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Newsletter of The New Zealand Roadmarkers Federation Inc.

Roadmarking News Edition 124 April 2017

NZRF Line Removal Guide updated The NZRF Line Removal Guide was first issued in 2006. The Guide is called up in NZTA specifications. It includes line removal principals and standards.

The 2015 research involved installation of a variety of marking systems. Following weathering the markings were removed with various removal methods. The assessment looked at pavement damage and control over removal standard through altering pressure and speed.

Since 2006 new line removal equipment has entered the market. We have also undertaken research with the Engineering School at the University of Auckland.

The University of Auckland Newmarket campus test site



The 2006 Guide included guidance on residual marking acceptability standards.

Removal using water cutting The Removal Standards in the Guide have been updated, so that they record current thinking. 

Effective line removal is a compromise between leaving “residual markings” creating “ghost markings” and causing damage to the pavement. The risk of and the degree of damage to the pavement increases exponentially as the degree of removal increases, as does the risk of creating “ghost markings”. When selecting the removal method consideration also need to be given to the number and age of the surfacing layers. There is an increased risk of compromising the surfacings ability to waterproof the pavement when one or two layers are present, particularly when these layers are old. Removal to recommended standards such that damage to the pavement is minimised requires trained operators working with care and attention to detail.

Depending on the line location and operating travel speed on the section of network preview distances of 50, 30, 20 and 10 metres are set out in the Guide. For instance on edgelines where the operating sped is above 70km/h the preview distance of 50 metres has been determined. Based on the research undertaken in conjunction with the University of Auckland we have determined the following removal standards as matching the preview distances. Viewing Point 50m 75% removed Viewing Point 30 or 20m 85% removed Pictorial standards are included as an appendix to the Guide

Pictorial standard for 75% removal

Published by: The New Zealand Roadmarkers Federation Inc. P O Box 13 605 Onehunga Auckland 1643 New Zealand Executive Director: Alister Harlow Phone: +64 9 625 7470 Email: Roadmarking News in published by The NZ Roadmarkers Federation Inc. Opinions expressed in Roadmarking News do not necessarily reflect the views of the NZRF

New motorway will improve travel between Northland and Auckland The NZ Transport Agency says the proposed route for a new road between Warkworth and Wellsford will make traveling between Northland and Auckland safer, faster and easier. It has shared an Indicative Route for the Warkworth to Wellsford section of the Ara Tūhono Pūhoi to Wellsford Road of National Significance. 'Building an off-line motorway, completely separate from the existing State Highway 1 will improve safety, reduce congestion and support Northland’s economic growth,' says Ernst Zollner the Transport Agency’s Northland Director.

the existing SH1 to an interchange proposed at Wayby Valley Road in Wellsford. Another motorway interchange is proposed near Mangawhai Road, with the motorway then meeting the existing State Highway 1 north of Vipond Road. “Once the motorway is built travel will also be safer for local road users because 90% of regional traffic, especially heavy traffic, can avoid townships making their main streets safer for motorists, pedestrians and cyclists.” The Indicative Route will be shared with the public for their feedback which will help further refine the route. If the route is confirmed it will be taken forward for consenting and route protection by 2018. The Warkworth to Wellsford section is the second stage of the Ara Tūhono Pūhoi to Wellsford Road of National Significance. It supports the Government’s objective of establishing transport solutions to grow and support the Northland economy by connecting communities and moving freight efficiently. Protecting the route is an important first step towards improving the Auckland to Whangarei corridor. Decisions about when the motorway will be constructed will be made as part of the process of developing national and regional land transport plans.

'Removing sharp bends, providing better passing opportunities and a dual carriageway to separate north and southbound traffic will improve safety and is predicted to reduce the fatal and serious injury crash rate by 80% through this area.' Due to the natural environment through the Dome Valley, State Highway 1 is susceptible to flooding, slips and ongoing repairs. The location of the new motorway, to the west of the Dome Forest, will provide a reliable alternate route between Northland and Auckland. The Indicative Route ties into the local road network helping to connect local communities. It joins the Pūhoi to Warkworth section of motorway near Kaipara Flats Road. It will then travel on the western side of the Dome Valley until it reaches the Hoteo River where it will cross eastwards over

Auckland’s Lightpath cycleway will get its own special sunscreen application next month, to protect it from the elements and make its colour even more vibrant The magenta surface will be refreshed and UV protected as part of ongoing maintenance. “This UV coating is marine grade and is used on cruise and container ships, so the paint surface will now live up to the harshest possible conditions and will be far more fade resistant,” says Brett Gliddon the NZ Transport Agency’s Auckland Highway Manager. “We’re delighted with the popularity of the Lightpath and along with Auckland Transport and Auckland Council, we’re committed to keeping it well maintained so that many more thousands of people can continue to enjoy it.”

The estimated cost of the refresh and UV protection is $115,000, which will be funded through money previously set aside by Auckland Council from the City Centre Targeted Rate.

children to walk to school, and older people will have the time they need to cross,” he says. “The smart technology also means traffic will not get held up if people finish crossing early or decide not to cross. If no-one is waiting or on the crossing, drivers will be able to continue without delay. “This is a big advantage on roads like this which are used to access the Port.”

The UV coating will involve a base coat being painted on to the existing surface, which will look a little redder than the current surface, the final magenta top coat will then be applied which will create the vibrant magenta colour again. Very wet weather at the time the original surface was laid is believed to have caused some bonding issues with the existing surface which is made of recycled glass and this will be fixed during the maintenance work.

A ‘smart’ pedestrian crossing that uses radar technology to sense people and adjust crossing time is installed in Lyttelton The high-tech crossing is one of just a handful like it in the South Island. “It can tell if a person is taking a longer or shorter time to cross the road and it will adjust the cross time accordingly,” says Colin Knaggs, NZ Transport Agency Highway Manager. “And it can do other helpful things. If a pedestrian crosses prematurely, before the Cross signal shows, or walks away from the crossing, the pedestrian's request to cross is automatically cancelled so traffic is not held up unnecessarily.” The new crossing is being installed on Norwich Quay, State Highway 74, between Sutton Quay and Canterbury Street, as part of a Transport Agencyled project in the Lyttelton Port Recovery Plan. Colin Knaggs says the project is all about improving safety for pedestrians while maintaining freight efficiency to and from the Lyttelton Port. “This project will make it easier and safer for people to walk around their community. It will be safer for

The crossing is also different from other crossings because the signal display – the red and green figures - is on the same side of the road as the pedestrians. This ensures people look at the oncoming traffic, reducing the chance of pedestrian fatalities. Along with the new signals, the project will see new tactile paving installed along with new footpaths. The road will also be repaired and improved and a new bus stop will be installed at a safer location adjacent to Fisherman’s Wharf restaurant, at the corner of Sutton Quay.

Katikati Bypass The NZ Transport Agency has completed an assessment of the Katikati town centre and has concluded that a bypass will be added to the State Highway 2 Waihi to Tauranga programme. The Transport Agency will also investigate if capacity improvements planned for between Omokoroa and Te Puna should be brought forward. Since the $520 million Waihi to Tauranga programme was announced by Transport Minister Simon Bridges in April 2016, further investigations have been undertaken to develop detailed solutions along the corridor, including for Katikati. The Transport Agency’s Central North Island Regional Relationships Director, Parekawhia McLean, says the new information has shown the number of vehicles using the road is growing much faster than expected.

“Over the last few years we’ve seen strong growth in traffic volumes, with the number of vehicles on the road in 2016 increasing by over 6 percent near Katikati and over 12 percent between Omokoroa and Tauranga.

Getting consents and buying property may affect the timeframe. "The Government and the NZ Transport Agency recognise the importance of securing the safety and resilience of this key road corridor for the future prosperity of the Northland," Bridges says. "Upgrading this section of highway to four lanes and separating traffic will significantly reduce the high number of fatal and serious injury crashes in the area, many of which involve drivers crossing the centre line and colliding with oncoming traffic. It will also provide a more reliable and resilient connection to the port.

“While further work will be required to determine the best route for a bypass and the timing for design and construction, it’s clear that removing the state highway from the town centre will keep people safe, continue to improve reliability for locals and tourists and improve access to Katikati. “As well as the safety work planned for between Omokoroa and Te Puna, we will also look to bring forward other improvements to support economic growth and development.” Ms McLean says the Transport Agency expects to be in a position to provide the community with more information on the timing, possible form and indicative cost of the bypass later this year.

SH1 from Whangarei to Marsden Pt to be four lanes State Highway One between Whangarei and Marsden Pt is to get a $400 million-plus upgrade to four lanes, with work due to start in 2019.

"More than 3 million tonnes of freight is exported from Northport each year and improving the region's freight connections to key export markets will be a game changer for the wider Northland economy," Bridges says. The improvements will also help support growth south of Whangarei where there are significant opportunities for industrial development and housing. The work is expected to cost $400 million to $500 million and is part of the corridor between Auckland and Whangarei. "Ultimately we're planning a significant upgrade of the highway all the way from Whangarei to Auckland, which will include the completion of the Puhoi to Wellsford Road of National Significance which will make journeys along this entire corridor safer and more efficient," Bridges said. NZTA will work with iwi, local communities and key stakeholders as the project moves through the planning and construction phase.

Mobile fiends now need not look up as Melbourne tests street-level traffic lights The government has a new weapon in the war against mobile phone zombies taking over the city streets – flashing lights embedded in the footpath. Transport Minister Simon Bridges says 22km of state highway will be upgraded. The section between Oakleigh and Port Marsden Highway should be finished within 3 to 5 years and the upgrade between Whangarei and Oakleigh in 5 to 7 years.

Four sets of flashing, tactile markers have been installed at the corner of Swanston Street and Little Collins Street, one of the busiest intersections in Melbourne's CBD for foot traffic.

"We know we'll get two today and two tomorrow," Mr Calafiore said. "We're actually very confident that these little one per centers that we're doing in road safety, they all add up over time, and they're part of our strategy for reducing road trauma by 20 per cent in this state."

A previous five-year trial at 10 sites in South Korea produced encouraging results. Injuries fell by 20 per cent and fatalities were cut by more than 40 per cent. The tactile markings are synchronised with traffic signals to glow green or red, and to flash red when the signal is amber. Luke Donnellan, the minister for roads, said 40 pedestrians died in Victoria last year, mostly while trying to cross the road. A further 500 pedestrians were seriously injured. He said pedestrian distraction had been identified as a serious problem at this particular intersection.

"We're trying to get the attention of people who are reading their mobile phones or are otherwise occupied, walking on our footpaths and not being aware that the road is right in front of them," Mr Donnellan said. The flashing lights will operate 24 hours a day. "This is trying to focus on those incidences when people are reading their mobile phone, it's dark or towards the end of the day, this will light up," he said, "but during the day this will also flash, so you will see it out of the corner of your eye anyway." TAC chief executive Jo Calafiore said each day in Victoria two pedestrians are hospitalised.

He said there was potential to put the illuminated crossings at intersections with tram stops, given recent increases in injuries on and around trams. The trial will cost about $120,000.

New York’s safety drive is saving lives on the road New York City is now working towards cutting out traffic deaths, as part of a Vision Zero programme. The strategy is already seeing major benefits with traffic fatalities having been reduced by 23% since 2013. An official report reveals that the city’s road safety programme is having a positive effect, due in part to the use of data to identify prime factors in road deaths from crashes.

In 2015, New York City Department of Transportation (DOT) and New York Police Department (NYPD) began working together to develop a strategy to address pedestrian issues. This concentrated on factors such as street redesign, enforcement, education and engagement resources and focussed on intersections and stretches of road with the highest crash rates for each borough. The policy is now proving its worth and safety improvements at these locations are now outpacing the overall reduction in traffic deaths across the city. In the five years prior to Vision Zero there were 141 deaths annually at the priority locations. This has now been lowered to 100 fatalities, a reduction of 29% decline. Meanwhile pedestrian

fatalities have also been lowered from around 99/year in the period from 2009-2013, to 72 in 2016 a drop of 27%. The DOT and NYPD also carried out an analysis of crash trends in 2016 and revealed that the earlier onset of darkness in the fall and winter is correlated with a 40% jump in fatal and severe injury crashes involving pedestrians in the early evening hours. To tackle this problem the Vision Zero Task Force developed a multi-agency enforcement and education strategy that increased evening and nighttime enforcement by NYPD officers and Taxi and Limousine Commission (TLC) inspectors. Following this effort traffic fatalities dropped 30%. Protection for other vulnerable road users has also been implemented and the DOT has carried out 242 projects aimed at boosting safety. These include simplifying complex intersections, narrowing lanes, adding 30km of bicycle paths, making pedestrians and cyclists more visible, and shortening pedestrian crossing distances.

actions that would prevent them, said Deborah Hersman, the council's president. "Motor vehicle fatality numbers have been ringing the alarm for two years," she said. "Unfortunately, we have been tone-deaf to the data and the carnage on our roadways. If we fail to take action, the death toll will continue to rise." Jonathan Adkins, executive director of the Governors Highway Safety Association, which represents state highway safety offices, said state officials continue to point to three predominant factors in traffic deaths " "belts, booze and speed." In the last three years, 13 states have raised speed limits on at least some portion of their interstate highways. "Additionally, driver distraction and our society's addiction to electronic devices is likely playing a role in the increase in deaths," Adkins said.

2016 traffic deaths jump to highest level in nearly a decade A jump in traffic fatalities last year pushed deaths on U.S. roads to their highest level in nearly a decade, erasing improvements made during the Great Recession and economic recovery, a leading safety organization said Wednesday. Fatalities rose 6 percent in 2016, reaching an estimated 40,200 deaths compared to 37,757 deaths the previous year, according the National Safety Council. The group gets its data from states. The last time there were more than 40,000 fatalities in a single year was in 2007, just before the economy tanked. There were 41,000 deaths that year.

The estimated annual mileage death rate last year was 1.25 deaths per 100 million vehicle miles, an increase of 3 percent from the 2015 rate. Traffic deaths began dropping in 2008 and reached their lowest point in six decades in 2011 at 32,000 deaths. They fluctuated slightly over the next two years, but started climbing in the last quarter of 2014.

The increase came as Americans drove more last year " a 3 percent increase in total miles. The council cited continued lower gasoline prices and an improving economy as key factors.

As the economy recovered, people not only began driving more, but they also increased more risky types of driving "like going out on the weekends or taking long trips on unfamiliar roads," said Adrian Lund, president of the Insurance Institute for Highway Safety.

Following an increase in fatalities in 2015, the United States has had the sharpest two-year increase in traffic deaths in 53 years, the council said.

Teens, who have the highest fatal crash rates, are also back on the road after the recession when many of them couldn't afford to drive as much, he said.

Americans have come to accept large numbers of traffic deaths as inevitable instead of than taking

The surge in fatalities comes as cars and trucks have more safety features than ever. Nearly all

new cars and light trucks now have electronic stability control and rearview cameras, for example. Automakers are also beginning to equip more cars with sophisticated safety technology like adaptive cruise control, automatic emergencybraking and blind-spot monitoring that are designed to prevent crashes rather than merely make them survivable. Other important safety advances are also on the horizon, including vehicle-to-vehicle communications that allow cars to wirelessly warn each other of their movements in time to avoid collisions and self-driving cars that hold the potential to eliminate human error, a factor in more than 90 percent of crashes. The council's fatality estimates differ slightly from those of the National Highway Traffic Safety Administration. The government counts only deaths that occur on public roads, while the council includes fatalities that occur in parking lots, driveways and private roads. Last month, NHTSA reported that traffic deaths surged about 8 percent in the first nine months of 2016.

Self-driving Ubers taken off road after crash Uber has taken its fleet of self-driving vehicles off the roads while it investigates a Friday night crash that left one of its SUVs sitting on its side. Police in Tempe, Arizona, were called to a crash to find that the Uber SUV had been hit when another vehicle failed to yield, according to the Tempe Police Department. No serious injuries were reported. The accident once again raises questions about the safety of autonomous driving technology and how it will interact with other drivers on the road. There was a person behind the wheel at the time of the Friday's accident, but an Uber spokeswoman said the vehicle was in self-driving mode and that there were no backseat riders. The company's self-driving fleet has been taken off the roads in Arizona pending the investigation. The company also suspended test vehicles in Pittsburgh, where its autonomous cars also pick up passengers, and San Francisco, where it does not.

Uber has been moving aggressively to put its selfdriving vehicles on the road with passengers in the backseat. As a precaution, the vehicles have a safety engineer who can take control if necessary. Others that have been developing the technology longer, including Waymo, Google's self-driving car company, have been hesitant to put ordinary people in their cars without further testing. Many expect self-driving vehicles will enter the market through ride-sharing services, such as Uber and Lyft. Those services tend to be more popular in urban environments, where autonomous cars will be most useful, and they've already conditioned users to put their safety and trust in the hands of relative strangers. The crash comes as Uber grapples with a wide range of crises. Among them, several Uber employees have been accused of stealing intellectual property from Waymo and using it as the basis for Uber's self-driving technology. The outcome of that legal fight could affect Uber's future significantly. Automobile and technology companies alike are dumping billions of dollars into the technology with the idea that one day our cars will no longer need human drivers. But that future is still far off. In the meantime, vehicles equipped with self-driving capabilities will share the road with human motorists. That will put autonomous vehicles in situations that may seem simple but are actually difficult to navigate, such as what to do when another vehicle honks its horn. It also remains unclear to what extent self-driving cars will be regulated by federal and state governments. Last year, the Transportation Department released a policy paper outlining 15 guidelines for developers of self-driving cars. In states across the country, legislators are debating how to allow the vehicles to be tested on functioning streets without endangering passengers and other drivers.

It's a push and pull between freewheeling innovation and regulatory oversight that many new technologies endure, but the stakes may be heightened when lives are at stake. Indeed, lawmakers on Capitol Hill have already begun debate about public tolerance for injuries and deaths as a result of self-driving cars. More than 35,000 people in the United States were killed in motor vehicle accidents in 2015, according to the National Highway Traffic Safety Administration. The majority of those are the result of human error, and technology enthusiasts believe that number will be reduced significantly as more self-driving vehicles get on the road. Industry observers expect media coverage of and officials' response to crashes involving self-driving vehicles will shape public perception of their safety. A fatal car collision involving a Tesla Model S received widespread attention because the vehicle was in autopilot mode at the time, though a government investigation later found there were no defects in the software. Arizona is one of a growing number of states that allow self-driving vehicles to be tested on public roads. Its permitting requirements are also more lenient than in neighbouring California, which previously barred Uber from its roads for failing to obtain the proper permits.

ACT to trial chevron road markings to stop tailgating in Canberra Canberrans are notorious tailgaters so the ACT government is set to try a rather unusual way of stopping its residents from running up the back of one another.

drivers to maintain a safe distance from the car in front. Drivers are instructed to keep two chevrons apart, which is equivalent to a two second gap at a speed of 110 km/h. Territory and Municipal Services will find suitable ACT roads to trial the inverted 'v' markings. The results will determine whether chevrons markings can be used at other spots to stop tailgating. Nose-to-tail bingles are the most common crashes on Canberra roads, accounting for almost one in three prangs, 2016 AAMI crash data showed. The trial was announced as the government released its 2017 report card on road safety on Tuesday. Road safety minister Shane Rattenbury said while the ACT still had a lower number of road deaths per capita than the nationwide average, the rate of deaths has been on the rise since 2013. "I am also especially concerned that we are also seeing a significant increase in road trauma among vulnerable road users, and cyclists and motorcyclists in particular," Mr Rattenbury said. ACT residents will also have a chance to comment on options to reform the territory's graduated driver licensing model for learner and provisional drivers this year, Mr Rattenbury said.

Better Traffic Flow with Adaptable Speed Bumps More alternatives are emerging that lack the downsides of permanent speed bumps. VTI has examined the types of available dynamic speed bumps and assessed which could suit the Nordic climate.

The territory government will trial chevron road markings to illustrate safe following distances to Canberra drivers later this year. The white markings are used in the United Arab Emirates and the United Kingdom to encourage

An alternative speed bump can be either passively or actively dynamic. Passively dynamic speed bumps are those that, for example, are collapsed by heavy vehicles but do not use any electronics. One variant allows buses and emergency vehicles to pass unhindered as the air inflating the speed bump is forced out via a safety valve by heavier vehicles. Drivers of normal cars, however, will experience the same level of discomfort as with solid speed bumps.

“The drawback of passively dynamic speed bumps is that regular cars are forced to reduce their speed to far below the posted limit, even on roads where the posted limit is 30 km/h, which results in driving behaviour in which the driver reaccelerates the car to the posted speed limit or perhaps even higher immediately upon crossing the speed bump. Driving this way produces more noise and emissions and reduces driver comfort”, says VTI researcher Omar Bagdadi.

Authors: Omar Bagdadi, Christopher Patten. Link to report (in Swedish with English summary).

Nordic capitals pedestrians



Helsinki, Stockholm and Copenhagen are all working strategically with pedestrian prioritising and urban life. Car free city centres are high on the political agenda in many Nordic cities and in a range of European countries. New policy measures are applied and in many cases, significant increases in the car-free downtown area are planned. A new report from Institute of Transport Economics in Norway describes car free city-centre areas in Helsinki, Stockholm and Copenhagen.

Actively dynamic speed bumps are those that can be activated electronically, for example, by radar or induction coils that sense the type of vehicle approaching or the speed at which the vehicle is moving.

The pedestrian areas in the three cities are of different sizes. Although there remains some work before the refinement and design of the expanded car-free area of Oslo is finalised, it is likely that this will be substantially larger than that of the three cities described in this report.

One example is a speed bump that deploys a flap in the ground, creating a resistant edge over which the vehicle drives if it is going too fast. A road sign notifies the drivers before the speed bump if their speed is too high. The networked control system enables a degree of control over the permissible speeds at certain times of day/week and can be equipped with a receiver to enable special vehicles, such as ambulances and police vehicles, to pass unhindered regardless of their speed. “These speed bumps are designed to make it possible to maintain a heavy traffic flow at a uniform speed on a stretch of road. These speed bumps require neither cars nor heavy vehicles to slow down to below the posted speed limit in order to pass unhindered”, says Bagdadi. The report identifies few documented evaluations of alternative speed bumps. The researchers confirm that both passively and actively dynamic speed bumps are of interest and could replace or supplement traditional solid speed bumps in Sweden. Report: VTI Report 823: Dynamic speed humps. A literature study

Copenhagen is characterised by a gradual expansion of the pedestrian streets from the ’60s, spreading from the shopping street Strøget, followed by the incorporation of new streets and squares in a stepwise process. In Stockholm, there has long been strong restrictions on car use in Gamla Stan, but new areas are prioritised for pedestrians. In Helsinki, there is an ongoing discussion and planning of pedestrian priorities in the city, including the expansion of the current pedestrian area and other measures for pedestrians. None of the three cities have done what Oslo is planning to do; to expand the pedestrian zone significantly within a short period. None of the three cities’ downtown areas are totally pedestrianised. There are various

exceptions, including goods delivery, service cars, residents and people with disabilities. Goods distribution is allowed at given times in all three areas. In Helsinki, goods delivery has partially been moved to an underground tunnel system. In both Copenhagen and Stockholm there are consolidation centres relieving the pedestrian zone.

highways under a new stand-alone agency that would engage the private sector to maintain roads and recoup their costs through user-pay tolling.

All three cities are working strategically with pedestrian prioritising and urban life. In these strategies, non-motorists are considered main contributors to urban life and vitality of downtown areas. However, the cities have had and still have different strategies and approaches for establishing pedestrianised centre areas.

Iltalehti, a daily tabloid newspaper, reported that a poll of 1,000 people, which it had commissioned, showed that 70% of the public were against the reforms. Still, more than half agreed that the current model of taxing motorists needed to be changed.

UK traffic volumes hit record levels Traffic volumes in the UK have hit record levels. This has been shown by new provisional figures from the Department for Transport (DfT). In the year ending December 2016 car traffic increased by 0.7% to a record high of 399.2 billion vehicle km and HGV traffic grew by 2.8% overall to 27.4 billion vehicle km. The report suggests that this rise is partly due to the growth in the economy as well as lower fuel prices. Provisional estimates suggest that both ‘A’ roads and motorways experienced the highest level of vehicle traffic recorded; motorway traffic increased by 2.1% to 108.6 billion vehicle km in 2016, continuing a long-term trend of increasing motorway traffic over the past six years. There is concerns that the UK’s road network will be unable to cope with growing traffic volumes.

The daily Helsingin Sanomat reported that the controversial reform lacked the support of the smaller political parties within the National Coalition and Finns Party.

Finland has thoroughfares, forest tracks. roadways are highway.

around 500,000km of main most of them privately owned or Only about 78,000km of the state-owned, including 900km of

Germany highway toll system being planned Germany is pushing ahead with its plan to charge tolls for use of its national Autobahn highway network. The plans have attracted a high degree of controversy as Germany’s Autobahn system, the world’s first national highway network, has been free for use by car drivers since its inception in the 1930s. Truck tolling was first introduced some years ago on the Autobahn system and this latest development is intended to generate additional revenue that can be used to maintain and develop the network. With both traffic volumes and the repair backlog growing on the Autobahn system, more income is required to pay for the work needed.

Finland reverses its plan to impose userpay roads The Finnish government has axed controversial plans to privatise the operation of a large number of major roads and turn them into user-pay infrastructure. But transport Minister Anne Berner also announced that the government would now keep a tax on new car sales. The tax was going to be scrapped as part of the move to make road users pay tolls. Berner had recently announced that the government would put the operation of major

Introducing tolls for cars is expected to generate €824 million/year when the system is established, delivering an income of €524 million when it commences. Some of the controversy has centred

on how foreign drivers will be charged to use the Autobahn network however, so the German Federal Ministry of Transport has made a number of changes from its original plans. Vehicles will be charged depending on their emissions levels, with six bands being introduced. Foreign drivers with vehicles in the highest emissions levels will pay €35 for a 10 day pass, and €50 for a two month pass. The higher charge rates have been approved by the European Commission. Vehicle traffic is expected to increase in coming years, which will increase revenue and the rates may be reduced once the tolling has been implemented. The Autobahn tolling plans have been unpopular within Germany and even more so elsewhere in Europe, due to the high percentage of through traffic. Several of Germany’s neighbours, including Austria and France, already have tolled highways however.

Coroner calls for 'urgent' review of blue paint on cycle superhighways after motorcyclist skids in rain and dies A coroner has demanded an “urgent” safety review of the blue paint used on cycle superhighways after a motorcyclist skidded into a bollard in the rain and suffered fatal injuries. Dr Fiona Wilcox issued Transport for London with a prevention of deaths report months before she concludes an inquest into Milan Dokic’s death.

In her report to TfL, Dr Wilcox wrote: “The CCTV clearly shows the motorcycle losing grip and sliding along the road. Sadly, Mr Dokic came off and hit a bollard, sustaining injuries that led to his death at the scene.” She said she was due to hear evidence in another death “in slightly different circumstances” in Battersea “where low grip on the CSH (cycle superhighway) may have played a part”. At a pre-inquest review at Westminster coroner’s court on February 14, a collision investigator gave evidence that the painted road surface had a skid resistance of 56.3, compared with the conventional road surface score of 77. The superhighway near the pedestrian crossing was differently constituted and had a skid resistance of 89.8. Dr Wilcox said some cyclists had talked about a lack of grip on parts of the superhighway, which runs between Westminster and Wandsworth. She warned TfL that “there is a risk that future deaths will occur” unless it took action. Listing six areas of concern, she called for “an urgent review of all areas treated with such road surface and replace it with the higher grip surface. "These concerns are too urgent to wait until the full hearing of the evidence to be addressed.” The inquest is due to be held this summer. TfL was today unable to say how many miles of cycle superhighways had the lower-grip surface.

Driving drowsy test being developed

Mr Dokic, 49, crashed in Battersea Park Road, at the junction with Forfar Road, on March 1 last year after losing control of the motorbike in wet conditions at about 1pm. He had entered the CS8 lane — one of the first non-segregated superhighways introduced by Boris Johnson — to undertake a van.

Researchers in Australia are develop a roadside test that can determine whether drivers are too drowsy to be behind the wheel. The system uses special glasses that track eye movements and measure the length of blinks, which are factors thought to identify whether a person is fatigued. The system is being developed as research suggests up to 20% of Australians have fallen asleep while at the wheel and 33% drive while tired once a month or more. Driving while tired is thought to be as much a risk as being drunk at the wheel. Fatigue is thought to be a factor in up to 20% of road crashes according to the Danish road safety expert, Jesper Solund. Research suggests that the majority of fatigue related incidents involve either a single car or a

head-on crash. Drivers can be at greatest risk from fatigue when driving in the darkness between 3am and 5am, with shift workers being particularly vulnerable.

Industry News

The T 8 and T 12 applicator testing programme is a key component of industry self regulation. There is a .pdf version of the applicator certificates associated with each registration line.

Dean Crutchfield resigns as RIAA CEO

Roadmarking Industry Association of Australia Chief Executive Officer Dean Crutchfield resigned effective 8th March 2017. He has been employed by the RIAA since 2012. Prior to that he worked for Allmark Linemarking Services based in Victoria, Australia for over 17 years. The RIAA has advertised for applications for a replacement CEO. Dean has indicated that he will likely continue employment in the roadmarking industry.

These can be accessed via a hyperlink off the certificate registration number. The certificates include a photograph of the applicator.

T8 and T 12 Issuing Officers Appointed

T 12 certificates include schedules setting out the scope of certification.

NZTA have confirmed appointment of Issuing Officers for the T8 and T 12 equipment calibration and certification programmes.

Upcoming Events

Bruce Belton (Coastline, Hamilton) has been appointed T 12 Issuing Officer in addition to his existing T 8 Issuing Officer status Paul Del Favero (Downer, Auckland) has been appointed a T 8 and T 12 Issuing Officer New roadmarking plant must be certified by an Issuing Officer while recertification of plant is carried out by Testing Officers.

Safer Roads Conference 21-24 May 2017 Viaduct Events Centre, Auckland 2017 NZRF/RIAA Conference and Exhibition Distinction Hotel, Hamilton 23rd and 24th August 2017

Newsletter April 2017