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The environmental assessment (EA) process examines all the alternatives and environmental impacts of a major transportation initiative to determine a preferred solution. Transportation options considered include rail, transit, air, marine, and road improvements such as highway expansion or a new freeway. (See e-Laws: Environmental Assessment Act)

The approval of Ontario's Minister of the Environment is required before proceeding with an Individual EA. An Individual EA study describes all aspects of the project, including the purpose/need, alternatives, and environmental effects. This study involves consultation with agencies, stakeholders, and the general public. It takes two to four years to prepare, and results in the selection of a transportation alternative. Upon review, the Ministry of the Environment (MOE) decides if the EA is approved (with or without conditions), not approved, or referred to mediation or the EA Board for hearing.

The environmental assessment (EA) process examines all the alternatives and environmental impacts of a major transportation initiative to determine a preferred solution. Transportation options considered include rail, transit, air, marine, and road improvements such as highway expansion or a new freeway. (See e-Laws: Environmental Assessment Act)

The approval of Ontario's Minister of the Environment is required before proceeding with an Individual EA. An Individual EA study describes all aspects of the project, including the purpose/need, alternatives, and environmental effects. This study involves consultation with agencies, stakeholders, and the general public. It takes two to four years to prepare, and results in the selection of a transportation alternative. Upon review, the Ministry of the Environment (MOE) decides if the EA is approved (with or without conditions), not approved, or referred to mediation or the EA Board for hearing.

The older drivers guide (Volume 9) includes 5 overarching objectives and 19 specific strategies. Volume 9 focuses on accommodating older drivers on the roadway as well as sustaining their driving proficiencies. The following sections offer highlights from the guidance and strategies.

Plan for an Aging Population.

The tenet behind the AASHTO Strategic Highway Safety Plan is that a comprehensive, integrated approach is needed to significantly reduce highway deaths and injuries, especially for improving the safety of older road users. Statistics clearly demonstrate the urgent need for action, which must go beyond the efforts of a single department, agency, or organization. The guide supports the principle that, "like the national plan, these State and local action plans need to reflect the input of a broad consortium of governmental agencies and organizations and interests in the private sector. Although State transportation departments can lead the effort, they need to create partnerships with other departments and agencies at the State, regional, and local levels." Potential collaborators include State offices on aging, area agencies on aging, transportation service providers, social service agencies, and various private sector organizations. Perhaps most important, seniors themselves need to be involved in the planning process.

The guide identifies several States and metropolitan planning organizations that already have addressed the challenge of planning for an aging driving population. These include California, Florida, Iowa, Maryland, Michigan, and Maricopa County in Arizona. The electronic version of the guide includes links to actual planning documents that the States have developed. Patti Yanochko, program coordinator at the Center for Injury Prevention Policy & Practice in San Diego, CA, helped direct efforts in California. She says, "All of our many task force members and consultants worked diligently and with passion to produce recommendations that are meaningful and improve safety and quality of life for older adults."

The older drivers guide (Volume 9) includes 5 overarching objectives and 19 specific strategies. Volume 9 focuses on accommodating older drivers on the roadway as well as sustaining their driving proficiencies. The following sections offer highlights from the guidance and strategies.

Plan for an Aging Population.

The tenet behind the AASHTO Strategic Highway Safety Plan is that a comprehensive, integrated approach is needed to significantly reduce highway deaths and injuries, especially for improving the safety of older road users. Statistics clearly demonstrate the urgent need for action, which must go beyond the efforts of a single department, agency, or organization. The guide supports the principle that, "like the national plan, these State and local action plans need to reflect the input of a broad consortium of governmental agencies and organizations and interests in the private sector. Although State transportation departments can lead the effort, they need to create partnerships with other departments and agencies at the State, regional, and local levels." Potential collaborators include State offices on aging, area agencies on aging, transportation service providers, social service agencies, and various private sector organizations. Perhaps most important, seniors themselves need to be involved in the planning process.

The guide identifies several States and metropolitan planning organizations that already have addressed the challenge of planning for an aging driving population. These include California, Florida, Iowa, Maryland, Michigan, and Maricopa County in Arizona. The electronic version of the guide includes links to actual planning documents that the States have developed. Patti Yanochko, program coordinator at the Center for Injury Prevention Policy & Practice in San Diego, CA, helped direct efforts in California. She says, "All of our many task force members and consultants worked diligently and with passion to produce recommendations that are meaningful and improve safety and quality of life for older adults."

FHWA turns to the information highway to help reduce truck congestion on the Nation's roadways.

According to the Federal Highway Administration's (FHWA) recently released report Freight Facts and Figures 2005 (FHWA-HOP-05-071), international trade is growing faster than the overall U.S. economy. Between 1980 and 2003, the U.S. economy, measured by gross domestic product (GDP), doubled, while foreign trade quadrupled in real value, reflecting unprecedented global connectivity. Ocean, rail, and air carriers use trucks and highways for some component of almost every shipment. Already tight infrastructure capacity will be stressed further by limited new construction and the growing demand from freight transportation. In fact, the FHWA Freight Analysis Framework indicates that by 2020 freight volumes will increase by 70 percent from 1998 totals, and freight volumes through the Nation's primary gateway ports could more than double. Finding ways to improve the operational efficiency of moving this freight is critical to the Nation's economic vitality and global connectivity.

Officials at the U.S. Department of Transportation (USDOT) recognize that moving freight involves moving information as well as the goods themselves. Although excellent information management can increase freight efficiency, poor information management can add costs, slow handoffs, open security gaps, create delays at gates, and even lead to erroneous freight movements.

Given the important and growing role that goods movement plays in the U.S. economy and the impact that it has on the transportation network, USDOT's ITS Joint Program Office and FHWA recently launched the Electronic Freight Management (EFM) project. EFM aims to improve the "information highway" that moves critical business information and facilitates the multimodal movement of airfreight, generating benefits for both private and public stakeholders. In particular, the project addresses weaknesses in freight data exchange processes that add costs, create security gaps, and, over time, contribute to congestion.

"It is well accepted that technology systems and electronic data represent one of the few remaining tools for improving both productivity and security," says Margaret Irwin, director of customs and cross-border operations for the American Trucking Associations. "In addition, regulatory costs can be successfully managed in the long term only by replacing labor-intensive paperwork with electronic systems. Given that international trade now represents 25 percent of our country's GDP, it is particularly important for ports and borders to operate more efficiently."

EFM advances several concepts, but the single key concept is to promote electronic data exchanges along a supply chain in an end-to-end manner more robustly than is currently being done. Typically, freight movements are supported by point-to-point communications, either paper-based or electronic, between parties who agree to such communications. Using the Internet to make data available broadly to any authorized and authenticated user in near real time is key to enabling freight transportation networks to operate more efficiently and securely. This type of data exchange provides buyers and other authorized parties with open visibility into supply chains. Program officials expect that these improvements will help to reduce unnecessary traffic on the transportation network and mitigate congestion.

FHWA turns to the information highway to help reduce truck congestion on the Nation's roadways.

According to the Federal Highway Administration's (FHWA) recently released report Freight Facts and Figures 2005 (FHWA-HOP-05-071), international trade is growing faster than the overall U.S. economy. Between 1980 and 2003, the U.S. economy, measured by gross domestic product (GDP), doubled, while foreign trade quadrupled in real value, reflecting unprecedented global connectivity. Ocean, rail, and air carriers use trucks and highways for some component of almost every shipment. Already tight infrastructure capacity will be stressed further by limited new construction and the growing demand from freight transportation. In fact, the FHWA Freight Analysis Framework indicates that by 2020 freight volumes will increase by 70 percent from 1998 totals, and freight volumes through the Nation's primary gateway ports could more than double. Finding ways to improve the operational efficiency of moving this freight is critical to the Nation's economic vitality and global connectivity.

Officials at the U.S. Department of Transportation (USDOT) recognize that moving freight involves moving information as well as the goods themselves. Although excellent information management can increase freight efficiency, poor information management can add costs, slow handoffs, open security gaps, create delays at gates, and even lead to erroneous freight movements.

Given the important and growing role that goods movement plays in the U.S. economy and the impact that it has on the transportation network, USDOT's ITS Joint Program Office and FHWA recently launched the Electronic Freight Management (EFM) project. EFM aims to improve the "information highway" that moves critical business information and facilitates the multimodal movement of airfreight, generating benefits for both private and public stakeholders. In particular, the project addresses weaknesses in freight data exchange processes that add costs, create security gaps, and, over time, contribute to congestion.

"It is well accepted that technology systems and electronic data represent one of the few remaining tools for improving both productivity and security," says Margaret Irwin, director of customs and cross-border operations for the American Trucking Associations. "In addition, regulatory costs can be successfully managed in the long term only by replacing labor-intensive paperwork with electronic systems. Given that international trade now represents 25 percent of our country's GDP, it is particularly important for ports and borders to operate more efficiently."

EFM advances several concepts, but the single key concept is to promote electronic data exchanges along a supply chain in an end-to-end manner more robustly than is currently being done. Typically, freight movements are supported by point-to-point communications, either paper-based or electronic, between parties who agree to such communications. Using the Internet to make data available broadly to any authorized and authenticated user in near real time is key to enabling freight transportation networks to operate more efficiently and securely. This type of data exchange provides buyers and other authorized parties with open visibility into supply chains. Program officials expect that these improvements will help to reduce unnecessary traffic on the transportation network and mitigate congestion.

From the Lotus announcement of the $58k Collector's Limited Edition:
Lotus Cars USA, Inc. is pleased to announce the 35th Anniversary Commemorative Edition type 72D. This exclusive Collectible Edition model memorializes one of the finest Formula One designs of all time — the Lotus 72. It was in this vehicle that the legendary Emerson Fittipaldi proved unstoppable, winning five of eleven races in 1972, thus becoming the youngest champion in F1 history.

Each 72D is sequentially numbered, individually signed by both Clive Chapman (son of Lotus Founder Colin Chapman) and Michael J. Kimberley (Group Lotus CEO) and specially certified with documentation of the vehicle’s legacy.

A type 72D commemorative driving helmet with display case is included with each vehicle.

This collectible edition will be offered in the very limited quantity of just 50 units worldwide.
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According to SAFETEA-LU language, States may use funds for "education [al] activities, including outreach, to develop interest and promote participation in surface transportation careers." This includes activities associated with preparing students for transportation careers, such as transportation-related internships, cooperative educational programs, activities to support universities and colleges, and scholarship programs (other than the Dwight David Eisenhower Transportation Fellowship Program, which is funded separately).

According to SAFETEA-LU language, States may use funds for "education [al] activities, including outreach, to develop interest and promote participation in surface transportation careers." This includes activities associated with preparing students for transportation careers, such as transportation-related internships, cooperative educational programs, activities to support universities and colleges, and scholarship programs (other than the Dwight David Eisenhower Transportation Fellowship Program, which is funded separately).

From Aston Martin press release:
Aston Martin’s V8 Vantage – originally launched to widespread critical acclaim at the Geneva Motor Show in 2005 – is to receive significant technical enhancements, reaffirming the car’s position as one of the world’s most desirable and exhilarating sports cars.

While the universally distinctive and award-winning shape of the V8 Vantage is retained, the car benefits from a number of technical changes which include significantly up-rated engine performance from a new 4.7 litre power unit in both Coupe and Roadster variants. Other changes include revised dynamics to take full advantage of increased power and torque availability, improved Sportshift™ transmission software and a new sports suspension option.

The 4.7 litre V8 engine has a power output of 420bhp (an 11% increase on the previous 4.3 litre unit) and delivers peak torque of 470Nm (15% increase), providing the V8 Vantage with new reserves of mid-range performance, an improved 0-60mph time of 4.7 seconds and top speed of 180mph (288km/h). Combined European fuel economy and CO2 emissions are also improved by 13% (Sportshift™).

Inside, the changes include a new centre console and revised switchgear and the introduction of an ECU replacing the previous V8 Vantage key. Externally, the acclaimed V8 Vantage design appearance is enhanced with a range of new standard and optional 19’’ alloy wheels.
Aston Martin Chief Executive Officer, Dr Ulrich Bez said: “Continued development and evolution of our unique VH (Vertical-Horizontal) architecture has brought even higher levels of refinement and dynamic performance to our whole range.

“With the new 4.7 litre engine and associated changes we have taken the V8 Vantage to new levels of performance to produce an even more desirable sports car.
“The V8 Vantage is now the most successful Aston Martin in our history and we are confident these changes will continue its appeal and driving enjoyment for both new and existing customers.”
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A week in advance of their website countdown, Ferrari released photos of the upcoming California spider 2+2 GT. As a vehicle which can either be seen as a scaled-up F430 or scaled-down 612 Scaglietti, the Italian carmaker seems poised to launch a shot into Porsche's Turbo Cab niche. The new grand tourer is Ferrari's first with a front/mid engine V8.
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Boasting an updated version of the 4.3 liter in the F430with direct injection, a twin-clutch, seven-speed transmission, and 454 horsepower, the newest prancing horse puts the proverbial cherry on top with a retractable hardtop.

The official Ferrari press release (download here) boasts projected acceleration to 60mph in less than four seconds. The new model is filled with a host of technical goodies, including F1-trac traction control from the 599 Fiorano. With the new model, Ferrari seems poised to carve a larger piece of the sports car pie for itself, as it adds new models, as well as several new dealership. Such growth may mean that Ferrari will lose some of its exclusivity, but more Ferraris from more places are a win-win for the sports car buyer. MORE PHOTOS HERE

In addition to producing seven U.S. Presidents, astronauts John Glenn and Neil Armstrong, a host of authors, actors and other celebrities, Ohio plays an important role in the 50th anniversary of our Nation’s Interstate. Harvey Firestone, founder of the Firestone Tire and Rubber Company, was born in Columbiana, Ohio, in 1868. As a young adult, he worked for the Columbus Buggy Company. In 1890, he started his own company to make rubber tires for carriages. And in1904 he joined Henry Ford to make rubber tires for the newly invented automobile. The two became family when Henry’s grandson married Harvey’s granddaughter.

In 1919, Lieutenant Colonel Dwight D. Eisenhower led that famous military convoy across America as a test to see how well they could perform if the U.S. was attacked. During the 3,250-mile trip from Washington, D.C. to San Francisco, the average speed was an unbelievable six miles per hour with drivers having to stop frequently to remove obstacles. Early automobiles were good only on roadways so a tractor was included in the convoy to pull cars out of mud on such unfinished roads as the Lincoln Highway. The convoy stopped at Firestone’s farm in Columbiana for a fried chicken dinner. Afterward, Harvey Firestone lent two of his trucks for the remainder of the trip. The pneumatic tires on Harvey’s trucks wore far better than the solid rubber tires on the convoy’s military vehicles-and the rest is history.

In June 2006, a national convoy retraced the route of the 1919 First Transcontinental Motor Train in reverse. On June 25, the anniversary convoy stopped in Akron, Ohio, at the Bridgestone Firestone North American Tire Company. Patrick Bauer, Ohio Division Assistant Division Administrator, attended this 50th Anniversary of the Eisenhower Interstate System Celebration with personnel from the State of Ohio and the Ohio Department of Transportation.

In addition to producing seven U.S. Presidents, astronauts John Glenn and Neil Armstrong, a host of authors, actors and other celebrities, Ohio plays an important role in the 50th anniversary of our Nation’s Interstate. Harvey Firestone, founder of the Firestone Tire and Rubber Company, was born in Columbiana, Ohio, in 1868. As a young adult, he worked for the Columbus Buggy Company. In 1890, he started his own company to make rubber tires for carriages. And in1904 he joined Henry Ford to make rubber tires for the newly invented automobile. The two became family when Henry’s grandson married Harvey’s granddaughter.

In 1919, Lieutenant Colonel Dwight D. Eisenhower led that famous military convoy across America as a test to see how well they could perform if the U.S. was attacked. During the 3,250-mile trip from Washington, D.C. to San Francisco, the average speed was an unbelievable six miles per hour with drivers having to stop frequently to remove obstacles. Early automobiles were good only on roadways so a tractor was included in the convoy to pull cars out of mud on such unfinished roads as the Lincoln Highway. The convoy stopped at Firestone’s farm in Columbiana for a fried chicken dinner. Afterward, Harvey Firestone lent two of his trucks for the remainder of the trip. The pneumatic tires on Harvey’s trucks wore far better than the solid rubber tires on the convoy’s military vehicles-and the rest is history.

In June 2006, a national convoy retraced the route of the 1919 First Transcontinental Motor Train in reverse. On June 25, the anniversary convoy stopped in Akron, Ohio, at the Bridgestone Firestone North American Tire Company. Patrick Bauer, Ohio Division Assistant Division Administrator, attended this 50th Anniversary of the Eisenhower Interstate System Celebration with personnel from the State of Ohio and the Ohio Department of Transportation.

Because the Houston metropolitan area is flat, has relatively impermeable soils, and is subject to intense rain exceeding 114 centimeters (45 inches) per year, local transportation officials sought a high level of detail on storm water outfalls and the contributing drainage areas.

To capture this information, TxDOT developed an approach to collecting and mapping data on desktop computers that involves the following steps:

* Collecting "as-built" drawings illustrating the final configuration of constructed drainage infrastructure

* Digitizing the drawings and positioning them in the proper coordinate system

* Tracing relevant portions of the drawings so key information on drainage systems can be imported into OTS

* Documenting tabular supporting information about each object, such as a description of the material, shape, size, and location

* Loading the information into OTS

Customized desktop mapping tools and procedures support two mapping processes: inside the right-of-way (ROW) mapping and outside ROW mapping. The former captures information about roadway drainage areas discharging storm water runoff through outfalls. Outside ROW mapping captures information about regional watersheds draining to hydraulic structures, such as culverts, pipes, and channels, at roadway crossings.

"This information is enormously useful in tracing the source of an illicit discharge, one of our most challenging tasks," says Crisp. "ROW mapping also can be called upon in drainage studies and planning efforts."

Peak runoff flow rates at storm water discharge locations can assist agencies with determining pollutant loads as well as aid in planning and designing drainage systems. TxDOT also is developing a way to collect data on hydrologic values that will use traditional calculations to determine the peak runoff flow rates arising from hypothetical storms. These calculations generally follow TxDOT's design manual procedures. Calculated values will be stored in a simple spreadsheet and then uploaded to OTS and the main geodatabase.

Because the Houston metropolitan area is flat, has relatively impermeable soils, and is subject to intense rain exceeding 114 centimeters (45 inches) per year, local transportation officials sought a high level of detail on storm water outfalls and the contributing drainage areas.

To capture this information, TxDOT developed an approach to collecting and mapping data on desktop computers that involves the following steps:

* Collecting "as-built" drawings illustrating the final configuration of constructed drainage infrastructure

* Digitizing the drawings and positioning them in the proper coordinate system

* Tracing relevant portions of the drawings so key information on drainage systems can be imported into OTS

* Documenting tabular supporting information about each object, such as a description of the material, shape, size, and location

* Loading the information into OTS

Customized desktop mapping tools and procedures support two mapping processes: inside the right-of-way (ROW) mapping and outside ROW mapping. The former captures information about roadway drainage areas discharging storm water runoff through outfalls. Outside ROW mapping captures information about regional watersheds draining to hydraulic structures, such as culverts, pipes, and channels, at roadway crossings.

"This information is enormously useful in tracing the source of an illicit discharge, one of our most challenging tasks," says Crisp. "ROW mapping also can be called upon in drainage studies and planning efforts."

Peak runoff flow rates at storm water discharge locations can assist agencies with determining pollutant loads as well as aid in planning and designing drainage systems. TxDOT also is developing a way to collect data on hydrologic values that will use traditional calculations to determine the peak runoff flow rates arising from hypothetical storms. These calculations generally follow TxDOT's design manual procedures. Calculated values will be stored in a simple spreadsheet and then uploaded to OTS and the main geodatabase.

However, FHWA also has engaged in its share of advanced research, which focused on longer term, higher risk opportunities with the potential to dramatically change the way the United States builds, maintains, and safely operates the Nation's transportation system. The Turner-Fairbanks Highway Research Center in McLean, VA, continues to lead an ongoing advanced and applied/problem-solving research program, grounded in stakeholder needs. Many of the technologies developed from advanced research are used in the field today.

For example, researchers under contract with FHWA discovered that nondestructive testing of steel structures based on the principle of magnetostrictive sensing can be used to measure tension in individual cables. Follow-on, applied research led to the commercial development of a technology that is changing conventional methods for inspecting suspension cables and monitoring tensile stresses in new ropes.

Similarly, nondestructive testing and detection of bridge damage is possible today using fiber-optic sensor systems, also a result of advanced research studies. And advanced studies of core behavioral algorithms to describe the interactions of multimodal travelers, vehicles, and highway systems have resulted in the creation of next generation simulation (NGSIM) core algorithms and datasets. Researchers are using the validated, open-source algorithms developed under the NGSIM program to create more realistic simulations of traffic patterns. View these results in more depth in the article "A Decade of Achievement" in the November/December 2002 issue of Public Roads.

However, FHWA also has engaged in its share of advanced research, which focused on longer term, higher risk opportunities with the potential to dramatically change the way the United States builds, maintains, and safely operates the Nation's transportation system. The Turner-Fairbanks Highway Research Center in McLean, VA, continues to lead an ongoing advanced and applied/problem-solving research program, grounded in stakeholder needs. Many of the technologies developed from advanced research are used in the field today.

For example, researchers under contract with FHWA discovered that nondestructive testing of steel structures based on the principle of magnetostrictive sensing can be used to measure tension in individual cables. Follow-on, applied research led to the commercial development of a technology that is changing conventional methods for inspecting suspension cables and monitoring tensile stresses in new ropes.

Similarly, nondestructive testing and detection of bridge damage is possible today using fiber-optic sensor systems, also a result of advanced research studies. And advanced studies of core behavioral algorithms to describe the interactions of multimodal travelers, vehicles, and highway systems have resulted in the creation of next generation simulation (NGSIM) core algorithms and datasets. Researchers are using the validated, open-source algorithms developed under the NGSIM program to create more realistic simulations of traffic patterns. View these results in more depth in the article "A Decade of Achievement" in the November/December 2002 issue of Public Roads.

Knowing What You Need

The Ontario Ministry of Transportation (MTO) has introduced an innovative Value Engineering technique that helps stakeholders communicate their requirements to designers called "Functional Performance Specifications" (FPS). This technique, which has recently been used successfully by the ministry on several projects, produces a report that clearly defines project requirements to the designer without limiting the solutions. Originally developed for the manufacturing sector in France and used extensively in the government sector in Quebec, these MTO initiatives mark the first use of FPS in Ontario.

An FPS report results from a facilitated workshop in which project stakeholders identify their requirements as functions, an active verb and a measurable noun. Each function is characterized based on criteria (how the function is accomplished), level (the acceptable result for each criteria), and flexibility (how much a level can be negotiated) as shown in the car-buying example in Figure 1.

Function: Select car Criteria Level Flexibility

Number of passengers 5 passengers F0 (no flexibility)

Style type SUV F3 (Very Flexible)

Fuel efficiency 12 litres/100 km F1 (minimal flexibility)

Price $15,000 F2 (medium)

MTO first applied FPS in the planning of the Traffic Volume Information System II (TVIS II), a software database that will store and provide information about traffic volumes on provincial highways to traffic professionals. The use of FPS allowed MTO to clearly define the features and goals of the software database project prior to development of the database.

Building on the effectiveness of using FPS to define database requirements, a three-day FPS study characterized required functions for a prototype concept for a truck inspection building. The designers used the FPS to develop architectural concepts for building and the prototype was quickly approved because it met stakeholder needs.

MTO also applied FPS to determine criteria for the installation of Fixed-Automated Spray Technology systems (FAST - see Road Talk, November 2002). "By following the FPS process, we were able to quickly define, as a group, the requirements and performance criteria for investing in Fixed-Automated Spray installations," said Area Engineer Mike Pearsall.

MTO has found FPS to be a very efficient technique in working with stakeholders to define their requirements on a variety of projects.

In projects where the needs are not clear, FPS can be of benefit because the process favors dialogue between stakeholders, owners, and suppliers. FPS is an excellent procedure for establishing performance criteria including technical, staffing, societal and regulatory criteria. FPS is also useful early in a project life where supplier innovation is an advantage. FPS lends itself to defining requirements for new products or services, changing business requirements, projects with multiple stakeholders and to clarify fixing business requirements prior to IT development.

Knowing What You Need

The Ontario Ministry of Transportation (MTO) has introduced an innovative Value Engineering technique that helps stakeholders communicate their requirements to designers called "Functional Performance Specifications" (FPS). This technique, which has recently been used successfully by the ministry on several projects, produces a report that clearly defines project requirements to the designer without limiting the solutions. Originally developed for the manufacturing sector in France and used extensively in the government sector in Quebec, these MTO initiatives mark the first use of FPS in Ontario.

An FPS report results from a facilitated workshop in which project stakeholders identify their requirements as functions, an active verb and a measurable noun. Each function is characterized based on criteria (how the function is accomplished), level (the acceptable result for each criteria), and flexibility (how much a level can be negotiated) as shown in the car-buying example in Figure 1.

Function: Select car Criteria Level Flexibility

Number of passengers 5 passengers F0 (no flexibility)

Style type SUV F3 (Very Flexible)

Fuel efficiency 12 litres/100 km F1 (minimal flexibility)

Price $15,000 F2 (medium)

MTO first applied FPS in the planning of the Traffic Volume Information System II (TVIS II), a software database that will store and provide information about traffic volumes on provincial highways to traffic professionals. The use of FPS allowed MTO to clearly define the features and goals of the software database project prior to development of the database.

Building on the effectiveness of using FPS to define database requirements, a three-day FPS study characterized required functions for a prototype concept for a truck inspection building. The designers used the FPS to develop architectural concepts for building and the prototype was quickly approved because it met stakeholder needs.

MTO also applied FPS to determine criteria for the installation of Fixed-Automated Spray Technology systems (FAST - see Road Talk, November 2002). "By following the FPS process, we were able to quickly define, as a group, the requirements and performance criteria for investing in Fixed-Automated Spray installations," said Area Engineer Mike Pearsall.

MTO has found FPS to be a very efficient technique in working with stakeholders to define their requirements on a variety of projects.

In projects where the needs are not clear, FPS can be of benefit because the process favors dialogue between stakeholders, owners, and suppliers. FPS is an excellent procedure for establishing performance criteria including technical, staffing, societal and regulatory criteria. FPS is also useful early in a project life where supplier innovation is an advantage. FPS lends itself to defining requirements for new products or services, changing business requirements, projects with multiple stakeholders and to clarify fixing business requirements prior to IT development.

The 2nd annual safe driving TWD Truck Roadeo for the Bancroft AMC was held on June 14, 2006, at the Fraser Ville Patrol yard near Peterborough. Later that month, 2006, TWD's Kingston/Ottawa AMC held their 7th annual event at the Brockville Patrol yard. These roadeos tested the skills and expertise of their maintenance workers. With the support of MTO Eastern Region, TWD has used this event to utilize a broad range of equipment for safety training purposes.

The Roadeo consists of a driving course with five obstacles and a pre-trip vehicle inspection. This year's inspection was based on winter maintenance equipment. A plow and sander combo truck is given five specific defects by mechanics and the participant is judged on technique and their ability to find the defects stressing the importance of a pre-trip inspection.

The obstacles on the driving course tested their operating skill. The offset alley required operators to maneuver through barricades offset to one another, with just the length of the truck separating the barricades. The serpentine obstacle tested the participants' ability to avoid barriers on both sides of the truck while making an "S" turn. This is done in a forward and reverse motion. Diminishing clearance and stop obstacles test the operators skill as the course starts with four inches of clearance on both sides of the vehicle and then narrows to one inch by the end of the obstacle.

MTO Maintenance Superintendents, Maintenance, Coordinators and Regional Fleet Coordinators judged and scored the skill testing events. At Brockville, Mike Woods of Barriefield Patrol finished first; John Watson of Brockville Patrol finished 2nd; and Jim Hales, also from, Barriefield Patrol finished 3rd. At the Fraser Ville Roadeo, Marvin Siydock of Whitney / Barry's Bay Patrol finished first; Rob Armstrong of Bow Lake Patrol finished 2nd; and John Gionet of Fraser ville Patrol finished 3rd.

TWD stresses safety in all aspects of their maintenance work and the Roadeo is just part of their on-going training. TWD's safety motto "Don't walk by" along with the safe driving roadeo have helped their staff achieve a category 1 achievement award from the Transportation Health & Safety Association of Ontario.

TWD Roads Management Inc. plans to continue to expand their annual safety events, eventually to all of their contracts throughout the province.

The 2nd annual safe driving TWD Truck Roadeo for the Bancroft AMC was held on June 14, 2006, at the Fraser Ville Patrol yard near Peterborough. Later that month, 2006, TWD's Kingston/Ottawa AMC held their 7th annual event at the Brockville Patrol yard. These roadeos tested the skills and expertise of their maintenance workers. With the support of MTO Eastern Region, TWD has used this event to utilize a broad range of equipment for safety training purposes.

The Roadeo consists of a driving course with five obstacles and a pre-trip vehicle inspection. This year's inspection was based on winter maintenance equipment. A plow and sander combo truck is given five specific defects by mechanics and the participant is judged on technique and their ability to find the defects stressing the importance of a pre-trip inspection.

The obstacles on the driving course tested their operating skill. The offset alley required operators to maneuver through barricades offset to one another, with just the length of the truck separating the barricades. The serpentine obstacle tested the participants' ability to avoid barriers on both sides of the truck while making an "S" turn. This is done in a forward and reverse motion. Diminishing clearance and stop obstacles test the operators skill as the course starts with four inches of clearance on both sides of the vehicle and then narrows to one inch by the end of the obstacle.

MTO Maintenance Superintendents, Maintenance, Coordinators and Regional Fleet Coordinators judged and scored the skill testing events. At Brockville, Mike Woods of Barriefield Patrol finished first; John Watson of Brockville Patrol finished 2nd; and Jim Hales, also from, Barriefield Patrol finished 3rd. At the Fraser Ville Roadeo, Marvin Siydock of Whitney / Barry's Bay Patrol finished first; Rob Armstrong of Bow Lake Patrol finished 2nd; and John Gionet of Fraser ville Patrol finished 3rd.

TWD stresses safety in all aspects of their maintenance work and the Roadeo is just part of their on-going training. TWD's safety motto "Don't walk by" along with the safe driving roadeo have helped their staff achieve a category 1 achievement award from the Transportation Health & Safety Association of Ontario.

TWD Roads Management Inc. plans to continue to expand their annual safety events, eventually to all of their contracts throughout the province.

Video logging image samples, taken at 5 meter intervals in both directions of all SWR highways

The following article originally appeared in the May/June 2006 Southwestern Region Monthly Report and has been updated to reflect current findings.

Video logging is the general term used to refer to the system of truck-mounted digital cameras, Global Positioning System (GPS) and Geographic Information System (GIS) technologies. Together, they provide geo-referenced images along highway corridors. Video logging enables MTO to view a highway through continuous images and extract, measure and catalogue highway assets; while the geo-referencing aspect of the data allows access from desktop GIS maps. Many road authorities are rapidly adopting the technology that allows an up to date look at highway features or elements of composition.

In October 2005, MTO awarded Stantec Consulting Limited a consultant assignment managed by the Southwestern Region (SWR) Geomatics Section to complete a demonstration project. The assignment acquired video logging of MTO Highways in the Owen Sound area, Highway 402 and Highway 403 in SWR as well as Highway 7 from Stratford westerly. The purpose of the project was to assess the benefits of video logging and feature/asset extraction technology. This coincided with a similar project undertaken by Central Region Geomatics.

The assignment specified two cameras with color, and geo-referenced digital images taken at 5 meter intervals in both directions of the highways. A total of approximately 1,840 kilometers of digital images (consisting of approximately 735,000 .jpg images) were delivered by the consulting firm and filed by MTO's Linear Highway Referencing System (LHRS) section number in order to ease the organization and GIS access to the data. When viewed in succession, the individual images create the sense of a moving video of the highway. Demonstrations of video logging resulted in positive feedback from Engineering, Contracts and Operational Services and concluded a variety of uses. The ability to view pavement conditions, entrances, signs and pavement markings provides benefit for MTO's daily operations, while public information, photos for report use or support to scoping projects would assist with inquiries from the public.

The video logging demonstration project was completed on the remainder of SWR in mid-2006. Plans for further assessment of this technology as a roadway management and cataloguing tool has been planned by the ministry.