Parents:

Parents should ensure that their children are familiar with school bus safety rules and school board transportation policies, even if their children do not use a school bus regularly. Parents whose children are bused regularly should ensure that the child is at the bus stop on time. Parents should try to meet their children at the bus stop, or form a pool of volunteers to meet the children. Always meet the child on the same side of the street where the child leaves the school bus.
Parents must be aware that they are responsible for their children until they step on the bus and immediately after they exit the bus.

Students:
All students should be familiar with school bus safety rules, even if they do not ride on a school bus every day. They should also be familiar with the rules for emergencies.

Canadian Standards Association (CSA):

Ontario prescribes by regulation that all new school buses offered for sale or sold in Ontario must conform to the CSA standard for school buses: Canadian Standards Association Standard D250 M 1985.

The Ontario Ministry of Transportation recently participated in the review and updating of this standard and will be incorporating the changes when the standard is published.
The federal government has responsibility for establishing new vehicle standards, and the provinces are responsible for in-use standards. The Canadian Standards Association D250 standard is adopted by Transport Canada in Regulations under the Motor Vehicle Safety Act as the standard which must be met.

Programs for School Vehicle Riders and Caregivers

First Rider Program: Overview
This overview provides general information on the First Rider Program. More detailed information is available in the First Rider Program: Operations Manual, in the section of this Guide titled "Information for the School Bus Safety Professional".
What ... is the First Rider program?
The First Rider program is an education and awareness program. It is designed to promote school bus safety to young children and their parents.
It familiarizes young children who are beginning school with school buses and helps them overcome any fears they may have about riding on the "big yellow bus". It also provides information to children and their parents on school bus safety procedures, including how to get on and off the bus safely. The program is planned as a fun learning experience for the participants.
Who ... is it for?
The First Rider program is targeted at young children who will be entering the school system in September. It is primarily intended for those children who will be using school buses to go to and from school on a regular basis. It also provides information to parents on school bus safety procedures.
How ... does it work?
The First Rider program can be sponsored by local school boards, school bus operators, police, volunteers, etc. The program is approximately 45 minutes in length and usually includes:
* A safety video,
* A ride on a school bus,
* A review of school bus safety procedures,
* Presentations (can include information from school bus driver, i.e. circle check, police, etc.,) and
* Related activities such as looking at a stationary bus.
Depending on the number of children, several First Rider programs can be scheduled for the same day, or over several days, and at varying locations, usually prior to the beginning of the school year.
Information on the program is provided by local school boards to the prospective parents at kindergarten registration or orientation and is also distributed to the local media prior to the event. The event takes place in a school parking lot or other area away from traffic, with adjacent facilities for watching the video and participating in the activities. Refreshments (often donated by local commercial sponsors) may also be available as part of the program.
The event usually begins with registration. Children watch a video (i.e. Winnie the Pooh's Great School Bus Adventure). Presentations can also be scheduled at this time. Afterwards, children proceed to the bus. The rules learned in the video are reviewed, and then children board the bus with their parents.
Children are driven to a designated area (which may be the same or a different school). Children then get off the bus (bus rules are reviewed again). Rules for loading and walking in front of the bus are reviewed. Presentations and refreshments may also be scheduled for this time. Children may receive a certificate for completing the program. Parents may also receive additional information on school board transportation policies and safety procedures, such as ensuring that children are dropped off and picked up on time and that young children are supervised while waiting at the bus stop.
The program is normally provided free to participants.
When ... does it happen?
The program is usually scheduled for a time in late August or early in September in order to capture the child population that will be beginning school in September. It can be scheduled for any time that is convenient for participants and for those delivering the program.
Where ... is it?
The program itself takes place on school property or some other secure location with associated facilities nearby.
The program has been successful in a number of communities, including the Ottawa area and Thunder Bay. Other communities have successfully implemented similar education and awareness programs in their jurisdictions.
Why?
School bus transportation is extremely safe. To maintain this safety record, children and their parents must be familiar with school bus safety rules such as how to get on and off the bus safely and how to behave on the bus. The First Rider program is an opportunity for school boards and school bus operators to introduce school bus safety rules to children, and for parents to become familiar with school bus procedures.
It also allows parents and children to ask questions about school bus safety and related issues.
How ... do I get more information about the First Rider program?
Contact the Ministry of Transportation's Regional Planner for your area. This person will be able to provide additional information and suggestions for implementing a First Rider program.
John Warkentin Southwest Region (519) 873-4420
Paul Allore Eastern Region (613) 545-4608
Jeff Griffith Northern Region (705) 497-5453
Tom Marinis Northwest Region (807) 473-2198
Central Region 416-235-5486

Proper Use of Seat Belts

* A properly worn seat belt greatly increases your chances of surviving a motor vehicle collision.
* No doubling up – only one person to a seat belt.
* A typical seat belt assembly consists of a lap and shoulder belt. The shoulder belt should be worn closely against the body and over the shoulder and across the chest, never under the arm. The lap belt should be firm against the body and low across the hips.
* Air bags do not take the place of a seat belt. When air bags activate during a motor vehicle collision, they reduce the forward movement of the upper torso and minimize impact. They do not prevent drivers and passengers from being thrown from the car.
When a seat belt is worn correctly, it will apply most of the collision or stopping forces across the chest and pelvis, which are better able to withstand collision forces. A seat belt should not be worn twisted, as the full width of the belt is required to spread motor vehicle collision forces across the body.
Wearing a seat belt loosely or placing the shoulder belt under the arm or behind your back instead of across the chest, could, in the case of a collision or sudden stop, result in an injury-producing impact with the vehicle interior, or ejection from the vehicle. Wearing a lap belt across the stomach, instead of low across the hips, allows collision forces to be applied to the soft tissue of the body, increasing the chance of injury.
Pregnant women must wear seat belts – wearing the lap and shoulder belt and sitting as upright as possible. The lap belt should be worn low so it pulls downward on the pelvic bones and not directly against the abdomen.

Be courteous

* Respect motorcyclists - they are just as entitled to use the road as you are.
o Speed and other aggressive tactics such as tailgating can potentially be more dangerous to the motorcyclist, who has less protection on a smaller, open vehicle.
o Give other drivers space to change lanes, avoid cutting them off and signal your turns and lane changes properly.
Be aware of motorcycles (and other vehicles) around your car

* Check your mirrors frequently so you are aware of the other vehicles around you and how close they are.
o Remember to check your blind spot, especially before changing lanes. A motorcycle is small enough to be entirely hidden within your blind spot.

Transport Security

The Secretary of State for Transport is responsible for the security and (less directly) resilience of UK transport systems. Recent events such as the attacks on London, 9/11 and the Madrid bombings have brought security concerns to the fore and transport security is an important part of Government's long-term counter-terrorist strategy (CONTEST) with its four pillars Protect, Prevent, Pursue and Prepare.

The Secretary of State is empowered by legislation to require the regulated transport industries to implement security measures designed to protect their infrastructure, their hardware, staff and the public using it, from attack. The Director of Transport Security and Contingencies (TRANSEC) is authorised to sign Directions obliging the industries to carry out the Government's requirements.

There is no equivalent legal basis on the resilience side, although the Civil Contingencies Act 2004 placed requirements on most transport operators to cooperate with the primary responders in contingency planning and in sharing information. DfT (not just TRANSEC) acts less formally through its contacts with operators to ensure that they are aware of the Government's assessment of risks and have made their own plans accordingly.

Ministers play an important role in the Government-wide counter-terrorist and resilience and recovery machinery, primarily through membership of the relevant Ministerial level committee. In the event of a serious threat or an actual incident the Secretary of State and/or ministers would be involved in key decisions (for example cessation of flights or closure of a railway station) and would be expected to attend Ministerial level COBR (Cabinet Office Briefing Room) meetings.

Tips for Motorcyclists

Helmets save lives, and are required in Ontario by law - almost 10% of riders killed and almost 15% of riders injured in collisions were not wearing helmets.

* Always wear an approved motorcycle helmet and protective gear when riding.

* High-quality riding gear can protect you in the event of a fall or collision. Always wear long sleeves and pants to protect your skin.

* Consider wearing a jacket with padding in the shoulders and elbows, leather gloves and pants and boots. Ensure that protective gear does not interfere with riding or controls.

* Wear bright colors, such as red, yellow or orange or reflective clothing to make yourself more visible to other motorists.

* Many motorcycle collisions occur between 11 a.m. and 8 p.m. Always ride with lights on to increase visibility.

Be seen at intersections – over one third of motorcycle collisions are intersection related.

* Watch for vehicles that may make a left turn across your path or pull out from a side street.

* Don’t assume that other drivers see you. Drivers that have collided with motorcycles often say they did not see the motorcycle until it was too late.

* Approach intersections slowly, move as far away as you can from the other vehicle and avoid being in other drivers’ blind spots.

* When making a right turn, angle your motorcycle across the lane (45 degrees) to create a larger blocking position and to make yourself more visible to drivers behind you. Riding in the blocking position prevents other vehicles from sharing the lane or getting too close to you. As the term implies, the blocking position “blocks” other vehicles from sharing your lane.

* Be sure to check over your shoulder for any cars or pedestrians before proceeding with the turn.

Staying safe, staying mobile

Staying mobile is important to the lifestyle of today's seniors. Growing older doesn't mean you have to give up driving. No one loses his or her driver's licence solely because of age.
As we get older, we change. And while the years following the age of 50 can be wonderful, some of us become hard of hearing, others need corrective lenses, and our reflexes may slow down.
Drivers should learn to recognize individual changes and adjust their driving habits accordingly. This brochure outlines some warning signs that could lead to unsafe driving and suggests steps that can be taken to keep you and other road users safe while you're behind the wheel.
Ontario's roads are among the safest in North America so it's important that every road user makes road safety a personal responsibility. If you're a senior driver, you may benefit from taking a driving course to help you stay on the road as long as you can.

Drivers your attention please!

Driving is a task that requires your full attention every time you get behind the wheel. As a driver, you must always remember to reduce driver distractions and focus on the driving task. Your first responsibility is road safety!
There are a number of potential driver distractions and these may include:
* Technology devices such as cell phones, laptops and hand-held organizers;
* reading maps or other material;
* grooming activities;
* Eating or drinking;
* Note taking;
* conversing with passengers;
* tending to children or pets; and
* adjusting in-vehicle controls (radio, climate control and CD player)
Police can charge drivers with careless driving if they do not pay full attention to the driving task. If you are convicted of careless driving you will automatically receive six demerit points, fines up to $1,000 and/or a jail term of six months. In some cases, your licence may be suspended for up to two years. This is one of Ontario's toughest rules of the road.

The following are some tips to help reduce driver distraction:
* Put reading material in trunk if tempted to read.
* Attend to personal grooming and plan route before leaving.
* Identify and preset your vehicle's climate control, radio and CD player.
* Make it a habit to use your cell phone only when parked, have a passenger take the call or let the caller go to voice mail.
* Do not engage in emotional or complex conversation.
* When hungry or thirsty, take a break.

Sharing responsibility for heavy vehicle speed compliance

'Chain of Responsibility' laws to target the cause of heavy vehicle speeding have been approved unanimously by the Australian Transport Council

National Transport Commission (NTC) Chief Executive Nick Dimopoulos said the focus of the new laws is on the underlying cause of heavy vehicle speeding. Off-road parties in the logistics chain must take “reasonable steps” to ensure their delivery schedules and deadlines do not put pressure on drivers to break road laws.

“Enforcement efforts have traditionally targeted drivers at the roadside and only treat the symptoms of speeding, not the cause,” Mr Dimopoulos said. “We want all parties in the logistics chain to share the responsibility for road safety.”

Existing industry best practices – such as setting sensible deadlines, checking records and promoting company policies on speed control – are effective at managing heavy vehicle speed. Studies also show that speed control policies can reduce fuel use by 8 percent and equipment wear and tear by 10 percent.

“The reform is about establishing a culture where speeding is not tolerated, giving drivers a greater say in their schedules, and allowing plenty of time to do the job. Many companies already do this and they deserve to compete on a level playing field,” he said.

Mr Dimopoulos encouraged all parties in the logistics chain to discuss the impact of Chain of Responsibility laws on their business and identify what steps they can take to manage compliance risks.

Penalties include court-imposed corporate fines of up to $50,000, plus three times the estimated commercial benefit gained by breaking the law. Road agencies can also ask the court to impose bans and prohibition orders (such as the fitment of vehicle tracking technology).

Under the NTC’s draft proposal for a single heavy vehicle accreditation framework, meeting an approved standard for managing speed would provide prima facie evidence of taking ‘reasonable steps’.

The importance of sharing responsibility for speed compliance was identified by a Summit to Combat Speeding Heavy Trucks (jointly hosted by the Australian Trucking Association and the NTC). Speed is reported as a factor in 29% of heavy vehicle fatalities.

Chain of Responsibility reforms agreed by Transport Ministers now cover heavy vehicle overloading, driver fatigue and speed offences. All governments have agreed to implement the model Chain of Responsibility laws for speed compliance within 12 months.

Aggressive Driving

Occasionally, motorists have found themselves in unpleasant situations involving abusive gestures or language from another driver who takes issue with how they drive. Anxiety and frustration can quickly spark an aggressive or careless driver, who tailgates, speeds, fails to yield the right of way among other behaviors.
Aggressive driving behavior may lead to incidents of road rage where motorists have been threatened and/or subjected to retaliatory actions by angry motorists.
If people drive responsibly they will reduce the chances of conflict on the road and help make our roads safer. Experts recommend the following tips to help avoid road conflicts:

* Plan your route in advance. Some of the most erratic and inconsiderate driving occurs when motorists are lost;
* Make a conscious decision not to take your problems with you when driving;
* Combat the warning signs of stress by getting fresh air and breathing deeply and slowly. Listen to relaxing music;
* Avoid long drives if you can. If you take a long trip, stop every few hours for a rest. Before and during a long drive, avoid heavy meals which tend to make a person lethargic;
* Drive in a courteous and considerate manner. Give way at busy intersections and where lanes merge traffic;
* Don’t compete or retaliate. If someone’s driving annoys you, don’t try to “educate them”. Leave traffic enforcement to the police;
* Don’t take other driver’s mistakes personally;
* Avoid honking your horn unless absolutely necessary and, if you must, tap on it lightly;
* Say, “Sorry” if you make a mistake. An apology can reduce the risk of conflict;
* If you are being physically threatened, stay in your car and lock the doors. If you have a cell phone call the police. Use your horn and lights to attract attention;
* If you think you are being followed, do not drive home. Go to a police station or a busy public place;
* Don’t carry a defensive weapon; it might provoke a potential assailant.

Aggregate Supply

Gravel sources within a radius of about 160 km were sampled and tested. Within any general area, only one or two sources were sampled because the nature of gravel within each of these areas was generally very similar. These sources are contained within glaciofluvial outwash, deltaic, and ice-contact deposits laid down ~ 10 to 12 thousand years ago during deglaciation. Clast types within these deposits are derived mainly from Precambrian igneous (e.g. granite, gneiss) and minor sedimentary (e.g. argillite, sandstone) rocks. Materials were tested for grading, shape, resistance to abrasion using the Los Angeles Petro graphic Number, unit weight, and bulk relative density.

The samples from North Bay and Huntsville had the poorest shape because they contained the highest proportion of strongly foliated gneisses. The foliation gave the particles an elongated rather than cubical shape. The sample from Thessalon also had relatively poor shape due to the presence of the sedimentary rocks that often had a tabular shape.

The two MTO sources were of most interest. They were located within about 10 km of each other and had very similar geological composition; however, they were found in deposits of different glaciofluvial origins. The Deux Rivieres source was topographically lower than the Randon source by about 100 m and represented material from a relatively lower energy regime. The Randon source represented material that had been transported in a very high-energy environment. This was a coarse outwash deposit formed during a time of enormous water flow down the Ottawa River during the melting of glacial ice and discharge of water from glacial lakes.

The Randon pit contained large rounded boulders (up to 0.5 m diameter) that could only be transported in a high energy environment. The Random material had significantly better sphericity and rounding than any other source that was investigated. This was the material that was ultimately selected by the contractor for supply of the truck arrester bed gravel.

The supply of the arrester bed aggregate was governed by a special provision in the contract that specified the materials and defined the quality assurance process. After placement of material in the bed, it was to be covered to prevent the ingress of foreign materials during any subsequent construction work. Following production of material for the truck arrester bed from the Randon source, two series of tests were conducted to investigate the frozen strength of the aggregate.

Following installation of the truck arrester bed, full scale testing was made with a 4 axle, 20 tonne tractor-trailer combination owned by the Ministry of Transportation. The driver was highly experienced and wore a helmet. The trailer/truck combination was also fitted with anti-jackknife chains. The truck entered the bed at a variety of speeds and the bed performed as expected, stopping the truck in a short distance that increased as entry speed increased. Distance to full stop was measured. The rolling resistance was calculated as an average of about 0.25.

FRA Announces $3 Million RRIF Loan to Columbia Basin Railroad Company

The Federal Railroad Administration announced that the Columbia Basin Railroad Company, Inc. (CBRC) is receiving a $3 million loan under the Railroad Rehabilitation and Improvement Financing (RRIF) program. The CBRC will use the loan funds to purchase 73 miles of track it currently leases from the BNSF Railway between Connell and Moses Lake in eastern Washington State. The line acquisition is expected to increase efficiency and lower costs, allowing the CBRC to upgrade its track to handle heavier carloads for the benefit of its customers and the communities of McDonald, Grow, Sieler, Wheeler, Bassett Junction, Schrag, Warden, Warden Junction, Othello, Bruce, and Shano. The CBRC primarily hauls agricultural products such as potatoes, wheat, soybean oil, frozen and packaged foods, as well as chemical commodities and fertilizer components used in agriculture.

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.

Public participation process

New Jersey is completely covered by three Metropolitan Planning Organizations (MPOs): the Delaware Valley Regional Planning Commission (DVRPC), the South Jersey Transportation Planning Organization (SJTPO), and the North Jersey Transportation Planning Authority Inc. (NJTPA). The STIP includes the three MPO Transportation Improvement Programs (TIPs) without modification.

Each MPO has a public participation process for their Transportation Plan, TIP and conformity determination. The state makes copies of the STIP available for each MPO public meeting and representatives from the NJDOT and NJ TRANSIT were present to answer questions and concerns raised by the public on our program. The public comment period for each MPO TIP and the STIP ran for a period of 30 days.

Always Check Your Blind Spot (Driver safety)

When driving, keep your eyes constantly moving, scanning the road ahead and to the side. Check your mirrors every five seconds or so. When using mirrors there is an area on each side of your vehicle where you cannot see. You may not see people or vehicles when they are in these spots.

Illustration of driver's blind spots Make sure you see other drivers and they can see you by doing the following:

* keep a clear view when driving. Do not put anything in your windows that will block your view.

* The windows should not be coated with any material that keeps you from seeing out in any direction. Neither should the windshield or front door windows be coated to keep someone from seeing inside the vehicle.

* check and adjust your mirrors and find your blind spots. Check your blind spots by turning your head to look over your shoulder before changing lanes, passing, and turning or before opening your door when parked next to traffic.

* When making a lane change, check your mirrors for a space in traffic where you can enter safely. Check your blind spot by looking over your shoulder in the direction of the lane change. Signal when you want to move left or right. Check again to make sure the way is clear and steer gradually into the new lane, maintaining the same speed or gently increase it.

* stay out of other driver's blind spots, especially large vehicles like trucks.

* take extra care to make sure the way is clear behind you when backing up.

Graduated Licensing applies to drivers of limited-speed motorcycles and mopeds

A restricted class M licence is for drivers who operate a limited-speed motorcycle or moped. A limited-speed motorcycle is a motorcycle that has a maximum speed of 70 km/h. Applicants for the restricted class M licence are required to take both M1 and M2 road tests.

Like standard motorcycle drivers, new drivers applying for their limited-speed motorcycle or moped licence will enter Ontario’s graduated licensing system. You must be at least 16 years of age and pass a vision test and a test of your knowledge of the rules of the road and traffic signs. After you pass these tests, you will enter Level One and get an M1 licence. You must pass two road tests to become fully licensed on a limited-speed motorcycle or moped. Passing the first road test lets you move to Level Two (class M2 with L condition). Passing the second road test gives you restricted class M driving privileges. With this licence, you can drive mopeds and limited-speed motorcycles only; you will not be able to operate a full-powered motorcycle.

The ministry has approved motor scooter training courses. These courses are offered by motorcycle safety associations/colleges and these courses include road testing. Motorcycle safety associations/colleges may also offer motor scooter training courses without road testing. You may contact them directly to see what courses are offered.

Public Transportation

The U.S. transit system includes a variety of multiple-occupancy vehicle services designed to transport Transit Mapcustomers on local and regional routes. These services are operated by more than 5,000 public transportation systems throughout the United States and include rail, road, and water modes. Currently, the public transportation fleet comprises 129,000 vehicles in active service, of which 58 percent are buses, 26 percent are demand-responsive vehicles, 8 percent are heavy rail cars, 4 percent are commuter rail cars, 1 percent are light rail cars, and 3 percent are all other transportation modes. In 1998, Americans made 8.7 billion passenger trips on public transportation, with 61 percent of the trips on buses, 27 percent on heavy rail, and 8 percent on commuter and light rail.

Central Tire Inflation Commercial Trial

Low volume roads, which include the 600-Series highways in Northern Ontario, are not designed to the same structural strength as high volume roads. These roads are at their weakest during spring-thaw, when the sub-grade is saturated. Most transportation agencies in northern climates reduce the allowable weight of trucks on designated roads during spring-thaw to avoid excessive damage to the road. Spring Load Restrictions (SLR) reduce the legal axle loads carried during this period by half, typically from mid-March to mid-May (9 – 10 weeks). (For more information, please see summer 2006 Road Talk article “Flexible Spring Loads"; pg 5). SLR impacts the heavy haul, truck-based industries, such as the forest industry.

Recently, the forest industry has adopted a new technology on their trucks for use when hauling on forest roads, which they have found substantially, reduces the impact to road surfaces. This Central Tire Inflation (CTI) technology is well established, having been used for decades by the military. From the truck cabin, while stationary or moving, the truck driver can reduce the tire pressure, and increase the tire footprint. The net effect is a reduction of both static and dynamic loads on the road surface, and less impact to the road structure. When travelling on non-SLR posted road surfaces the tires can be centrally re-inflated back to a normal pressure.

The forest industry, represented by the Forest Engineering Research Institute of Canada (FERIC), approached the Ministry of Transportation Ontario (MTO) in 2005 with a request to partner in a series of demonstrations and trials, with the goal of MTO adopting CTI during the last 3-4 weeks of an SLR period. FERIC proposed that a British Columbia model be tried.

British Columbia carried out trials in 2000, 2003, and 2004 before allowing CTI-equipped trucks to haul full loads during the latter part of their SLR period. As a condition of participation in BC's Tire Pressure Control System (TPCS) SLR program, the participant is required to retain the services of a qualified company to carry out Benkelman Beam deflection testing, and achieve a deflection reading below 1.5mm. In addition, the trucks must be equipped with an on-board computer (OBC), TPCS, and GPS. The OBC collects trip information on tire pressure, truck speed, and GPS-based routing. This trip data is offloaded at the mill scale in an encrypted format and combined with scale-measured axle weights after each trip. Finally the data is transferred to a data management company who receives the data, compares it to BC Ministry of Transportation specified tolerances, and posts a compliance report immediately to a secure web site for inspection by all stakeholders.

The ministry was willing to evaluate the British Columbia model, but instead of using Benkelman Beam technology, MTO proposed that the road deflection be measured using a new, highly efficient instrument, the Portable Falling Weight Deflectometer (PFWD), to determine when the pavement may safely carry TPCS-hauls.

In Spring 2006, a TPCS field trial conducted by FERIC, MTO and Tembec Industries on Highway 630 (Phase I) was considered by all participants to be a success in terms of demonstrating the technology, capture of TPCS data, data transmission and monitoring the condition of the pavement (which was unaffected by the trial). However, this trial represented findings at only one site, in one season, with an average of eight loads per day, hauled out of a stockpile.

In order to make a decision on CTI policy, MTO proposed a trial to demonstrate that the technology can be used under commercial, large-scale hauling conditions and that it can be regulated by simple, inexpensive means based on solid scientific principles, specifically, a model utilizing a combination of PFWD measurements, freeze-thaw depths, and Road Weather Information System (RWIS) data.

The Centre for Pavement and Transportation Technology (CPATT) at the University of Waterloo was brought on-board to carry out this next phase of research, since CPATT was involved with a parallel MTO project to provide scientific tools for establishing the SLR period limits.

Two sites were proposed for the next phase of the project, based on wood allocation, to commercially demonstrate the technology and prototype an administrative operating environment. The site chosen in Northwestern Region is on Hwy 601 (from 1.6 km north of Hwy. 17 west junction for 9.3 km north). The other site in Northeastern Region is on Hwy 651 (from Hwy. 101 junction for 28 km north).

To-date both test sites have been surveyed and baseline deflection readings taken. In late October, instrumentation to measure frost depth will be installed. The main activity, hauling 15 loads per day of wood chips or logs, will commence mid-April 2008.

The ministry has made a considerable commitment to this project, in support of the development of innovative technologies that encourage economic growth and prosperity of the province, while ensuring that the condition of our highways is not at risk.

Less Than Truckload Shipping Services

Smaller freight loads are best transported via LTL (less than truckload). The carriers that provide these services are networked nationwide. Access America Transport has found that our discounts are much greater than if you were to work with the carrier directly.

Access America Transport provides seamless LTL shipping solutions throughout North America. You can count on us for all of your regional, super regional, and national LTL shipping needs.

We offer a multitude of cost-effective one and two day lanes, fast and efficient long-haul service, and guaranteed and urgent services for LTL shipments needing expedited transit times. We also offer specialty solutions to meet your specific shipping requirements.

With our full service online shipping tool, Access Manager, you can get quotes, compare pricing, and book your load online. Quoting is always free. No hidden charges, and there will be no surprises when you receive your bill. Feel free to contact us for a log on and password to get you going today.

Inertial Profiler versus the California Profilograph

Providing motorists in Ontario with smooth driving surfaces and quality roads are among the top priorities for the Ministry of Transportation (MTO). New pavements with smooth riding surfaces result in lower vehicle maintenance costs and longer pavement life. Since MTO introduced smoothness requirements on new construction projects in 1997, the riding comfort of Ontario highways has improved by some 25 percent.

Currently, the smoothness of newly constructed roads is being measured using a 7.6 m long wheeled truss called a California Profilograph. California profilographs produce measurements of "Profile Index" or PI (for every 100 m pavement section) and bumps or "scallops" for individual features crossing the pavement surface such as joints.

Although the existing system has worked well, California profilographs can only operate at walking speeds and measure one wheel path at a time, which exposes the operator to long periods of time in the construction zone. As a result, the construction industry and MTO are working towards replacing California profilographs with more efficient and safer devices for measuring our new construction contracts.

MTO monitors the roughness of our highway network on a yearly basis using a completely different kind of measurement called International Roughness Index (IRI). These measurements are taken using devices such as MTO's Automated Road Analyzer (ARAN). This means that two different kinds of measurements are being taken on the same pavements. If MTO replaces PI with IRI for our new asphalt construction then, from the time a pavement is constructed until it is rehabilitated, it will be measured using the same kind of index.

All of this has lead MTO to investigate state-of-the-art inertial profilers which can be used to accurately measure IRI on our newly constructed pavements. Inertial profilers are generally classified into two different types – i.e. "lightweight profilers" and "high speed profilers". Lightweight profilers consist of golf cart-like vehicles which operate at speeds of 20 to 40 km/hr and high-speed profilers which can travel at regular traffic speed. Although the ARAN and similar devices can be considered high-speed profilers, such devices are also equipped to measure many other kinds of pavement features causing them to be overkill for simply doing contract smoothness acceptance work. In any case, all inertial profilers are equipped with at least one laser to measure the distance from the vehicle to the road surface and one accelerometer to counteract the bouncing effects that the vehicles experience as they move down the road.

The main benefit of inertial profilers is they can measure both wheel paths, simultaneously (i.e. if two sets of sensors and accelerometers are used) and can report both PI and IRI. Also, since inertial profilers take measurements much faster than the California Prolifographs, they spend less overall time on the road, and are inherently, much safer to operate.

During the fall of 2003, the Bituminous Section at MTO conducted a research project consisting of smoothness measurements on both asphalt and concrete pavements at 8 different locations in eastern Ontario. The project was carried out, in order to compare measurements taken by lightweight profilers, California profilographs and MTO's ARAN. The main objective was to determine how well a lightweight profiler is able to emulate the current PI-based measurements which are taken by California Profilographs, and to determine new IRI-based acceptance criteria which could be used to replace the existing PI-based ones.

Based on the results of this study and more recent work using high-speed profilers, it appears that many of these devices can be used to replace California Profilographs for the acceptance of new asphalt pavement construction in Ontario. In addition, the excellent correlation of IRI found between the lightweight profilers and the ARAN suggests that IRI measurements taken by inertial profilers on newly constructed pavements can be used as the benchmark for the long term monitoring of these roads as they become part of MTO's annual network level roughness measurements.

MTO continues its investigation of state-of-the-art inertial profilers for smoothness acceptance on Ministry contracts. This year, MTO intends to compare side-by-side IRI measurements taken by lightweight and/or high speed profilers with PI measurements taken by California Profilographs on one or more actual contracts. The results of this work will further validate the IRI-based acceptance limits that were determined in the previous study, but in a more realistic contract environment. The results of this work will further validate the IRI-based acceptance limits that were determined in the previous study, but in a more realistic contract environment

MTO and the Ontario Hot Mix Producers Association continue to work together towards the implementation of inertial profilers for smoothness acceptance on MTO's new asphalt construction contracts.

Australian Design Rules

The Australian Design Rules (ADRs) are national standards for vehicle safety, anti-theft and emissions. The ADRs are generally performance based and cover issues such as occupant protection, structures, lighting, noise, engine exhaust emissions, braking and a range of miscellaneous items.

The current standards, the Third Edition ADRs, are administered by the Australian Government under the Motor Vehicle Standards Act 1989. The Act requires all road vehicles, whether they are newly manufactured in Australia or are imported as new or second hand vehicles, to comply with the relevant ADRs at the time of manufacture and supply to the Australian market. When a road vehicle is first used on Australian roads the relevant state or territory governments legislation generally requires that it continue to comply with the relevant ADRs as at the time of manufacture.

The First Edition ADRs were distributed for discussion purposes. However, they were not adopted as a legally binding set of standards under either national or state/territory law.

The Second Edition ADRs first came into effect on 1 January 1969. These ADRs were selectively applied under state/territory law. They were subsequently made part of the national standards by Determination No 2 of 1989 published by the Commonwealth Government Gazette (Special Gazette series) No S 291 dated 1 September 1989.)

The decision to develop a Third Edition of the ADRs was made at the 63rd meeting of the Australian Transport Advisory Council (ATAC) in February 1983 following a comprehensive review of the vehicle regulatory system. Several major recommendations were endorsed relating to ADR Development. The first was that international harmonisation of vehicle safety standards should be actively pursued, with close attention given to the alignment of vehicle categories and particular ADRs with their international counterparts except where there is sufficient evidence to justify unique requirements. Another was that all regulations relating to the design and construction of new vehicles should be integrated into the national ADR system.

The Third Edition ADRs, having been developed under the auspices of the ATAC between February 1983 and December 1986, became effective from 1 July 1988 and national standards for the purposes of the Motor Vehicle Standards Act 1989 on 2 August 1989 (Gazette number S 264). As initially published, the Third Edition ADRs were a combination of active Second Edition ADRs and existing essential "design and construction" requirements of the Consolidated Draft Regulations. They have since been added to and amended, to reflect the further needs of the community.

Soccer Goal Injuries and Deaths

According to the 1994 National Soccer Participation Survey (Soccer Industry Council of America), over 16 million persons in the United States play soccer at least once a year. Seventy-four percent (over 12 million) of these persons are under the age of 18. Soccer ranks fourth in participation for those under 18, following basketball, volleyball, and softball and well ahead of baseball, which has an annual participation of 9.7 million.

There are approximately 225,000 to 500,000 soccer goals in the United States. Many of these soccer goals are unsafe because they are unstable and are either unanchored or not properly anchored or counter-balanced. These movable soccer goals pose an unnecessary risk of tipover to children who climb on goals (or nets) or hang from the crossbar.

The CPSC knows of four deaths in 1990 alone and at least 21 deaths during the past 16 years (1979-1994) associated with movable soccer goals. In addition, an estimated 120 injuries involving falling goals were treated each year in U.S. hospital emergency rooms during the period 1989 through 1993. Many of the serious incidents occurred when the soccer goals tipped over onto the victim. Almost all of the goals involved in these tipovers appeared to be home-made by high school shop classes, custodial members, or local welders, not professionally manufactured. These home-made goals are often very heavy and unstable.

The majority of movable soccer goals are constructed of metal, typically weighing 150-500 pounds. The serious injuries and deaths are a result of blunt force trauma to the head, neck, chest, and limbs of the victims. In most cases this occurred when the goal tipped or was accidentally tipped onto the victim. In one case an 8-year-old child was fatally injured when the movable soccer goal he was climbing tipped over and struck him on the head. In another case, a 20-year-old male died from a massive head trauma when he pulled a goal down on himself while attempting to do chin-ups. In a third case, while attempting to tighten a net to its goal post, the victims father lifted the back base of the goal causing it to tip over striking his 3-year-old child on the head, causing a fatal injury.

Construction Zone Speed Limits

Motorists are required to reduce their speed to 45 mph in any work zone where workers are present. If no workers are present, motorists should maintain the posted speed limit. When traveling through work zones, motorists are advised to remember the three L's:
• Look
• Locate
• Lower
When approaching "Road Work Ahead" signs, maintain the posted speed limit, Look for workers, Locate workers, and Lower speed to 45 mph where workers are present.

Work zones will have two types of speed limit signs - the posted speed limit and a sign that says "Where Workers Present 45." As always, work zones will have additional signs regarding the approaching road work, such as: "Reduced Speed Zone Ahead," "Work Zone Begins," "End Road Work," and lane closure signs as applicable.
What Michigan's Tough Work Zone Laws Could Cost You
In Michigan, you now risk more than just a speeding ticket if you go too fast--you also face the following penalties:
• Doubled fines
• More points
• Increased insurance rates
• Jail and fines
Public Act 103, known as "Andy's Law" went into effect Oct. 1, 2001. The law creates penalties of up to one year in prison for injuring and up to 15 years in prison for killing a highway construction or maintenance worker. It also imposes a maximum penalty of $7,500. The law is named for Andrew Lefko, a 19-year-old who was left paralyzed after being hit while working on I-275 in Metro Detroit.

In 2003, Andy's Law was strengthened by the passage of Public Act 315. Now, work zones are marked with "Work Zone Begins" and "End Road Work" signs. "Begin Work Convoy" and "End Work Convoy" signs are used for mobile crews traveling along roads as workers paint lane lines or patch potholes. Speed limit signs are also required in work zones marked with "Work Zone Begins" signs.
P.A. 315 lowers the threshold at which driving offenses can trigger Andy's Law penalties. The law now includes penalties for driving offenses such as careless driving or speeding, which are considered civil offenses. The law also applies to criminal offenses such as reckless or drunken driving.

Check for the safety label

All child car safety seats manufactured for sale in Canada on and after March 15, 1998 must have a Canadian Motor Vehicle Safety Standard (CMVSS) label on the seat. Prior to this date, a Statement of Compliance label was attached to the side of the child car safety seat. Both the CMVSS and Statement of Compliance are the manufacturer's certification that the child car seat meets all applicable regulations in effect at the time the child car seat was manufactured.

Also check your child car seat for an expiry date. Some manufacturers indicate an expiry date in the instruction booklet or on the child car safety seat. If there is no expiry date, do not use a seat that is older than 10 years from the date of manufacture.

Important tips to keep your child safe and secure…

Photo of child

* Use the right seat for the child's weight and development.

* Always follow the manufacturer's instructions for correct child car seat installation and use.

* Be sure to secure the child correctly. Make sure harness straps are snug and tight. Use a tether strap with a forward-facing child car seat. Keep children away from all active air bags. Children under 13 years of age are safest in the back seat.

* Use caution when buying or using a pre-owned child car seat. Buy new, or from someone you know, and check it carefully. 

Make sure the car seat has:

o instructions and all necessary hardware

o not been in a collision

o a Canadian Motor Vehicle Safety Standards (CMVSS) sticker

o not expired or is not older than 10 years

o no discolored (stress) marks or cracks and the harness is not worn or torn.

Tips for Driving Through Construction Zones

PLAN

• Be aware of construction zones.
• For current road reports, use the telephone numbers and website address listed on the back of this pamphlet.
• Consider alternative routes.

DRIVE DEFENSIVELY

• Expect the unexpected. Road surfaces and traffic patterns change frequently in work zones.
• Anticipate detours and stops.

Continuously Variable Transmission (CVT)

Photo of continuously variable transmissionMost conventional transmission systems control the ratio between engine speed and wheel speed using a fixed number of metal gears.Rather than using gears, the CVTs in currently available vehicles utilize a pair of variable-diameter pulleys connected by a belt or chain that can produce an infinite number of engine/wheel speed ratios.

Pulley-Based CVT This system has several advantages over conventional transmission designs:

* Seamless acceleration without the jerk or jolt from changing gears
* No frequent downshifting or "gear hunting" on hills
* Better fuel efficiency

NHTSA Publishes list of November Recalls

The National Highway Traffic Safety Administration (NHTSA) today released a list of auto safety recalls announced in November and urged consumers to have the problems fixed promptly. The list identifies the make and model of the vehicle or equipment involved, with a brief description of the safety problem.

NHTSA said it is publicizing the recalls to alert consumers about safety problems and encourages them to take action. Under federal law, safety problems must be remedied without cost to consumers. Currently, 70 percent of the owners of vehicles with safety problems have the recall work performed.

NHTSA said manufacturers are required to mail a recall notice to all purchasers, owners and dealers when a safety defect or noncompliance with Federal safety standards is found. The agency urges owners to wait until they receive notification from the manufacturer before contacting their dealers to schedule the repair work. Not all vehicles of a particular make and model may be subject to the recall.

Consumers can get up-to-the-minute information on safety recall campaigns, or information on the recall history of a particular make and model of car, truck, motorcycle or child safety seat, by calling the agency's toll-free Auto Safety Hotline at (800) 424-9393, or (202) 366-0123 in the Washington, D.C. area. The Hotline also can be used to report safety problems.

Air Travel Consumer Report for 2002

The Air Travel Consumer Report is a monthly product of the Department of Transportation's Office of Aviation Enforcement and Proceedings. The report is designed to assist consumers with information on the quality of services provided by the airlines. This page was last updated on December 2, 2002, and the most recent data is from October 2002.
The report is divided into four sections. These sections deal with flight delays, mishandled baggage, oversales and consumer complaints. Each section of the report is preceded by a brief explanation of how to read and understand the information provided.
The report is usually issued during the first week of each month. Oversales are reported quarterly rather than monthly, and oversales figures may be slightly older than the other data in certain months. The report, which contains tables of information, is best printed in "landscape" orientation.

Highway Safety Improvement Program

Pursuant to Section 148(b) of Title 23, U.S.C., the purpose of the program is to achieve a significant reduction in traffic fatalities and serious injuries on public roads. Section 148(c) requires each State to have in effect a Highway Safety Improvement Program as set forth therein, including the development of State strategic highway safety plan. In accordance with the transition provision in Section 1401(e) of SAFETEA-LU, during an interim period, before fiscal year 2007 and until the State develops a SHSP, the Secretary of Transportation shall apportion Highway Safety Improvement Program funds to the States for obligation for the Highway Safety Improvement Program under Section 148 for projects that were eligible for funding under Sections 130 and 152 of Title 23, U.S.C., as in effect on August 9, 2005. The Secretary of Transportation shall approve obligations of funds apportioned under Section 104(b)(5) to carry out projects under Section 148, only if a State has developed and implemented a SHSP as required by Section 148(c). If a State has not developed a SHSP by October 1, 2007, the State shall receive for the Highway Safety Improvement Program for each subsequent fiscal year until the date of development of such plan an amount that equals the amount apportioned to the State for that program for fiscal year 2007.

Section 148(f) of Title 23, U.S.C., as amended by Section 1401 of the SAFETEA-LU, requires that after making an apportionment to the States, the Secretary shall ensure, from amounts made available to carry out Section 148(f) for such fiscal year, that a total of $90,000,000 of such apportionment is set aside by the States, proportionally according to the share of each State of the total amount so apportioned, for use only for construction and operational improvements on high risk rural roads.

Transportation

Transport on roads can be roughly grouped into two categories: transportation of goods and transportation of people. In many countries licensing requirements and safety regulations ensure a separation of the two industries.

The nature of road transportation of goods depends, apart from the degree of development of the local infrastructure, on the distance the goods are transported by road, the weight and volume of the individual shipment and the type of goods transported. For short distances and light, small shipments a van or pickup truck may be used. For large shipments even if less than a full truckload a truck is more appropriate. In some countries cargo is transported by road in horse drawn carriages, donkey carts or other non-motorized mode. Delivery services are sometimes considered a separate category from cargo transport. In many places fast food is transported on roads by various types of vehicles. For inner city delivery of small packages and documents bike couriers are quite common.