Consultation Launched on Aviation and Emissions Trading

Government Ministers today launched a consultation on how the aviation sector can play its part in combating climate change through the European Union's Emissions Trading Scheme (EU ETS).

The EU ETS places a total cap on the amount of carbon dioxide that industries covered by the scheme can emit and allocates allowances to cover emissions within this. If airlines within the scheme emit more than their allocation of carbon allowances, they will have to buy an equivalent number allowances from the carbon market. Those that emit less - for example, as a result of introducing more efficient technology - will be able to sell their allowances. Putting a price on emitting carbon creates an incentive for industry to invest in low carbon technology.

Aviation Minister Gillian Merron added:
"We have led the debate in Europe in calling for aviation to be brought into the EU Emissions Trading Scheme. Aviation plays an important role in our economy and a balance needs to be struck and maintained between environmental, economic and social considerations. Aviation should meet its environmental costs and emissions trading is the best option for this."

Environment and Climate Change Minister Ian Pearson said:
"Much of UK industry already plays its part in the EU ETS which now covers nearly half of the UK's carbon emissions."
"While still relatively small, aviation is the fastest growing source of emissions in the UK and, like other sectors of the economy, the aviation industry needs to take its share of responsibility for tackling climate change. "

"We have led the debate in Europe in calling for aviation to be brought into the EU Emissions Trading Scheme. It's now time that the aviation sector joins this effort and joins a scheme which puts a cap on its emissions."

The consultation seeks responses on a number of issues, including the following:
* which flights should be included in the scheme, for example, those arriving in and departing from the EU or just those flying between EU airports
* when aviation should enter the scheme
* how the scheme should be regulated, and
* how allowances will be allocated.

Problem Solving with Polystyrene

MTO is well known for its ability to design innovative, practical solutions to complex engineering problems. The ministry showcased this ability once again by successfully completing a challenging culvert replacement at McKellar Creek, located on Highway 17 east of Terrace Bay, using large blocks of expanded-polystyrene (EPS) foam confined to a unique matrix system (for those unfamiliar with EPS, think of foam coffee cups!). This system produced an efficient replacement with significant cost savings.

The culvert replacement was tendered in spring 2004, as the creek's existing timber culvert structure was experiencing failure due to age and wood decay. The highway geometry at the site was constrained by soil conditions in rugged terrain, which impeded the safe flow of traffic. Northwestern Region (NWR) was faced with the challenge of replacing the deficient culvert and improving both the grade and alignment of the roadway while operating under several design constraints. The site featured poor soil condition and a weak load-bearing foundation. As a result, no weight could be added to the soil substrate under the roadway, the highway footprint could not be altered, and the toe of slope (the points at which the natural terrain and the highway fill intersect) could not be increased. Environmental factors heavily impacted the project, as construction needed to take place without disrupting the creek's highly sensitive fish habitat. Furthermore, all surplus rock produced during construction had to be hauled off-site due to limited work zone space and environmental concerns.

In order to compensate for these design constraints, NWR decided to use deep EPS fills confined in an innovative, stage-constructed matrix. The new road structure is a matrix consisting of an EPS core, steel cellular wall facing and elastizell foam Crete filler. These components were tied together with steel stressing rods, and all steel components were doubling zinc-galvanized to produce added longevity. The structure, which is both lightweight and rigid, offers many advantages.

EPS is a light, low-density foam fill material that allowed for effective construction in poor soil conditions. The highway at the site featured a steep slope, a potential roadside hazard. EPS foam (up to 6 m thick) was used to raise the grade of the highway by approximately 3 m, which effectively removed the slope and straightened the curvature of the highway over a length of 250 m. The result was a significant improvement to the vertical and horizontal geometry of the roadway, producing a suitable clear zone between the highway and roadside hazards. EPS has been used previously as a fill material in Ontario, but never in this massive confined matrix.

The installation of the new culvert system was completed in two halves. Each stage involved three procedures: first, a temporary Bailey Bridge was erected over the existing culvert; then the top and walls of existing timber were removed from beneath the temporary bridge; the new culvert and H pile foundations were then installed along with EPS approach fills. Staged construction allowed for continual traffic flow through the site without the use of expensive detours.

Environmental concerns were addressed through consultation with the Ministry of Natural Resources. As the new culvert featured an open footing structure, all construction took place outside of the waterway. This allowed the replacement to be completed without causing disturbance to the creek's fish habitat.

The culvert replacement at McKellar Creek was completed in the spring of 2005. The project was a resounding success that effectively saved the ministry millions of dollars, as potential alternatives included the costly construction of an entirely new route through rugged terrain. The matrix design implemented at McKellar Creek remains an advantageous option available to the ministry when faced with other sites featuring similar constraints.

New £371m road scheme has 'something for everyone'- Alexander

Transport Secretary Douglas Alexander today saw for himself the first stages of work on a £371m road scheme which will benefit drivers, nature lovers, cyclists and local residents alike.

The scheme will remove a notorious traffic bottleneck on the A3 between London and Portsmouth and help to restore peace and tranquillity to a famous local beauty spot- the Devil's Punch Bowl. It will also ease congestion in the nearby town of Hindhead and includes about 7km of track cycle track and several underpasses to allow safe and easy crossing of the new road.

Whereas the existing road blights the Devil's Punch Bowl, an area of outstanding natural beauty, the new road will be hidden from sight in a twin-bore tunnel -the longest tunnel under land in the UK- deep beneath the protected landscape. The scheme will create a better habitat for local wildlife, benefiting rare and protected species such as the Nightjar and the Wood lark; while special care is being taken to protect other rare species during the work.

Douglas Alexander said:

"This is a beautiful area, but the existing A3 has for years blighted the landscape. The Government's investment in this scheme will not only protect and restore this beautiful landscape, but also cut congestion in Hindhead and improve journeys on the vital Portsmouth to London route.

"It's good to hear that the local councils, environmental groups and the National Trust, are all united in their vision to make the most of this scheme once the new road has removed the blight of 30,000 vehicles a day removed from this area."

The area around Hindhead is environmentally sensitive as it lies within the Surrey Hills Area of Outstanding Natural Beauty. During his visit the Transport Secretary heard about the successful work of the "Hindhead Together" partnership, which sees the National Trust, the Surrey Hills Area of Outstanding Natural Beauty Partnership, Natural England, the South East England Development Agency, Surrey County Council, Waverley Borough Council and Haslemere Town Council, working together with the Highways Agency to optimise the community, economic, ecological and landscape benefits of the A3 tunnel scheme.

Appointment of new Traffic Commissioners

The Secretary of State has appointed two new traffic commissioners.

Sarah Bell has been appointed as traffic commissioner for the Western Area with effect from 12 June 2007. Nick Jones has been appointed as traffic commissioner for the West Midlands and Welsh traffic areas with effect from 1 May 2007.

Sarah Bell will replace Philip Brown who transfers to the South Eastern and Metropolitan Area from 1 May 2007, replacing Christopher Heaps who will be retiring on 30 April. Nick Jones replaces David Dixon who retired on 31 March.

Geoffrey Simms retired as traffic commissioner for the Eastern Traffic Area on 31 March. This post is currently vacant and will be readvertised shortly.

Gearing Up for an Aging Population

According to a June 2002 article in BMJ Publishing Group's Injury Prevention journal, Stephen Lyman and coauthors project that aging baby boomers are expected to have a profound effect on the safety of the Nation's roadways, comprising up to one-fourth of all traffic fatalities by the year 2030. There are a number of reasons for focusing on older drivers, not all of which are readily apparent from a superficial examination of crash statistics.

Based purely on crash rates per licensed driver, older adults are some of the safest drivers on the roadway, and their crash rates have not shown dramatic increases over the past decade. The picture changes, however, when the rates are calculated based on miles driven rather than on licensed drivers. And when the attention also shifts to fatalities rather than crashes or injuries, there is even greater cause for concern. Compared to an overall national average of 1.44 fatalities per 100 million vehicle miles traveled (MVMT), drivers over the age of 75 have a fatality rate of 3.7 deaths per 100 MVMT. And those over the age of 85 have a fatality rate of 8.0 deaths per 100 MVMT, according to Tony Kane, director of engineering and technical services at the American Association of State Highway and Transportation Officials (AASHTO).

Given the national goal—adopted by AASHTO, the U.S. Department of Transportation (USDOT), and others—of lowering the national highway fatality rate from 1.44 to 1.0 per 100 MVMT by the year 2008, Kane says, "These are disturbing numbers, especially when one considers the large projected increase in the number of older drivers on our roadways." He notes that the Nation's population not only is aging but also comprises greater numbers of older adults continuing to drive into their 80s and beyond. These seniors are making more trips and driving more miles.

In the Injury Prevention article cited earlier, Lyman and his coauthors echo Kane's concerns. The authors conclude, "Because older vehicle occupants will comprise a large proportion of future deaths in motor vehicle crashes, public health efforts to reduce their morbidity and mortality should be pursued." Factoring the baby boomer trend into the equation will in all likelihood multiply the challenges to be addressed in reducing the fatality rate.

To help State departments of transportation (DOTs) meet the reduction in the national highway fatality rate, the Transportation Research Board's (TRB) National Cooperative Highway Research Program (NCHRP) published a series of guides for improving highway safety called NCHRP Report 500: Guidance for Implementation of the AASHTO Strategic Highway Safety Plan (NCHRP Report 500).One volume of this series is NCHRP Report 500: Volume 9: A Guide for Reducing Collisions Involving Older Drivers (guide). The volume 9 guides recommends planning strategies for improving the roadway and driving environment to better accommodate older drivers, identifying high-risk older drivers and intervening to lower their crash risk, improving the driving competency of older adults in general, and reducing the risk of injury and death to older occupants involved in crashes.

No single agency or organization could accomplish the strategies in these areas on its own. Rather, a coordinated effort is needed that involves partnerships across agencies and organizations in both the public and private sectors.

New flight data analysis Labs opened at AAIB

Issued on behalf of the Air Accident Investigation Branch

New state-of-the-art data and cockpit voice recorder analysis laboratories were officially opened today by His Royal Highness Prince Michael of Kent at the Air Accidents Investigation Branch (AAIB) in Farnborough.

The laboratories, which can also analyse GPS, radar and air traffic control data, are housed in a new £3m extension to the AAIB's headquarters building. They incorporate facilities specially designed to eliminate electromagnetic interference during the replay of flight recorders and sound-proof rooms for respecting the privacy of voice recordings.

David King, Chief Inspector of Air Accidents, said:

"The new building has been carefully designed to include the very best features from air accident investigation centres in other parts of the world, and with future recording technology in mind.

"The AAIB's air accident investigators are already amongst the most highly respected in the world. These new facilities, I believe, are second to none and will help to enhance even further the AAIB's worldwide reputation for data analysis and accident investigation."

Administrator Rex Whitton Takes His Leave

By the time Rex Whitton left office at the end of 1966, he had addressed the problems that had faced the National System of Interstate and Defense Highways when he took office. By cooperating with the Blatnik Committee and strengthening BPR oversight, Whitton had helped put to rest the scandals that had given critics of "the highway bungle" their strongest, most visible weapon. The Federal-Aid Highway Act of 1961 put the program on a sound financial footing that would carry it through the early 1980s.

The most remarkable transformation had come in response to the objections on social and environmental grounds. Initially, Whitton and the road-building community were convinced that these issues could be addressed with public relations initiatives such as National Highway Week. Although Whitton and his successors would continue to stress the positive aspects of the program, he was, in effect, the bridge between those who thought the benefits of the Interstate System trumped other considerations and those who would embrace the growing number of environmental laws and the stewardship they demanded.

In February 1966, moreover, BPR announced that the States had met Whitton's challenge to AASHO by opening more than half of the Interstate System. With the unveiling of 3,486 kilometers (2,166 miles) in 1965, open mileage totaled 34,094 kilometers (21,185 miles), or 52 percent, of the 65,980-kilometer (41,000-mile) system. Construction was underway on another 8,980 kilometers (5,580 miles); only 4,634 kilometers (2,880 miles), or 7 percent, of the system had not yet advanced beyond preliminary status. Approximately $24.7 billion had been put to work on the Interstate program.

In November 1966, Whitton was in Wichita, KS, for his final presentation to AASHO during its annual meeting. Noting that 1966 was the 50th year since creation of the Federal-Aid Highway Program in 1916, he told his colleagues, "The first 50 years are the easiest," and as for the future, he said, "You ain't seen anything yet."

With urban populations increasing, the main thrust of highway efforts "should be directed to easing the plight of cities," he added. Whitton also emphasized the desirability of "making highway transportation compatible with the environment while serving many urban needs." Highways, he said, cannot be isolated from other forms of transportation. "We must plan transportation systems. We cannot afford to do any less." This is why the new USDOT "makes sense-from any viewpoint, but particularly with respect to the close and efficient coordination of government programs for the entire transportation system."

The one negative Whitton discussed involved displacements and relocations. Only 32 States were paying moving costs, "and far too few States are doing an outstanding job in providing the basic assistance required." If more States do not offer assistance voluntarily, it will become mandatory, he said. (Just such a Federal law, the Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, would be enacted a few years later.)

Whitton concluded: "I have been around long enough...to have confidence that our highway program is not frozen by tradition, that it has not only resiliency but also the flexibility needed to respond to any new challenge. And I have confidence that its response, that your response, that the response of the highway engineer, will be more than adequate to what our Nation expects and deserves-and that, gentlemen, is a lot."

In December 1966 a retirement ceremony was held in the General Services Administration auditorium "filled to overflowing with the hundreds of associates and employees of Mr. Whitton," according to BPR's newsletter. Secretary-designate Boyd presented the Commerce Department's Gold Medal to Whitton "for exceptional achievements as a leader in highways and highway transportation in the United States, and contributions to these same interests worldwide."

Funding Distinctions

Section 5204(e) of SAFETEA-LU permits State DOTs to use funds from five core programs—Surface Transportation Program, National Highway System, Interstate Maintenance, Congestion Mitigation and Air Quality Improvement Program, and the Bridge Program—for workforce development activities, such as employee education and training and other career outreach and preparation initiatives. These activities can be 100-percent federally funded. Below are answers to frequently asked questions about using SAFETEA-LU funding for workforce development.

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.

The Object Lesson Road

These photographs from a 1923 dictionary show early twentieth century road construction and the vehicles and equipment of the day. The photographs were entitled as "Newest Methods in Good Road Construction." One photograph is captioned as a "U.S. Object Lesson Road." But what exactly is an object lesson road?

In a nutshell, beginning in the 1800s, the "macadamized" technique of road construction-building the road with layers of crushed stone, mixed with tar that would create a smooth and water resistant roadway-was used as well as other similar techniques. In the latter part of the century, the U.S. Office of Public Road Inquiries (OPRI) hoped the local public would want to adopt techniques to build a better quality road that would be considerably more stable in all seasons and require less maintenance. In addition, a road built by the government attracted more interest and attention than one built by the local authorities.

Working from 1897 until his death in 1901, General E.G. Harrison built the first Object Lesson Road in nearly every State east of the Rocky Mountains. He began with the entrance to the New Jersey Agricultural College and Experiment Station in Brunswick, New Jersey. The road was built over a section of the main road by putting six inches of rock macadam into a 660 foot section, eight feet wide. As locals discovered the durability of Object Lesson Roads, the new techniques were adopted. The owners of automobiles in the United States-8,000 by 1900-could now spend more time driving the roads and less time being stuck in a muddy rut.

By the first Survey of American Roads in 1904, two million miles of rural public roads existed, and 154,000 miles were surfaced with gravel, stones, or other paving materials. The Object Lesson Roads were setting the examples.

In 1905, the U.S. Office of Public Road Inquiries was renamed the Office of Public Roads (OPR) under the new director, 35-year old Logan Waller Page. Page, born in 1870 in Richmond, Virginia, was a geologist who looked at road building with a scientific viewpoint. He was educated at the Virginia Polytechnic Institute and the Lawrence Scientific School of Harvard University, where at age 23 he was appointed director of the road materials lab. The lab tested thousands of specimens, resulting in Page establishing testing labs in several other States. He also spent some time in France at the French Laboratory of Bridges and Roads, where he learned the French methods of road and bridge building.

In 1916, Page developed the Federal-Aid Road Act (with a 50/50 Federal and State matching share) sponsored by his friend and colleague John Hollis Bank head (see sidebar), a Civil War veteran from Alabama. Bank head was an advocate of the Good Roads Movement (1880-1916). The movement was initially led by bicyclists, but with the invention of the automobile, it became a political movement.

There were still miles to go in the building of our Nation’s roadways. In some communities, the Object Lesson Roads resulted in a slow but steady improvement of common roads; and, in other communities, the establishment of an organized system in road building took place. These roads also demonstrated the use of local and regional materials in road building, such as the use of clay in southern States. In nearly every community where an Object Lesson Road was constructed, some progress was made toward the building of better and safer roads.

Decades later, President Dwight D. Eisenhower’s Interstate Highway Program would create 41,000 miles of freeway, using enough concrete he said, ". . . to build six sidewalks to the moon."

When he died in 1920 at age 77, John Hollis Bank head was the oldest man in the Senate. He was survived by his wife Tallulah and two sons. Both sons were in politics. One of his sons, U.S. House of Representative William Bank head, was the father of American actress Tallulah Bank head of the 1930 to 1960 era.

Department for Transport Announces Winner of West Midlands Franchise

New trains and more services for the Midlands

THE DEPARTMENT FOR TRANSPORT today announced that London and Birmingham Railway Ltd (a subsidiary of Govia) has been awarded the contract to run the West Midlands franchise.

The new franchise will begin on 11th November 2007 and will run until 19th September 2015. The DfT has the right to terminate the franchise after six years if the operator is failing to meet agreed performance targets.

The franchise will deliver increased capacity, better performance and the rollout of smartcard technology by 2010.

The West Midlands franchise combines the current Silverlink County services between London Euston and Northampton with the West Midlands local and regional service groups of Central Trains. The Department will pay a subsidy of £1,127m (NPV) over the franchise of seven years and 10 months.

Benefits for passengers from the franchise include:

* New services, including a new semi-fast service between London and Crewe, serving the Trent Valley, and two trains an hour all day between Birmingham and Liverpool and Birmingham and Northampton from December 2008 on the completion of the West Coast Main Line modernisation

* A fleet of 37 new electric Desiro trains by July 2009

* New class 172 diesel trains to replace the existing class 150 DMUs operating on the Snow Hill line services in the Birmingham area by July 2010.

* £11.5m investment in stations

* 1033 more car parking spaces

* Forecast 90.7% punctuality and reliability by the end of the franchise.

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

As with all franchises, unregulated fares will be the responsibility of the operator. In the West Midlands, London and Birmingham Railway Ltd is expected to increase fares for journeys on the London to Northampton route by 3% above inflation per annum. Average rises on all other routes within the franchise including those in the West Midlands conurbation are expected to be no higher than RPI+1%.

Passengers in the franchise area will benefit from new arrangements to be compensated for delays and poor performance.

Better Mapping and Reporting

TxDOT officials report that the logical relationships, geographic information, and artificial intelligence features of OTS make the tool especially useful for reporting and mapping. Users select from an array of views and formats to create the reports needed for compliance and decision making.

OTS can display, print, or save information in a graphic map format or in text-based reports. The map viewer offers an interactive screen that enables users to zoom, pan, and display a variety of geographic information. The map viewer includes access to political and organizational boundaries, aerial photography, roadways, topography, water bodies, floodplains, and land uses, as well as outfalls, crossing points, and contributing drainage areas.

Users also may generate maps in Adobe® Portable Document Format (PDF) files, which can be printed, saved, or e-mailed to others. Outfalls that were inspected in the field are automatically color coded, based on inspection findings, to indicate the likelihood that an illicit discharge is present. TxDOT storm water managers have found the mapping feature to be a valuable tool for planning and prioritizing inspection activities as well as follow up investigations to eliminate illicit discharges.

Five standard, text-based report formats are available using the OTS data manager. TxDOT designed the reports, which feature tables of data, to provide storm water managers with information to support decisions, input into annual reports, and document compliance activities. The reports also can be used to manage and track inspection work performed by contractors and third parties. Standard reports include the following:

* Outfall Datasheets, which summarize an outfall's physical characteristics, location, mapping and inspection histories, latest inspection results, and hydrologic information to assist with maintenance and follow up inspections. These reports, and the Crossing Point Datasheets (below), are text-based and include two small embedded photographs.

* Crossing Point Datasheets, which provide a summary of a crossing point's physical characteristics, location, mapping history, and hydrologic information to assist with planning and maintenance activities.

* Outfall Inspection Activity Reports, which detail inspection activities on individual outfalls and indicate the location, date of inspection, inspection type, inspecting organization, discharge status, and status and date to manage contractors and keep track of inspection rates. These and the other reports listed below are text-based and appear in tabular format.

* Inspection Results Reports, which summarize physical observations recorded at an outfall, such as odor, color, size, and material to support follow up investigations to eliminate illicit discharges.

* Outfall Water Chemistry Reports, which list the chemical constituents (field-measured or laboratory-measured) present in any flow detected from an outfall to support follow up investigations to eliminate illicit discharges.

* Statewide Outfall Summary Reports, which summarize inspection activities statewide and indicate the location, date of inspection, inspection type, inspecting organization, discharge status, and status and date to manage contractors and keep track of inspection rates.

Standard reports have fixed column headings; however, they are designed to enable the user to select the data displayed under them. Users can restrict or sort the data by defining criteria such as date range, geographic area, outfall type, roadway, waterway, investigation status, discharge classification, or size category.

Stages of Research

Generally, research is identified as one of the following: basic, advanced, or applied.

The degree of risk and the probability for high payoff distinguishes one research stage from another. As the research focus becomes narrower toward solving a problem, so does the risk associated with the outcome. That is, the outcome becomes more predictable.

The study of phenomena and observable facts, with no specific application or desired end in mind, commonly falls into the realm of basic research, making it high risk with the potential for high payoff. Results from basic research feed into the general body of knowledge and often serve as the foundation for applied technology and innovations. For example, cutting-edge basic research on nanoscience and nano engineering has been underway for several years. Nanoscience was born from the discovery that matter exhibits unique properties at the atomic, molecular, and supramolecular scale. Nanotechnology research is being performed with the anticipation that a deeper understanding of these properties could revolutionize the Nation's economy across many sectors.

Specifically, the figure relates return/payoff and risk/uncertainty with regard to research ventures. As shown, basic research offers the highest potential return but also involves the highest risk. The y-axis shows return/payoff, ranging from lowest to highest, while the x-axis shows risk/uncertainty, ranging from highest risk to lowest risk. On the plot, basic research appears in the top left corner. Advanced research appears midway along both the x- and y-axes, and applied research is shown toward the bottom right corner indicating low-risk and low-return characteristics.

If knowledge gained from basic research in nanotechnology is applied to developing potential solutions for highway applications, the research then moves into the advanced stage, where the focus is narrower yet the high risk and potentially high payoff remain. Advanced research covers the broad range of progressive discoveries that could potentially move ideas from fundamental breakthrough concepts to real-world applications. Another characteristic of advanced research is that oversight typically emphasizes the judgments of technical experts rather than adherence to a programmed research plan. Similar to basic research, advanced research tends to be multidisciplinary and flourishes in a collaborative environment. Measuring the success of advanced research involves indicators such as a handoff to developers, peer recognition, citations, patents, and the generation of new concepts for further research.

If findings from advanced research on nanotechnology were to be used to develop a stronger pavement material for roads, the research then would move from the advanced to the applied stage. Applied research, as the name indicates, is even narrower in scope and risk than basic and advanced research, because it pulls from previous knowledge or attempts to address a specific problem or improve the current state of the practice. Applied research is shorter term and incremental, making the outcome more predictable and problem focused.

Below are a few highlights from recent or ongoing research at FHWA and a discussion of some of the benefits from past efforts in advanced research.

Aviation becomes accessible to all

Aviation Minister Jim Fitzpatrick today outlined measures coming in later this month to give disabled people new rights when travelling by air in Europe.

From 26 July 2007 it will be illegal for an airline, travel agent or tour operator to refuse a booking on the grounds of disability or to refuse to embark a disabled person who has a valid ticket and reservation.

The law also covers persons with reduced mobility, including people who would not normally be classed as disabled, such as those with a temporary mobility problem.

The new rules will mean that anyone who has been refused boarding on the grounds of disability or reduced mobility will be able to complain to the Disability Rights Commission (DRC). The Commission will advise them on their rights and could refer the matter to the Civil Aviation Authority (CAA) which will have power to prosecute. If found guilty, an airline could face an unlimited fine.

Mr Fitzpatrick said:

"The new measure coming into force later this month is only the first step in ensuring that disabled people and those with reduced mobility have the same access to air travel as others.

"The second stage, which will come into force next year, will bring further significant benefits to disabled travellers. When all these measures are in place disabled passengers will be assured that they can expect a consistent and seamless level of service from airports and airlines."

The Concrete Facts on an Emerging Technology

Self-Consolidating Concrete

Self-consolidating concrete (SCC) is one of the most innovative technologies in concrete construction today. SCC eliminates the use of vibrators and allows faster concrete placement while improving its consolidation. SCC's ability to reduce voids in the mixture leads to better concrete quality, durability and surface appearance. In addition, this technology reduces labor needs and work site noise. These benefits make SCC an improvement from traditional concrete that needs to be consolidated by vibration to remove air pockets to achieve optimum concrete properties and fill formwork.

This technology has the potential to be used in MTO applications where there have been problems achieving proper consolidation with conventional cast-in-place concrete, due to difficult access for vibrators. Potential areas for SCC use include: barrier and parapet walls, piers, columns, and re-facing. It is also suitable for pre-cast concrete products such as girders and culverts

After success in Japan and Europe, this technology is being introduced in North America. However, before SCC can be used widely, a number of practical issues must be addressed, including development of standards for its production and testing. Individual countries and producers tend to adopt their own SCC tests, making comparison of experiences impossible. Absence of standard tests has prevented SCC use in general construction practices because owners are reluctant to use a non-standard technology. To address this concern, North America is currently preparing guidelines and standard test methods: the American Concrete Institute will be publishing an Emerging Technology Series document regarding production and use of SCC; the Canadian Standards Association published a list of recommended test methods, including acceptance criteria, in the 2004 edition of the national concrete standard.

MTO prepared draft specifications for SCC and used it on a trial basis in pier rehabilitation at the Garden City Skyway, St. Catharines, in the summer of 2005. The contract called for concrete patches made by pumping concrete into forms, but MTO accepted the contractor's proposal to use SCC instead. MTO required their draft specifications for SCC be met in addition to the normal requirements for concrete strength and air void parameters, for durability. This was also the first contract with a linear shrinkage limit requirement for concrete to minimize drying shrinkage cracking.

SCC requires a new approach to testing that is unique from what the industry is accustomed to. Properties such as flow ability (ability to completely fill formwork without entrapped air pockets), passing ability (ability to pass between steel reinforcing bars and other narrow spaces without clogging) and segregation resistance (ability to prevent separation of stone and paste in the mix) are evaluated as part of MTO's specification for SCC. Concrete should be tested prior to placement to verify that SCC meets all three properties, otherwise, a good quality hardened concrete cannot be achieved.

In the case at Garden City Skyway, MTO relied on supplier-developed test methods and trial batches for evaluating the ability of concrete to meet the ministry's requirements. All the specified concrete properties, including compressive strength, air void system and linear shrinkage were met. The method was successful, although there were a few isolated problems with the bond of the patching/re facing to the parent concrete. SCC can cause high pressure on forms, due to its highly fluid nature, and create blowouts of formwork where bracing is insufficient. During trial contract SCC did not always fill out forms completely. However, use of additional air vents in the formwork may alleviate this problem.

To mitigate the challenges of SCC, MTO will continue working with the concrete industry to develop a common set of test methods to measure flow ability, passing ability and segregation resistance, as well as a performance-based concrete acceptance process. This technology's amazing potential to produce a high quality product, minimize the use of vibrators, quicken the construction process and fill formwork without segregation is sure to make the challenges of improving SCC worthwhile.

Will Our Bridges Be Over Troubled Waters?

Climate change has gained much interest in the past few years both within the scientific community and the general public. Its effects have been related to a number of factors including an increase of greenhouse gases, such as carbon dioxide. Recent studies indicate that climate change is a principal cause of increases in extreme storm events and high intensities of precipitation. It has now piqued the interest of public and private infrastructure managers.

How will climate change impact the transportation sector? It may require adaptive design measures to handle changes in climate. Can we continue to design drainage systems based on historical climate data and the assumption of a fixed climate? What actions can we take now to protect the highway infrastructure in the long run, in preparation for the potential impacts of climate change?

To answer these questions, the Ministry of Transportation sponsored a research project at McMaster University through the Highway Infrastructure Innovation Funding Program (HIIFP). The purpose of the study (directed by Dr. Paulin Coulibaly) was to investigate the potential impact of climate change on highway drainage infrastructure including bridges, culverts, storm sewers and stormwater management facilities. Dr. Coulibaly's research used models that predict the earth's climate to identify trends in precipitation and water flow on different catchment areas. These trends would better predict runoff flow rates that would need to be accommodated by the highway drainage infrastructure.

Current prediction models of the earth's climate are able to reasonably forecast changes in temperature over time. There are a number of different climate prediction models, generally referred to as Global Climate Models (GCMs). These models provide temperature and precipitation predictions using a 350 km by 350 km grid system. However, this scale is considered to be very large, especially when trying to predict temperatures and precipitation at a specific location. Furthermore, GCMs have been unable to accurately predict precipitation, compared to actual values measured at monitoring locations. This lack of accuracy is due to the added complexity of predicting the behaviour of a number of systems including storm patterns, wind speed, and air moisture content.

To overcome the limitations of the GCMs, Dr. Coulibaly used techniques to relate the GCM temperature and precipitation predictions to local precipitation data. By identifying the relationship of the GCM simulations and local weather conditions based on historic data, future predictions of the GCM can be translated into local precipitation predictions. To determine estimates of local and regional values of future daily precipitation and variability, eight rainfall stations were selected to represent typical southern and northern Ontario regions. Four stations were in the Grand River watershed and the other four rainfall stations were located in the Kenora/Rainy River watershed.

To show how much, how long and how often precipitation occurs in the two test regions, rainfall intensity-duration-frequency (IDF) curves were derived using the GCMs and daily precipitation data from the rainfall stations. To detect rainfall trends, IDF curves were developed for four time periods, the present, 2020, 2050 and 2100.

The IDF curves showed changes in precipitation intensity, suggesting that by 2050 and 2100 a 24% and 35% increase in heavy, and more frequent, rainfall events can be expected. All correlations showed these increasing trends, except for the 2020s when there was a decrease. In his study, Dr. Coulibaly indicated that this decrease is consistent with the decrease observed in the raw GCM simulations and can therefore be related to the GCM predictions rather than the statistical techniques used to determine the local conditions.

Dr. Coulibaly suggests that highway drainage infrastructure may be significantly affected by climate change. He predicted that, by 2050, highway drainage systems designed to accommodate storms that occur once in 10 years may only be able to accommodate storms that occur once in 5-years. Larger highway drainage systems designed for a once in 50-year storm period might only be able to accommodate a once in 20-year storm period. Dr. Coulibaly suggests that design flow rates (the estimated runoff flow rates) may need to be increased leading to larger bridges, culverts, storm sewers and storm water management ponds to maintain the level of service provided today and to avoid potential constricted water flow and possible future flooding events.

While this research provides some insight into the potential impact of climate change on highway drainage infrastructure based on a limited number of sites and a short period of rainfall record, more research is required to fully understand future climate effects on rainfall and flow rates before considering modifications to highway drainage design standards.

Yorkshire commuters at heart of strategy for rail growth

Transport Secretary Ruth Kelly today announced a capacity increase of 53% for peak hour commuter trains serving Leeds to meet the expected demand for rail travel.

Additional capacity will be provided by lengthening trains on key routes operated by Trans-Pennine Express, with a 30% increase in capacity on the northern section. Extra carriages will be available on Leeds and Sheffield suburban services. The enhancements are planned from 2009, with all the extra capacity in place by 2014.

Network Rail has been asked to tackle bottlenecks in the Leeds and Manchester areas by 2014. As a result, journey times on fast services between Manchester and Leeds will be cut to 43 minutes.

Cleethorpes and Northallerton stations are likely to be among 150 stations nationally which will be refurbished to become more accessible and attractive for passengers, at a total cost of £150 million.

The announcements are included in 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 in England and Wales.

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 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 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. Up to £10 billion will be invested in growing capacity in this period.

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

"Passengers in Yorkshire 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.

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

Wick Drains Used for HWY Swamps

Growth in commuter and recreational use in this corridor has prompted MTO to expand Highway 69. A strategic link in the Trans-Canada Highway System, the existing two-lane roadway serves to connect northern and southern population centers. One segment of the Highway 69 expansion project is the four laning from Highway 537, northerly for a distance of 8.8 km. This stretch of Highway 69 involves a number of swamp crossings that requires the design and construction of embankments, some as high as 26 meters over weak compressible clay soils. The application of wick drain technology, or Prefabricated Vertical Drains (PVDs), was chosen as a cost effective alternative to the conventional procedure of excavation and backfilling or commonly termed as "dig outs". The wick drain design methodology is part of a 'floatation' design approach that leaves the compressible soils in the ground. This saves considerable time and expense in the excavation and removal of the native soil material and also in the time and material to backfill the excavation. The cost savings from installing wick drains at the 5 swamp sites amounted to approximately 25 million dollars.

Leaving the native soils in place also offer environmental advantages since disturbance to the natural environment is minimized and haulage and disposal is avoided.

The design includes the preloading and/or surcharging the embankment and the use of wick drains to accelerate the rate of settlement. Typically an additional temporary surcharge fill of 2 meters is placed at the top of the embankment that is removed once the embankment settlement is achieved. Staged construction has been specified to prevent embankment failure during the construction of the embankments and a comprehensive geotechnical monitoring program has been designed to control the rate of construction and to monitor the performance of the embankments.

When an embankment is built on compressible soil, it can take several years before the embankment stops settling. Using wick drains reduces the settlement duration to weeks or months. Forcing soil consolidation to occur at the outset of the project and in the shortest possible time during construction is desired to avoid expensive construction problems and delays and also to improve post-construction performance of the roadway. On the Hwy 69 projects, the predicted rate of settlement without wick drains ranged from 2 to 5 years compared to 6 to 13 months with wicks.
The wick drain technology was chosen at 5 of a total 10 swamp locations within the project. Wicks were selected at the sites where the clay thicknesses exceeded 10 meters and where embankment heights exceeded 6 meters. Wicks were designed at a 1.5 m triangular grid pattern to depths ranging from 10 to 25 meters below original ground. (Figure 1) The total length of wick drains is 785,000 meters, approximately equivalent to a round trip between St. Catharines and Sudbury. Wick installation commenced in the summer of 2006 under Contract 2006-5150 awarded to Pioneer Construction and currently scheduled for completion in summer 2009. On this project wicks are being installed within a temporary steel rectangular casing that is pushed into the ground using a backhoe modified with a vertical lead. (Figure 2) The procedure is analogous to a sewing machine whereby a spool of wick drain is fed into the mandrel as the mandrel is pushed into the ground to the design depth.

The measurable success of wick drain technology on MTO projects has revolutionized the methodology of embankment construction over swamps. The advent of wick drain technology has resulted in more efficient construction methods, increased cost savings and minimal disturbance to the environment.

On this project, the development of the wick drain design illustrated a successful partnership between the Prime Consultant (URS Canada Inc), the Foundations Engineering subonsultant (Golders Associates), Northeastern Region Planning and Design and the Pavements & Foundations Section.

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.

NATS: New Government Director

Transport Secretary, Ruth Kelly, has today announced the appointment of Sigurd Reinton as a non-executive Partnership Director on the board of NATS Holdings Limited, the UK's leading air traffic management provider.

In making the appointment, the Secretary of State said:

'I am delighted to appoint Sigurd Reinton to the NATS Board. His broad commercial experience will be a real asset to the company as it strives to maintain, and further improve, its excellent operational and financial performance.

'At the same time, I would like to record my thanks to Stephen Pettit who stands down as a Partnership Director after six years on the NATS Board. Stephen has played a critical role on the NATS Board, helping to build the PPP into the success it is today.'

North East is at the heart of strategy for rail growth

More carriages will be provided for Newcastle suburban services and longer Trans Pennine Express trains will operate in the North-East region, Transport Secretary Ruth Kelly announced today.

Passengers will also see more punctual services with reliability improving to 92% of long distance 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%.

Capacity and performance improvements will be in place by 2014.

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

The strategy, 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 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 North East 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.

Lower Valley Pike Scenic Byway

The National Scenic Byways Program of the U.S. Department of Transportation, Federal Highway Administration, has been in full swing with 309 projects in 45 States chosen in 2006 to receive $25.5 million in grants. The program, established in 1991, has provided funding for 2181 State and nationally designated byway projects in 50 States, Puerto Rico and the District of Columbia. A road is chosen as a Scenic Byway for not only its scenic beauty but also its historic, cultural, recreational, and/or archaeological importance and its natural qualities.

In May of 2004, the historic Lower Valley Pike, Route 316—south of Springfield, OH in Clark County—met all these qualifications and was named Ohio’s 18th State Scenic Byway. Near the Mad River and National Road, the Byway winds through limestone cliffs, wet woodlands, and rich farmland. It leads to the historic town of Medway where some of the State’s oldest buildings still stand. Outside of the town horses and cattle enjoy rich meadows. In October 2004, the official dedication and reception celebrating the announcement of the State Scenic Byway was held at a local Medway business, followed by a ribbon cutting in the Medway Town Park.

The Byway also leads to the rolling hills of historic George Rogers Clark Park and the meadowland site of The Battle of Piqua that took place on August 8, 1780. This was one of the last battles—and the largest—in the west during the Revolutionary War. General Clark, for whom the county is named, led his Kentucky soldiers to victory and is said to be the only General who was never defeated in battle. A historic marker for the battle and a memorial to the Shawnee who were driven from their lands stands on the site today. The road is named for the great Shawnee leader, Tecumseh, who was born nearby, possibly in the village of Piqua.

The Byway offers fishing in the Mad River, access to tourist attractions such as the Estel Wenrick Wetlands and the Davidson Interpretive Center, and seasonal events like the New Boston Fair and Native American powwows. Without a doubt, the National Scenic Byways Program brings tourism and revenue into little known areas like those on the Lower Valley Pike for all to enjoy.

California's Pacific Coast Highway-Highway One

Highway One follows the Pacific coastline from Baja to the top of the Olympic Peninsula. The most scenic is the 139 miles from Monterey to Morro Bay near San Luis Obispo.

John L.D. Roberts, M.D., from New York founded the town of Seaside in 1887 on land he had purchased from an uncle. Subsequently, he became postmaster, planner and county supervisor as well as a rural country doctor who visited patients on horseback. He dreamed of a road that would take him from his home in Monterey quickly to patients in need. One day a shipwreck required Dr. Roberts to ride to Point Sur, taking him nearly four hours to reach Point Sur to care for the injured. He recognized the need for a road and photographed the land between San Simeon and Carmel and has been credited with being the first surveyor of this rocky stretch of coast.

Construction on Highway One began in 1919. Initial estimates came in at $1.5 million. Federal funds were appropriated and in 1921 voters approved additional state funds. San Quentin Prison set up three temporary prison camps to provide the labor for the road. One was set up by Little Sur River, one at Kirk Creek and later one was established at Anderson Creek. Inmates were paid 35 cents per day and their prison sentences reduced in return for their hard work. Locals like John Steinbeck also worked on the road.

Seventy thousand pounds of dynamite blasted through the granite, marble and sandstone of the rugged terrain and lime was smelted for making concrete. The heaviest construction was in the 65-mile section between Spruce Creek and the area north of San Simeon. More than 10 million cubic yards of rock was blown away. In 1945, work crews found some of the original dynamite sticks under a section of the road. Although the construction was essential, much devastation was caused by dynamiting and later bulldozing and scars and subsequent repairs are visible.

From the 33 bridges constructed with Highway One comes the famous Bixby Rainbow Bridge at Big Sur that we know from automobile commercials. Eight hundred twenty-five trucks brought in 6,600 cubic yards of concrete and 600,000 pounds of reinforcing steel. The rainbow arch was first formed with 300,000 board feet of Douglas fir.

Maintenance, like all roads, is ongoing. In the 80-year life span of the Pacific Coast Highway the most damage was from landslides. Winter storms cause erosion, resulting in the closing of the highway for extended periods. But when spring comes the road opens and once again tourists and natives alike enjoy the scenic drive.

The Pacific Coast Highway provides the opportunity to visit some of California's best tourist spots. British sailor, Jack Swain, built California's First Theatre in Monterey in 1847. It was intended as a boarding house and saloon; however the first play was performed there in early 1848. Today it remains a popular playhouse. Fisherman's Wharf and Steinbeck's Cannery Row are must-sees, although the canneries are selling souvenirs rather than sardines. Fort Ord, a former U.S. Army base now houses California State University at Monterey Bay. Founded as a cavalry post in 1917, it became a major training post during World War II. Most recently, Fort Ord was home to the 7th Infantry Division until 1993. The post's airfield was turned over to the city of Marina. At beautiful Carmel-by-the-Sea, Clint Eastwood's Hog's Breath Inn is a great break before touring San Carlos Borroméo de Carmelo Mission or Carmel Mission. Here at the foot of the Main Altar of Basilica rest the remains of Padre Junipero Serra, known as the Apostle of California. The treasure hunter tourist who loves scuba diving can climb down into Jade Cove, where a cave is home to naturally polished jade. Pieces of small jade may be found throughout the cove. Point Lobos State Reserve offers nature trails to China Cove, noisy Sea Lion Point and Cypress Grove. For a fee tourists can take the 17-mile drive to famous Pebble Beach.

Further south, surf and ocean views are breathtaking on one side with groves of the mysterious twisted and bent Cypress trees on the other. San Antonio de Padua Mission is located at Fort Hunter Liggett. Cayucos, between the Pacific Ocean and the rolling hillsides of open ranchland, is a quiet getaway. Morro Bay was discovered by Juan Rodriguez Cabrillo in 1512. The town of Morro Bay was founded by Franklin Riley in 1870. It's a breeding area for Peregrine Falcons, often seen flying in the area. San Luis Obispo is called the start of the Big Sur coastline. SLO, as locals call it, has a delightful downtown with great dining, shops and nightlife, arts center; Mission Plaza, historical walking tours, Children's Museum, world-class performing arts center and wine country tours. At nearby San Simeon, the 100-room Hearst Castle, high in the Santa Lucia Mountains, overlooks the ocean. The lavish home of William Randolph Hearst, a self-made multimillionaire miner and rancher, the castle became a state monument in 1951 and one of the most popular tourist attractions in California. At his peak, Hearst owned 28 major newspapers and 18 magazines, along with several radio stations and movie companies. Construction on the castle began in 1919, the same year that construction on Highway One began, and ironically the castle cost as much to build as the highway.

The construction of the Pacific Coast Highway provided the means for reaching these fine sights and many others despite some time delays due to coastal weather, landslides and engineering obstacles. The initial $1.5 million estimate to build Highway One became $10 million nineteen years later, but it remains a historian and tourists dream.

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."

Cold In-Place Recycled Expanded Asphalt Mix

Cold in-place recycling (CIR) is a environmentally friendly pavement rehabilitation method that grinds up an existing asphalt pavement, sizes it, mixes in a small amount of asphalt cement, and lays it back down without any off-site hauling and processing. The added asphalt cement is typically emulsified asphalt, a blend of asphalt cement and water droplets. The material is then profiled and compacted. A new surface of hot mix asphalt (HMA) is placed after the emulsion has set and moisture and compaction requirements have been met, which can take from 14 to 30 days. Application of CIR is usually limited to the warmer, drier months due to the use of emulsified asphalt.

A recent innovation in the CIR technology is Cold In-place Recycled Expanded Asphalt Mix (CIREAM). In this new process, hot asphalt cement is pumped through an expansion chamber on the cold recycling unit, where a small amount (1%) of cold water is injected and immediately vaporizes. This creates thousands of tiny bubbles within the hot asphalt cement causing it to rapidly expand (foam). Next, the expanded asphalt is mixed with the reclaimed asphalt pavement. As with conventional CIR, the material is then profiled and compacted. The major advantage of CIREAM over conventional CIR is that a new HMA surface layer can be applied following as short as a 2-day curing period, rather than the minimum of 14 days required for CIR. The process is also less dependent on warm, dry weather for placement.

CIR has been found to be an effective pavement rehabilitation treatment, mitigating reflective cracking and extending pavement life. By reusing existing aggregates and asphalt cement (a zero waste approach), CIR/CIREAM is both environmentally sustainable and cost-effective. Other benefits of using CIR/CIREAM can be illustrated by looking at Greenhouse Gas (GHG) emissions and aggregate conservation. When compared to a traditional roadway rehabilitation technique of milling and 130 mm HMA overlay, the CIR/CIREAM process can decrease GHG emissions by 50 to 60% and aggregate use by more than 60%.

Since 1990, the ministry has successfully carried out over 40 CIR contracts and more recently, three CIREAM contracts. As a result, the ministry has reduced carbon dioxide emissions by 54,000 tones, nitric oxide/nitrogen dioxide by 440 tones, sulphur dioxide by 9,400 tones and conserved over 740,000 tones of aggregate.

CIR/CIREAM technology is a sustainable alternative to conventional methods of pavement rehabilitation and allows the ministry to reduce GHG emissions in support of the Kyoto Protocol while addressing the triple-bottom-line: the Social, Economic, and Environmental (SEE) impacts of our decisions.

Warm Asphalt Mix

Recognizing the impact that construction has on the environment, the construction industry has responded by developing a new approach to reduce their environmental footprint. The traditional approach has been to produce asphalt mix at high temperatures resulting in heavy consumption of fuels and accompanying production of emissions. The new approach addresses this head on by producing the mix in a manner that uses less fuel, and produces fewer emissions.

Currently, asphalt mix is typically Hot Mix Asphalt (HMA). HMA is made by heating asphalt cement (AC) from a semi-solid state until it flows thinly enough to uniformly coat a mixture of aggregates. This process requires high temperatures in excess of 150 C to properly mix the materials and to ensure the mix is still workable when it is being placed and compacted on the road. This mixing process requires large quantities of energy and creates emissions. Warm Asphalt Mix (WMA) is an alternative method with benefits over HMA. WMA can be used with normal HMA materials and normal HMA mix designs using standard paving and compaction construction equipment.

WMA is produced at temperatures about 50 C lower than conventional HMA. Using less energy at lower temperatures during production results in up to a 50% drop in emissions. WMA claims to have the following benefits: its greater ability to be transported over long hauls; a quick opening to traffic; it can be placed in thinner lifts; and potentially could improve the performance of transverse and longitudinal joints. Performance of transverse and longitudinal joints depends on the ability to obtain good compaction along the supported edges. Mix freshly placed against the adjacent previously placed WMA re-heats the mix, allowing construction rollers to further compact the joint and push the mix into the existing joint. This may lead to better joint performance. WMA could also allow construction under cooler weather conditions extending the paving season.

Other benefits of using Warm Asphalt include reduced exposure to fumes for workers during placement and compaction of the WMA. Also lower production temperatures reduce short-term aging of AC which allows for longer hauling distance of the mixture between mixing plant and construction site. Further evaluation is still needed to determine the performance of WMA, impact of the moisture in the mix, potential softness and rutting of the pavement, sustainability of the asphalt as well as the skid resistance, etc. especially for heavily trafficked roads.

Warm Asphalt Mix can be produced through a number of different methods. The process that MTO was first introduced to, and is incorporating in its trials is Mead Westvacos Evotherm technology. Evotherm WMA technology uses a high AC residue emulsion. Evotherm is an innovative chemical additive technology that has been shown to be constructible with mix and compaction temperatures as low as 60 Celsius.

On April 23, MTO staff from both Regional and Head Offices attended a morning presentation of another WMA technology called Sasobit, which incorporates a wax additive blown into the mix. About a month later, a third presentation was given covering the Aspha-Min WMA technology which involves the addition of aspha-min or zeolite which releases moisture in the mix to improve the workability of the mix at the lower temperatures.

An Evotherm WMA Trial was placed in the fall of 2005 on a municipal road near Brechin, Ontario. The trial was observed by MTO to check emission testing and mix temperatures at the Hot Mix Asphalt plant as well as the construction site paving operation. Based on the positive observations made at that time, MTO scheduled a WMA trial to be constructed on a section of Highway 15 from Smiths Falls Northerly up to Franktown. MTO schedules and conducts trials to keep abreast of technology.

With the commitment to reduce the impact of highway construction on the environment and the potential of WMA will assist us in this Endeavour, MTO is likely to schedule more trials in the future using some of the other WMA technologies.

Green light for new road in Darlington

Transport Minister Gillian Merron today granted funding approval for a new £12M, 3km, single carriageway road linking the A66 (the Eastern Bypass of Darlington) with the B6297 on its approaches to Darlington Town Centre.

The scheme is designed to achieve economic regeneration in the east of Darlington by providing the necessary access to key development sites in the Borough that do not currently benefit from adequate highway servicing arrangements. It also provides considerable environmental and safety benefits to nearby residential and retail communities as well as vastly improved cycling and walking facilities in the east of the urban area.

Gillian Merron said:

"This Government recognises the important role that transport networks play in supporting economic prosperity, and maximising the role which transport can play in improving business success, including tackling geographical peripherality, opening up new areas for development and facilitating the efficient movement of goods.

"The Darlington Eastern Transport Corridor scheme will bring considerable traffic reduction and environmental benefits to residential communities in the east of the town. It will also help people travel to work, carry out business in Darlington and have better access to leisure and recreational facilities. I have today agreed for the Department to provide a contribution of £12.040m towards the cost of the scheme."

Musculoskeletal Function and Improving Intersections

People may move more slowly with age. Some older adults experience loss of limb strength, flexibility, sensitivity, and/or range of motion, or reduced ability to rotate the head and neck. Such changes may be the result of simple joint inflammation and deterioration (arthritis), muscle atrophy or paralysis related to stroke, or other problems. Chronic illnesses, such as coronary artery disease, heart failure and emphysema can greatly restrict and slow physical activity and mobility. General flexibility and head movements in particular are necessary to physically operate a motor vehicle, particularly for merging, lane positioning, and parking.

Reduced flexibility can affect a variety of driving tasks, especially where drivers have to visually scan a wide portion of the roadway environment. Some types of scanning cannot be eliminated, such as looking for other cars, pedestrians, or traffic signals, but it is important to avoid creating situations where excessive scanning is necessary. For example, consider skewed intersections where two roads meet at an angle that is less than 60 degrees instead of at a right angle. Because of their design, skewed intersections require more head movement and scanning. New highway projects should avoid skewed designs where possible. If a skewed intersection cannot be avoided, right turn on red should be prohibited because some older drivers will have a harder time detecting safe gaps in traffic.

The effects of age- and illness-related changes in flexibility on navigating skewed intersections are apparent. But physical difficulties may not seem relevant to providing advance guide and street signs. Advance information enables older drivers to ready themselves to make the appropriate responses, such as braking or turning. That small amount of extra time can make a difference. Advance signing enables drivers to focus on making a safe turn instead of having to look for a street sign at the same time.

Many older drivers like this motorist may experience reduced range of motion, making it harder to rotate the head and neck and therefore more difficult to navigate skewed intersections

AVIATION PROGRAMS

Airport planning may be done on an area-wide or individual airport basis, with input from local officials. Area-wide planning includes preparation of airport system plans for states, regions and metropolitan areas. These plans identify the aviation facilities needed to meet current and future air transportation needs. Grants for airport system planning are made to planning agencies having area-wide jurisdiction over the area being studied. The Federal Aviation Administration (FAA) uses this information in preparing the National Plan of Integrated Airport Systems.

Essential Air Service

This program was put into place to guarantee that small communities that were served by certificated air carriers before the passage of the Airline Deregulation Act in 1978 maintain a minimal level of scheduled air service. The Department currently subsidizes commuter airlines to serve approximately 100 rural communities across the country that otherwise would not receive any scheduled air service.

Aviation Investment and Reform Act for the 21st Century (AIR 21)

This new, major aviation legislation increases the Small Airport Fund, guarantees funding for General Aviation Airports, and allows pavement maintenance projects to be funded under the Airport Improvement Program at no primary airports.

Keeping traffic moving and cutting disruption - new powers come into force

* PARKING SET TO BECOME FAIRER, CLEARER AND MORE OPEN UNDER NEW SYSTEM INTRODUCED TODAY

* COUNCILS GET MORE POWER TO TACKLE DELAYS AND CONGESTION CAUSED BY STREET WORKS FROM TOMORROW

New powers to make parking enforcement more motorist-friendly and reduce disruption or delays when roads are dug up come into force from today as part of the Traffic Management Act, Transport Minister Rosie Winterton has announced.

These new powers will ensure motorists in England benefit from a fairer and more transparent parking framework from today while, from tomorrow, English councils will be able to use new measures to better co-ordinate street works, reducing disruption for all road users, residents and local businesses.

Transport Minister Rosie Winterton said:

"We want to make life better for motorists. Ongoing roadworks and unclear parking enforcement are among road users' biggest concerns. These new powers are designed to tackle both issues and are a key part of the Government's strategy to tackle congestion and keep traffic moving.

"Parking rules exist to help beat congestion and improve road safety. These regulations will help make parking enforcement fairer, clearer and more open.

"Disruption from street works costs the economy about £4.9 billion each year - these strengthened powers will allow councils to better co-ordinate when work happens on their roads. We are tackling the frustration of roads being dug up time and time again and at the busiest times - reducing disruption for all road users, residents and local businesses."

The new parking framework makes it clear that councils should not use parking enforcement as a tool for raising revenue or set targets for the number of tickets issued. Furthermore, councils are strongly advised to only use wheel-clamping against those who persistently evade their penalty charges.

The framework encourages councils to tackle the parking behaviour that causes most disruption or danger to other road users - such as unauthorised parking in spaces for disabled people, at pedestrian crossings, or on yellow lines. Councils must issue lower penalties for other, less serious, parking offences. Details of how to appeal must be included on parking tickets. Independent parking adjudicators will also get more power, including the right to ask local authorities to reconsider penalty charges where motorists have mitigating circumstances.

Under the new street works regulations councils will be able to insist that utility companies give longer notice periods before starting works - improving co-ordination and making it possible to prevent multiple works in different streets in the same area at the same time.

Councils will also be able to impose conditions on works, such as a ban on rush hour working and will also be to operate a permit scheme - meaning that anyone wanting to dig up the road will have to apply for a permit that will set out specific durations for the work and conditions of how and when it is carried out. Different companies may even use the same trench when carrying out works. Councils will be able to penalise utility companies that break the conditions.

WOOD IN TRANSPORTATION

Through its Wood in Transportation Program, USDA Forest Service is helping rural areas and small communities use alternative resources for transportation infrastructure. The purpose of the Wood in Transportation Program is to improve local transportation networks and revitalize local economies by using wood for bridges and related transportation structures.

With technical and financial assistance from the program, communities can build highway bridges, portable bridges for temporary access, and pedestrian and trail structures--all made out of advanced construction design wood. Rural areas and communities can take advantage of this program to provide quality transportation infrastructure at reduced costs.

Forms

Each of the following documents shall be in a form approved by the Superintendent:

1. An application form referred to in clause 32 (2) (a).

2. A disability certificate.

2.1 A consent under section 32.1.

2.2 A notice under subsection 35 (3) or (4).

3. A notice under section 36.

4. A notice under subsection 37.1 (5).

5. A treatment confirmation form under section 37.1.

5.1 A notice under subsection 37.2 (2).

6. An application referred to in section 38, including the treatment plan.

6.1 A notice under subsection 38 (8).

7. An application under section 38.2.

7.1 A notice under subsection 38.2 (6).

7.2 A notice under section 39 advising an insured person that the insurer requires him or her to be examined under section 42.

8. An application under subsection 40 (1).

9. A notice under subsection 40 (2).

10. A report of a designated assessment.

10.1 A notice under section 42.

10.2 An invoice in respect of an expense for goods or services specified in a Guideline issued for the purposes of section 44.1.

11. An explanation under section 45.

12. A notice under section 49. O. Reg. 281/03, s. 34; O. Reg. 546/05, s. 30; O. Reg. 533/06, s. 14.

69.1 (1) Any document that is required by section 69 to be in a form approved by the Superintendent and to which subsection 68 (3.2) applies and any other document specified in a Guideline issued for the purposes of this section is duly completed and includes all information required by this Regulation to be included in it if,

(a) every field not identified on the form as an optional field is completed in accordance with subsection (2); and

(b) if any field on the form that is identified as an optional field is completed, it is completed in accordance with subsection (2). O. Reg. 533/06, s. 15.

(2) If the form specifies the manner or the format in which a field is to be completed, completion of the field shall be in that manner and in that format. O. Reg. 533/06, s. 15.