends of the Elderly hope the ability to travel on any bus route will greatly improve not only older peoples interaction with family and friends, who live in neighbouring boroughs, but also enable them to more easily undertake essential trips like attending hospital appointments."

Better Government for Older People
Harry Graham, Secretary of BGOP's UK OPAG said:

"This is a wonderful achievement for BGOP, OPAG and all our partners. The new national bus concession is a tremendous benefit to older people and will keep them active much longer and help them with their shortcomings"

Epilepsy Action
Simon Wigglesworth, Epilepsy Action's Deputy Chief Executive said:
"We welcome the new national bus pass being launched by the Department for Transport. This is a great new initiative that should benefit around 180,000 people with epilepsy who are not seizure free and therefore cannot drive."

Leonard Cheshire Disability
Lee Webster, Disability Senior Campaigns Officer said:

"This scheme is a very positive step towards a fully accessible public transport system. It is now up to transport providers to make sure that all their buses are accessible, so that disabled people can take full advantage of all the cultural and social opportunities available to them."

Local Government Association
Cllr David Sparks, Chairman of the LGA Transport and Regeneration Board, said:
"Free bus travel throughout England will benefit millions of elderly and disabled people. Councils are committed to putting people first and hope the new pass will allow more people over sixty to enjoy a day out to their favourite seaside town or historic location."

DeafBlind UK
Heather Lord, Head of Policy Campaigns and Awareness at DeafBlind UK said:

"Disabled people in particular welcome the opportunity to be more independent by gaining easier access to services and keeping in touch with their friends and family. Extending the funding for this entitlement will widen the world that disabled people can visit, opening up greater opportunities for a satisfying and fulfilling life."

Age Concern
Gordon Lishman, Director General at Age Concern said:

"Free bus travel is very popular with older people and can really help to improve their quality of life. Without these concessions, many older people on a low income would struggle to get to their local shops, banks or hospital, or visit family and friends - which may leave them feeling isolated and cut off from society. Having the means to travel independently is incredibly important to older people."

RNID
Brian Lamb, RNID Director of Communications, said:

"The Government's new national bus pass is a positive step forwards and a great way of breaking down social barriers for deaf people.

"RNID research shows that a fifth of deaf bus passengers feel vulnerable because the driver is poorly trained in communication skills. The Government must ensure that public transport is made more accessible to all passengers, by providing deaf awareness training for staff, and rolling out visual and real time technology to improve access to passengers with hearing or sight problems.

"RNID would also like to see local councils to do more to promote the concessionary scheme, and to ensure that their advice and services are accessible for people with a hearing loss."

USDA FOREST SERVICE

With a mission of "caring for the land and serving the people," the USDA Forest Service recognizes the need to balance the conservation of natural resources with the need to ensure that nearby communities are not denied the economic benefits of living near a National Forest. The USDA Forest Service has several programs that complement community transportation with the goal of improving rural community sustainability. The programs are designed to assist communities’ located within or adjacent to National Forests, and to assist communities that wish to use wood-based resources as an alternative for transportation infrastructure.

ROAD MANAGEMENT

There are few more irreparable marks that can be left on public lands than to build a road. The USDA Forest Service's overriding objective of road management is to work with local communities to provide a forest road system that best serves the management objectives and public uses of national forests and grasslands while protecting the health of affected watersheds.

Individual national forest lands will employ a scientifically-based road analysis procedure to assess environmental and social issues and concerns associated with maintaining, constructing, reconstructing, and decommissioning National Forest System roads. Because of the potential impact on local communities, this process will include extensive public involvement at the local level. Potential economic impacts to nearby communities as a result of local road decisions will be addressed and documented in an appropriate National Environmental Policy Act (NEPA) document.

Transition

(1) Despite anything else in this Regulation, if a motor vehicle liability policy is in effect on the day this Regulation comes into force, subsections (2) and (3) apply until the earlier of the following:

1. The first expiry date under the motor vehicle liability policy.

2. The date on which the motor vehicle liability policy is terminated by the insurer or the insured. O. Reg. 403/96, s. 70 (1).

(2) The following benefits are deemed to be included in the motor vehicle liability policy, and are applicable to an insured person in respect of the motor vehicle liability policy:

1. The optional income replacement benefit referred to in paragraph 1 of subsection 27 (1) that fixes the amount referred to in subparagraph ii of paragraph 2 of subsection 7 (1) at $1,000.

2. The optional caregiver and dependant care benefit referred to in paragraph 2 of subsection 27 (1).

3. The optional death and funeral benefit referred to in paragraph 4 of subsection 27 (1). O. Reg. 403/96, s. 70 (2).

(3) The sum of the medical, rehabilitation and attendant care benefits paid under the motor vehicle liability policy for any one accident in respect of an insured person who does not sustain a catastrophic impairment as a result of the accident shall not exceed $1,000,000, and the limits set out in clauses 19 (1) (a) and (2) (a) do not apply. O. Reg. 403/96, s. 70 (3).

70.1 Form 1, as it read on September 30, 2003, continues to apply in respect of accidents occurring before October 1, 2003. O. Reg. 281/03, s. 35.

71. Omitted (provides for coming into force of provisions of this Regulation). O. Reg. 403/96, s. 71.

Methodology

Most of the information for this report was gathered through inquiries from key informants identified in each of the countries of interest. Most informants were from government transportation agencies. Some informants were from relevant university departments. In some cased, available information was collected from other published or unpublished sources. Appendix A indicates the source(s) of information for each country.

Results

The results of the overview of laws indicate some of the major differences across countries and some of the contrasts between the United States and other countries. Major findings include:

* The illegal BAC for most of the United States is higher than for any of the other countries studied.

* The minimum purchase age for alcohol is older in the United States than for almost all other countries studied.

* Licensing age for most countries is some years older than the minimum purchase age for alcohol.

* Sanctions in other countries tend to be based primarily on arrest BAC.

The potential impact of international free trade agreements on laws and policies related to traffic safety must be considered in this context. Another important factor in international comparisons is the cultural differences reflected in public attitudes towards impaired driving and towards relevant laws.

Analysis of the relationship between laws related to impaired driving and the proportion of alcohol-related crashes is a logical next step. This analysis must be undertaken with caution because of the complicated measurement issues inherent in reporting of alcohol involvement in traffic crashes.

Maintenance works to start on A5 at Milton Keynes

Maintenance works to a section of the A5 Milton Keynes Bypass will start on Monday 28 April for approximately three weeks.

The work will be carried out on the northbound carriageway between the A509 and the A508. The road will be closed between 7pm and 7am on Monday to Saturday nights. Traffic will be diverted from A5/A509 roundabout via Portway, Watling Street, Queen Eleanor Street and London Road where it will rejoin the A5 at the A508 Old Stratford Roundabout.

A single lane closure will be in place during the day from 7am until 7pm on Saturdays and Sundays.

Work will also be carried out to five bridges on the A5 between the Old Stratford Roundabout at the A422 Junction during the same period.

Drivers are advised to plan and leave extra time for their journeys.

Severance or Termination Pay

For the purpose of this Regulation, payments of severance pay or termination pay shall not be included in a determination of a person’s income. O. Reg. 403/96, s. 64.

Unreported Income

(1) If, under the Income Tax Act (Canada) or legislation of another jurisdiction that imposes a tax calculated by reference to income, a person is required to report the amount of his or her income, the person’s income before an accident that occurs after April 14, 2004 shall be determined for the purposes of this Regulation without reference to any income the person has failed to report contrary to that Act or legislation. O. Reg. 458/03, s. 11.

(2) Where the amount of a person’s income before an accident is determined for the purposes of this Regulation in accordance with subsection (1), the amount of the income may be adjusted to reflect any change in the amount of the person’s income reported or determined in accordance with the Income Tax Act (Canada) or legislation of another jurisdiction that imposes a tax calculated by reference to income. O. Reg. 458/03, s. 11.