On the Move Quarterly Newsletter
Winter (January) Quarter 2004, Volume 17, Number 1
Table of Contents
From the Director's Desk: Transportation Bill Stalled in Senate
"New Look" Accompanies Transition to New Utah
LTAP Center Name
ACPA Concrete Conference--January 29, 2004
Center Line Rumble Strips Reduce Crash Risk on Rural
Two-Lane Roads
Watch Out for Fraudulent Flagger Certification Cards
Winter Maintenance Manual Available in Time for Winter
Rush
Getting the Most from Training
Don't Wait!
Register Today for the Annual Utah Asphalt Conference--March 4, 2004
(Sandy, Utah)
Don't Get Caught Out in the Cold--Sign Up for These Hot
Winter Workshops!
What Our Partners Are Doing: You Need to Know
NACE Conference Set for Florida--April 4-8, 2004
From the Director's Desk: Transportation Bill Stalled in Senate
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As
with traffic in many locations, new transportation legislation is stalled in
the U.S. Congress. Congress
typically passes multi-year authorization bills for the federal highway, mass
transit, and aviation programs.
Both the federal highway and mass transit (TEA-21) programs expired on
September 30, 2003. Because
Congress did not complete their work on the reauthorization of these programs
by this deadline, legislation was passed to provide for a short-term
extension. TEA-21 was extended
until January 31, 2004.
The
House of Representatives has taken action under an Omnibus Funding Bill for FY
2004 that will allow the federal highway and transit programs to continue to
operate at the FY 2003 funding levels.
The Transportation and Infrastructure (T&I) Committee of the House
has introduced a six-year, $375 billion, bill that is gaining support. This bill (H.R. 3550) would:
Authorize $375 billion for
surface transportation improvements- $298.7 billion for highways and $69.2
billion for transit.
Ensure all states receive at
least 95 percent return on their contributions to the Highway Trust Fund by
2009.
Establish a congestion
relief program that would focus state action on relieving traffic congestion by
removing roadway bottlenecks, maximize roadway capacity and implementing time
lines for congestion relief projects.
Provide $1.5 billion for a
program dedicating "truck only" lanes.
Establish a $1.5 billion
"High Risk Rural Road Safety Improvement Program" to address the
safety challenges presented on rural two-lane roads (see article on page 7).
More than double TEA-21's
investments in roadway safety infrastructure improvements.
Establish a new $17.6
billion program for projects of national and regional significance.
Action
on this bill is slated for February 2004.
This
bill is quite responsive to the transportation needs at both the state and
local levels and offers a substantial stimulus to the economy. In Utah alone, economic analysis of the
bill for the six years indicates a disposable income increase per household of
$1,279.00. The sections targeting
"congestion relief" and "rural road safety" have the
potential for addressing many of our local road needs on both the urban and
rural road systems. Grass roots
support of this bill is warranted to ensure action is taken by Congress early
in 2004. The American Road &
Transportation Builders Association (ARTBA), the National Association of County
Engineers (NACE), and the League of Cities & Towns (LC&T) encourages
concerned citizens to contact their congressional representatives and let them
know of their local roads needs.
You
can contact your elected Representatives and Senators by phone, e-mail or
fax. Just check your local phone
directory or go on-line to get the pertinent contact information.
Some
important statistics to keep in mind in voicing support for new transportation
legislation are:
Insufficient capacity and
bottlenecks account for 40 percent of traffic congestion delays in
America.
From the period 1982 to
2000, highway capacity increased 4.4 percent while vehicle miles of travel rose
71.8 percent.
Today total delays from
traffic congestion approach 4 billion hours per year.
Local agencies own nearly 70
percent of the Nation's road mileage and receive approximately 25 percent of
the funds allocated.
Seventy (70) percent of
fatalities occur on rural two-lane roads.
In
support of proposed new transportation legislative emphasis areas the Utah LTAP
Center is focusing activities and efforts on the following:
Road Safety Audits
Intersection & Roadside
Safety Improvements
Transportation Asset
Management
Work Force Development
Accident Reporting &
Crash Analysis
Pedestrian & Bicycle
Safety
Work Zone Traffic Control
& Safety
Access Management
Technical Assistance &
Implementation of the Manual on Uniform Traffic Control Devices
For further detail on these efforts, please contact us at 1-800-822-8878 or go to our Web site: [www.utaht2.usu.edu].
"New Look" Accompanies Transition to New Utah LTAP Center Name
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We
hope you've noticed the new look to our Utah LTAP Center On the Move quarterly
newsletter! We want to thank Mike
Malecki of the Florida LTAP Center for graphically designing the new logo (see
front cover) with some creative inspiration from our own Center Program
Coordinator, Keri Shoemaker!
Mr.
Malecki met with Keri at the annual LTAP meeting during the summer, and worked
over the next several months on the ideas they discussed for the new logo. The "mountain road" logo is
truly a reflection of much of the transportation environment in Utah, and a
uniquely "Utah" look for our Center. It should make it easier for local Utah agencies and outside
entities to recognize the services and products of the Utah LTAP Center.
With
the transition from our longtime name of the Utah Tē Center to the
"new" name of the Utah LTAP Center, we wanted to update our logo as
well.
The mountain road view is repeated in three different versions of the logo (all designed by Mike Malecki) to meet the needs of the Center in various situations: on our newsletter, on brochures, on business cards, and on display at conferences and events.
We
are excited to showcase this new look in this newsletter, and hope you will
come to associate our new logo with the same high quality services the Center
has consistently provided for local Utah agencies during our more than 15 years
of existence!
Our name and logo have only changed to more accurately reflect the local flair and overall nature of our service to local Utah agencies. We still remain committed to our mission of serving the training and technology transfer needs of local transportation agencies in their efforts to provide the best service for the traveling public!
ACPA Concrete Conference--January 29, 2004
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It's
not too late to register for the annual Utah Chapter, ACPA/Utah LTAP Center
Concrete Pavement Conference to be held on January 29, 2004 at the Little
American Hotel, in Salt Lake City.
The
theme for this year's event is "quality is no accident." The conference is organized into
general and breakout sessions.
General session topics include:
innovative contracting
project planner;
the complete lifecycle cost
analysis picture;
a panel discussion on how to
get a good job in a low bid system;
procedures and techniques
for fast track paving;
FHWA's concrete pavement
technology program; and
how long do Utah's concrete
pavements really last.
Breakout
sessions will include topics under "tools for quality concrete" and
"techniques for design, construction and maintenance."
You can register on-line at [www.utaht2.usu.edu], or fax your name, your company name, address, phone and fax numbers, and e-mail address to (435) 647-5972. If you have any questions please call Mitzi McIntyre (801) 556-9561.
Legislative & Regulatory Update: Rural Road Safety Program (RRSP)
Excerpt from [www.naco.org]
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The new Rural Road Safety Program (RRSP) should provide approximately $1 billion a year to improve roadway safety on local two-lane collector roadways. The RRSP should be funded as a separate stand-alone program (similar to HBRRP program). Eligible activities would include: improving horizontal and vertical alignment; eliminating wheel lane rutting, increasing skid resistance, and smoothing roadways; improving sight distances; widening lanes and shoulders; installing dedicated turn lanes; installing and upgrading guardrails, traffic barriers, crash cushions and protective devices; and installing traffic and safety lights, improving signage and pavement markings and other safety activities designated by the Secretary.
The following is excerpt from the implementation language of the program:
"Part I, Title 23, Subchapter I is amended to include
the following new Section--Section 165. Rural Road Safety Program (RRSP)
a. In
General. -
1. PROGRAM. Each State shall conduct and systematically maintain an
engineering survey of all 2-lane rural roads classified as collectors to
identify dangerous locations, sections, and elements, including roadside
obstacles and unmarked or poorly marked roads, which may constitute a danger to
motorists, bicyclists, pedestrians, impaired and "older" drivers,
assign priorities for the correction of such locations, sections and elements,
and establish and implement a schedule of projects for their improvement.
2. ELIGIBLE ACTIVITIES. Improving horizontal and vertical
alignment; eliminating wheel lane rutting, increasing skid resistance, and
smoothing roadways; improving sight distances; widening lanes and shoulders;
installing dedicated turn lanes; installing and upgrading guardrails, traffic
barriers, crash cushions and protective devices; rumblestrips; installing
traffic and safety lights, improved signage and pavement markings and other
safety activities designated by the Secretary.
3. DANGERS. In carrying out paragraph (1), a State may, at its
discretion--
A. identify, through a survey, dangers to
motorists, bicyclists, pedestrians, impaired and "older" drivers, and
users of 2-lane rural roads classified as collectors; and
B. develop and implement projects and
programs to address the dangers.
a. The Secretary may approve as a project
under this section any safety improvement project, including a project
described in subsection (a).
b. Funds authorized to carry out this
section shall be available for expenditure on-1. Any 2-lane rural road
classified as collectors;
a. The Federal share payable on account of
any project under this section shall be 90 percent of the cost thereof.
b. Funds authorized to be appropriated to
carry out this section shall be available for obligation in the same manner and
the same extent as if such funds were apportioned under section 104(b), except
that the Secretary is authorized to waive provisions he deems inconsistent with
the purposes of this section.
c. Each state shall establish an
evaluation process approved by the Secretary, to analyze and assess results
achieved by safety improvement projects carried out in accordance with the
procedures and criteria established by this section. Such evaluation process
shall develop cost-benefit data for various types of corrections and
treatments, which shall be used in setting priorities for safety improvement
projects.
d. Each State shall report to the
Secretary of Transportation not later than December 30 of each year, on the
progress being made to implement safety improvement projects for danger
elimination and the effectiveness of such improvements. Each State report shall
contain an assessment of the cost of, and safety benefits derived from, the
various means and methods used to mitigate or eliminate dangers and the
previous and subsequent accident experience at these locations. The Secretary
of Transportation shall submit a report to the Committee on Environment and
Public Works of the Senate and the Committee on Transportation and
Infrastructure of the House of Representatives not later than April 1 of each
year on the progress being made by the States in implementing the Rural Road
Safety Program. The report shall include, but not be limited to, the number of
projects undertaken, their distribution by cost range, road system, means and
methods used, the previous and subsequent accident experience at improved
locations and a cost-benefit analysis. In addition, the Secretary’s report
shall analyze and evaluate each state program, identify any State found not to
be in compliance with the schedule of improvements required by subsection (a)
and include recommendations for future implementation of the Rural Road Safety
Program.
e. Notwithstanding any other provision of
law no portion of a State’s apportionment allocated to the Rural Road Safety
Program (Section 165) through section 133(d) may be transferred to any other
apportionment of the State for such fiscal year.
f. For the purposes of this section the
term "State" shall have the meaning given it in section 401 of this
title.
Part II, Title 23, Subchapter I, Section 133 (d) is amended to include the following new language: "...under such section. For the Rural Road Safety Program - $ 1 billion a year shall be available for program activities (Option if within STP; 10 percent of the funds apportioned to a state under section (104)(b)(3) for a fiscal year shall only be available for program activities pertaining to Section 165) (Rural Road Safety Program)."
Center Line Rumble Strips Reduce Crash Risk on Rural
Two-Lane Roads
by Richard Retting, Insurance Institute for Highway Safety
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On a national basis, rural roads account for approximately
40 percent of all motor vehicle travel but 60 percent of all fatal
crashes. Approximately 90 percent
of all fatal crashes in rural areas occur on two-lane roads, which typically
lack physical measures such as wide medians or barriers to separate opposing
traffic flows.
As a result, a major crash problem on these roads involves
vehicles crossing the centerline and either sideswiping or striking opposing
vehicles head-on. These types of
opposing-direction crashes account for about 20 percent of all fatal crashes on
rural two-lane roads and result in approximately 4,500 fatalities annually.
The risk of head-on and opposing-direction sideswipe crashes
can be reduced by engineering improvements such as roadway widening and median
barrier installation. However,
such measures are costly and therefore generally are applied on a limited basis
to high-priority locations.
Because centerline incursions can occur at virtually any
point along undivided roads, spot safety improvements can provide only limited
protection against widespread opposing-direction crashes. More widely applied measures are needed
to reduce the risk of drivers inadvertently crossing roadway centerlines.
One such potential countermeasure entails installation of
rumble strips along the centerlines of undivided rural two-lane roads to
warn/alert distracted, fatigued, or speeding motorists whose vehicles are about
to cross the centerlines and encroach into opposing traffic lanes.
A comprehensive before-and-after study was undertaken to
estimate the nature and magnitude of crash reductions associated with
installation of center line rumble strips on rural undivided two-lane
roads. Data were drawn from seven
states: California, Colorado, Delaware, Maryland, Minnesota, Oregon, and
Washington. In total, 98 treatment
sites along approximately 210 miles of road were studied. Statistical procedures were used to
properly account for regression to the mean--a threat to the validity of simple
before-and-after studies--while normalizing for differences in traffic volume
and other factors between the before and after periods.
Overall, motor vehicle crashes at treated sites were reduced 14 percent; injury crashes were reduced by an estimated 15 percent. Head-on and opposing-direction sideswipe crashes--the primary target of center line rumble strips --were reduced by an estimated 21 percent, while head-on and opposing-direction sideswipe crashes involving injuries were reduced by an estimated 25 percent.
This result, taken together with the fact that installation costs are relatively low, suggest that consideration should be given to wider application of center line rumble strips on rural two-lane roads to reduce injury crashes.
For a free copy of the full report, contact [publications@iihs.org].
Watch Out for Fraudulent Flagger Certification Cards
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In a memo dated December 12, 2003, John Leonard, P.E.,
Operations Engineer with the Utah Department of Transportation warns
individuals inspecting flagger certification cards:
"It has come to the attention of the Division of
Traffic and Safety that there may be fraudulent Flagger Certification cards in
circulation. Our information
indicates that a card has been photocopied, and individuals' names placed on
them that have not taken the course and received certification to perform
flagging work.
As you perform your routine check of the flagger, either in
construction, maintenance, or permitted operations, do not accept a photocopied
certification card. Each flagger
has been instructed in the flagging certification course to carry the original
certification when working.
The following suggested procedure is recommended if you
suspect the certification card is fraudulent: Ask for an additional picture ID,
or other form of identification.
If the flagger does not cooperate, confiscate the card, and require the
contractor or permitee to replace the individual prior to continuing with work
activities. Please obtain
information on the individual, including name and contact information, and the
company they work for or the referring employment agency. Forward this information to the Region
Risk Manager and the Division of Traffic and Safety.
Thank you for your support in maintaining the safety of our
work zones for the public and our employees."
If you have any questions, please contact Glenn Schulte at 801-633-6406, or John Leonard at 801-633-6407.
Winter Maintenance Manual Available in Time for Winter Rush
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After months of cooperative effort, the Utah LTAP Center and
the Utah Department of Transportation, Maintenance Division, are going to press
on a Winter Maintenance Manual.
This manual is meant to fit into a glove compartment and
serve as a quick reference guide for roadway maintenance personnel dealing with
on-the-spot winter maintenance issues.
The water resistant paper finish and coil binding assist with ease of
use.
Topics covered in the manual include:
Basic Winter Maintenance
Strategies
Three Steps to Winter Storm
Management
Temperatures
Pure Salt Concentration
& Corresponding Specific Gravity
Dilution of Solution
Dilution of a Product
Example Freezing Point of
Magnesium Chloride Brine
Quality Control
Material Quality Control
Dry Equivalents
Pounds of Ice Melted Per
Pound of Salt
Salt Hydrometer Conversation
Chart
Mag Chloride Hydrometer
Chart
Post-Storm Benefits
Guide to Anti-Icing and
Snow, Ice Control Strategies
Keys to Success
Effective Use of Plows
Weather Information Sources
Public Awareness
T. A. P. E. R.
Application Rate Tables
Product Selection
Conversion Factors
Perimeter, Area, & Value
Formulas
Product Considerations
Spreader Calibration
Procedure
Winter Equipment PlowGuard
& CurbGuard Installation
There are plenty of graphs, charts, and easy-to-understand
guides to help maintenance personnel make decisions about the best way to
conduct winter maintenance operations.
Local Utah agencies will receive a copy of the Winter
Maintenance Manual as Utah LTAP Center personnel make site visits around the
state, and your agency can request copies by calling 1-800-822-8878.
Don't get caught out in the cold. Use this resource to help with your winter maintenance operations!
Getting the Most from Training
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Adapted by the University of New Hampshire Tē Center for
Road Business (Fall 2003), excerpt from “Going to Training? Here’s Some Hints”
by Robert Bacal in the T3S Quarterly, South Carolina Transportation Technology
Transfer Service, 1-2 (Summer 2003)
Here Are Some Suggestions
Most people attend training for new knowledge and
skills. Sometimes they want to
expand on what they know, or to refresh themselves on a topic. Training also provides an opportunity
to network with others in the same or related fields. Whatever the purpose, they expect to be able to do their job
better, and to advance in their careers.
What people learn depends on the quality of the
training. Perhaps even more
important, it also depends on the learners’ preparation, participation, and
application. This article suggests
ways to get the most out of training.
Selecting Training
Above all else, people should define training topics based
on their need for knowledge. For
many topics, there are often a number of training options. For some, options are limited, and for
a few topics training must be developed.
Managers must often search for the options. The search is easier if they get on training providers’
mailing lists. Web searches might
reveal possible training possibilities.
After finding a training provider, managers should ensure
the training will fulfill their need.
If necessary, they should contact the provider and ask specifically what
will be covered. People often
contact the Utah LTAP Center with specific questions about courses. They can also ask others who have
attended a course.
Have a Training Purpose
Before attending a session, learners should have a clear
purpose. It should be based on the
training need defined above, and in terms of “learning outcomes.” That is, learners should know what they
want to learn, and how they might apply it in their job. The clearer they are about learning
outcomes, the more likely they will learn what they want. In other words, knowing learning
outcomes creates more active, and satisfied, learners.
If a boss requests a learner to attend training, he or she
should understand the boss’s expectations. The learner can ask, “How do you expect me to use what I
have earned?”
Involving the Boss
Many municipal officials require approval for training. Before requesting approval, learners
should list the training benefits for the department. After the training, learners should meet with superiors to
discuss what was taught. Such
discussions also reinforce learning.
While You Are There
It is the instructor’s responsibility to clearly present
material. Learners should hold
instructors to that responsibility.
They should help by asking questions. Moreover, questions help learners fulfill their learning
purpose.
Some learners hesitate to ask questions. They should remember that if they do
not understand something, others probably do not either. Asking questions can generate
discussion and benefit other learners.
Of course, learners can also speak with the trainer during breaks.
Learners should take notes during the workshop. No one can remember everything that is
said. Notes are useful for later
reference. They are also another
way to learn the material. Notes
are especially important for ideas about application of the material.
During breaks, learners should organize the handouts and their notes. They also try to discuss the material with other learners.
After The Session
The following will help learners retain what is taught.
As soon as possible after
the workshop, go over handouts and notes.
Make additional notes to help organize ideas.
Discuss what was taught with
superiors and co-workers. This
review reinforces learning, and benefits the department.
Apply what is learned as
soon as possible.
Periodically review the
course materials and notes.
These suggestions will help learners get more out of workshops. They will benefit learners, others, and the municipality. It also helps ensure approval of future training requests.
Learning Approaches
Excerpt from
“Nothing Fails Like Success,” by Larry Kokkelenberg, printed in Hot Mix
Asphalt Technology (July/August 2003) & the University of New Hampshire Tē
Center Road Business (Fall 2003)
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Educators have many approaches to help people learn. Some are more effective than others. Effectiveness
varies by individuals; people differ in how they learn. As recommended below, learners gain the
most knowledge and skills from a combination of the following approaches.
Instructor-led Training
Generally, people learn more in classrooms. Instructor-led field exercises are also
very effective. Trainers must know
their material and how to teach adults.
They must prepare clear and organized presentations. They should have handouts so learners
can follow the presentation.
Handouts are useful for reference in the workplace. Instructors are most effective when
they engage learners through discussion and exercises.
Although effective, instructor-led training can be costly in
terms of both time and money.
Therefore, municipalities should be sure they invest in high quality
training.
Book Learning
Some people learn effectively from written materials. Books and periodicals provide new ideas
and information. They also enable
readers to refresh and clarify prior learning.
Book learning is relatively inexpensive and easy to
administer. However, reading alone
seldom develops new skills or results in changed behavior. For the best return on investment, many
individuals should read the book, and then participate in group or departmental
discussions.
Video Learning
Videos add a visual component that helps many people
learn. Otherwise, it has the
advantages and disadvantages of books.
Studies have shown that video learning is especially effective if groups
view and discuss the video.
E-learning
Many new web-based learning programs are becoming available
(i.e. Click, Listen & Learn).
They vary in purpose as well as effectiveness. Some only provide information, often with pictures and at
times with videos. Some programs
are essentially courses on computers.
Learners read materials, and then answer questions or take exams.
Effectiveness depends largely on the learning style of the
learner. Computer operation skills
can also be a factor. In general,
learners develop few new job-related skills, and retain the information for
only a short time. Advantages
include lower travel costs and greater personal convenience.
Action Learning
Nearly everyone learns by doing. The process is real-time, work-related problem solving. A group of employees solve work
problems or improve processes. For
individuals, it can result in self-discovery and increased confidence. For the group, it can build confidence
in each other, and shows what they can accomplish together
The advantage is its relevance to the workplace. The
disadvantage is that it tends to be reactive: "When there is a problem, we fix it."
On-the-job Training
This approach includes mentoring, tutoring, or
coaching. It is especially
effective for skills training. The
mentor, tutor or coach must have personal relations skills as well as be
skilled in the subject. The
advantage is that learning is personalized, both to the individual and the
situation. On the other hand, it
is usually time consuming and limited to special situations.
Combining Approaches
Combining the above approaches expands as well as reinforces
learning. For example, after
instructor-led training, managers can set up action learning and on-the-job
training situations. They can
similarly combine book or video learning with action and on-the-job learning.
Some e-learning programs incorporate instructor-led training. Via e-mail, learners discuss material with the instructor and other learners. Taken by a group of employees, they could combine e-learning with action or on-the-job training.
ATSSA Praises $375 Billion Highway & Transit
Legislation: Cites "Safety" Provisions and
Funding Levels as a Major Step Forward
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Washington, D.C. - Surrounded by a bevy of House
Transportation and Infrastructure Committee members, transportation leaders and
the press, Chairman Don Young (R.-Alaska) and Ranking Member James Oberstar
(D.-Minn.) unveiled the committee's $375 billion, six-year highway and transit
funding bill targeted to reduce congestion and save lives on U.S. roadways
earlier this week. Roger Wentz, executive director of the American Traffic
Safety Services Association (ATSSA) offered congratulations to the committee's
leaders for their vision and courage to put forward such an aggressive
proposal.
Wentz released the following statement this morning,
"Chairman Young and Ranking Member Oberstar have demonstrated that the
hearings and efforts to tackle the issue of mobility and safety the past two
years were not in vain. While others continue to find reasons why our nation
cannot rise to meet its transportation challenges, both have demonstrated true
leadership. If enacted and fully implemented, this legislation will be the
first to provide transportation investments consistent with the needs
documented in the U.S. DOT's Conditions and Performance Report to Congress.
However, the genius of this legislation is not simply
measured in dollars, but equally in how these scarce funds will be invested.
The legislation's core Highway Safety Improvement, Rural Road Safety and Safe
Routes to School Program's infrastructure investments alone will save thousands
of lives, prevent tens of thousands of injuries and greatly reduce the economic
burden of roadway crashes on the U.S. economy. In addition, significant
increases in NHTSA funded programs will ensure that these vital behavioral
programs will continue to prosper without pitting infrastructure and
educational safety initiatives against each other in a fight over scarce
resources. Truly, this legislation will reduce the carnage on our nation's
roadways.
Additionally, every motorist will benefit from the programs'
congestion reduction initiatives. The programs' effort to provide funds to
enhance the manner in which the current system is operated, coupled with funds
aimed at providing low-cost congestion improvements, build nicely upon the
Administration's proposals in this regard. ATSSA looks forward to working with the committee as the
process continues.
For more information, please contact James S. Baron, Director of Communications & PR, American Traffic Safety Services Association (ATSSA), 15