Category Archives: Optimize Mobility

OPEN FOR BUSINESS

A newly completed capacity project will provide better north-south mobility for road users in Utah County.

“When you only have three north-south corridors in the county, it’s a central piece,” said UDOT Region Three Director Shane Marshall at a celebration of the project’s completion.

Geneva Road is one of three major north-south corridors in the area, which made the road widening project a priority for UDOT and Utah County officials. “When you only have three north-south corridors in the county, it’s a central piece,” said UDOT Region Three Director Shane Marshall at a celebration of the project’s completion sponsored by Kiewit Western Co. Utah County provided some funding for the project, which along with other funding, allowed UDOT to build sooner than expected.

Utah State Representative Brad Daw praised UDOT and the contractor for building the road quickly while maintaining a high quality project. “UDOT knows how to get the most road for the dollar,” he said. The project was bid as a Design-build contract, which allows construction and design processes to take place simultaneously. The advantages of this method are speed of completion and low cost. Finding the balance point with Design Build requires an open relationship with the contractor to achieve a best value project.

The new pedestrian-friendly five lane facility between University Parkway and 1600 North in Orem can now provide a needed alternate route for the duration of the I-15 CORE project, scheduled for completion in December 2012; three nearby interchanges will require closures between now and the end of the project. Located just west of I-15, Geneva Road has good connectivity to the freeway to allow road users to get around the interchange closures.

Another benefit of the project is the new bridge that carries Geneva Road over Union Pacific and Frontrunner rail lines at 400 South. Before the bridge was built, traffic could be backed up several minutes many times a day waiting for a train to pass.Commissioner Larry Ellertson from Utah County pointed out the advantage at the celebration. “Doesn’t it look great to see those cars continue to move across that rail road?”

Building and designing the project took expertise and careful partnering. “For an urban facility, it was challenging,” said Lead Designer Russell Clark with Parsons Corporation. The bridge at 400 South required a high skew. Maintenance of traffic was also tricky – the design accounted for all traffic movements that were in existence before the bridge was built.

The location is a “utility corridor,” according to Clark and had a high number of conflicts for a project of its size. Over 8 hundred utility conflicts were identified and moved or protected in place.

The soils in the area presented a geo-technical challenge as well. Over two-thousand telephone poles were hammered into the ground to provide soil stability and support for the bridge, and geo-membrane was used extensively.

After the I-15 CORE project concludes, the road will continue to support future mobility and economic vitality. Major growth in the area includes an extension of the UVU campus and an 18-hundred acre commercial and residential development. Daw said that the project is an example of how new roads help business and residential developments flourish. “It just helps everyone in the community.”

Click to see a slide show of the road in the Provo Daily Herald.

UTAH TRAVEL STUDY UPDATE

For the last three months, transportation planners have been asking Utahans how, when and where they travel.

The Utah Travel Study will help planners prioritize highway and transit projects for the 30-year long range transportation plan.

Sponsored by six agencies, including Metropolitan Planning Organizations and UDOT, the Utah Travel Study has contacted more than five thousand households across Utah so far. Over eight thousand college students have also participated. And this summer, a special bicycle and pedestrian survey will collect information to help planners “understand more about bike and walk travel behavior and needed improvements in Utah,” says Elizabeth Greene, with Resource Systems Group, Inc. Research firms RSG and Westat, are administering the survey on behalf of the sponsoring agencies.

The survey asks participants to provide basic demographic and vehicle information, including the number and characteristics of adults and children and number and type of vehicles available in the household. Participants are also asked to report information about trips made in one 24-hour weekday period and answer questions about transportation priorities.

Once compiled, the database will help planners prioritize highway and transit projects for the 30-year long range transportation plan. UDOT and other transportation agencies spend billions of dollars on highway and transit projects, and the data gathered by the survey will help planners ensure that money is well spent.

All six sponsoring agencies will have access to the database for planning and research. The data base will not include personal information – such as names or contact information – of the respondents. Some of the results will be published as a brief report so sponsoring agencies can share what they’ve learned with the public.

“Travel demand modelers, transportation planners, and policy-makers across the state of Utah will all analyze the data as part of their jobs,” explains Greene. “The first and foremost goal is to understand travel patterns and travel needs in order to best plan for future transportation improvements and investments.”

UDOT and other transportation agencies “really values the participation of Utahan’s from across the state.”  It’s important to hear from everyone who is contacted. Only by hearing from everyone can the state of Utah best understand the overall travel patterns and travel needs in the state and thereby best plan improvements and investments in the future,” explains Greene.

“To prepare for the Olypmic Games ten years ago, Utah invested heavily in transportation projects. Since then, development of our transportation system has continued, benefiting our economy, safety, and quality of life,” says UDOT Director John Njord. ” The Utah Travel Study will help UDOT in making decisions about future investments as we continue to develop our transportation system while preserving our existing assets and infrastructure.”

Data collection will continue throughout the summer.

IMPROVED MOBILITY

Three projects in Riverton City will improve traffic mobility for residents and businesses.

Crews place asphalt base for new concrete pavement on 13400 South in Riverton, Utah.

 

A new section of the Mountain View Corridor will open soon between 12600 South to Rosecrest Drive at 14400 South. That road, along with other improvements made by UDOT and Riverton City, will help ease traffic flow in the busy, growing community. Nearby projects include a wider road on 13400 South between the Mountain View Corridor and Bangerter Highway and a Continuous Flow Intersection at Bangerter Highway and 13400 South.

The projects will improve mobility and support economic vitality. Riverton City officials believe that “unique proximity to existing or planned major transportation infrastructure, including the Bangerter Highway, Mountain View Corridor, and transit” position the city for future economic growth, according to the city’s website.

A recent KSL News article about the MVC opening quoted resident Matt Thompson who lives nearby as being hopeful that the new road will reduce traffic noise and improve safety in his neighborhood.  “I think a lot of people are looking forward to having the extra access to be able to get around at a little higher speed instead of having to cut through neighborhoods.”

Riverton City is widening 13400 South to include three travel lanes in each direction, a long-lasting concrete on asphalt driving surface, better drainage, a reconfigured intersection at 4150 West, better street lighting and traffic signals and sidewalks. Reconstruction started in mid-February and is expected to continue through late summer.

CFIs along Bangerter highway have helped enhance east-west travel from West Valley to Riverton. The innovative design was first introduced on 3500 South in 2007. CFI’s provide more green-light time by and can increase the number of cars moving through an intersection by up to 70 percent.

UTAH COUNTY’S CFI

Utah County’s first CFI is on the fast track.

UDOT has been busy converting a regular intersection to a Continuous Flow Intersection on University Parkway and Sandhill Road as part of the I-15 CORE Project. The intersection is used by nearly 70 thousand cars per day. Converting it to a CFI will improve the flow of traffic by 20 percent and improve safety for drivers turning left from University Parkway onto Sandhill Road.

The opening of the new intersection is another significant milestone as I-15 CORE progresses toward completion in December.The project is being built on an accelerated schedule and will be completed on Tuesday, May 22 after one month 0f construction.

“With a three-day closure scheduled to begin Friday night, construction on University Parkway will get worse before it gets better,” said UDOT spokesperson Mindy Nelson. “It will all be worth it when the new continuous flow intersection opens on Tuesday, and east/west drivers will see more green lights.”

UDOT encourages drivers to learn how to drive the intersection before it opens on Tuesday by viewing a new tutorial.

UDOT is working hard to reduce traffic delay by making the current system work more efficiently and by increasing capacity where appropriate. Individual drivers can also make choices that can help save time, use less energy and reduce traffic congestion. Visit the TravelWise website to investigate some effective strategies like trip-chaining and alternative work schedules.

INNOVATION

Gilbert Chlewicki , known as the Father of the DDI, gave the keynote address at the UDOT Research Workshop.

Gilbert Chlewicki spoke about innovation at the UDOT Research Workshop. "Innovation does not have to be provocative or really out there, it can be very simple."

Chlewicki focused his remarks on innovation and some of the key ways creativity is fostered in engineering organizations. UDOT employees are familiar with many of his talking points – leaders at UDOT purposely create an environment where innovation is encouraged.

According to Chlewicki, barriers to innovation can include organizational disconnect between engineering specialties and a general disinclination on the part of members of the engineering profession to try new things combined with fear of failure.

Most departments of transportation are structured in ‘pillars’ with very little overlap between areas of specialty, such as design or traffic operations. For innovation to occur, engineers in transportation agencies need to understand how different specialties co-relate.

For example, “it’s good to understand how geo-metrics and traffic operation work together,” said Chlewicki. He also pointed out that engineering is a conservative profession and in a department of transportation – or any organization – fear of failure can subvert innovation.

Are the cards stacked against innovation? Chlewicki seemed optimistic that innovation can be fostered and encouraged and offered some suggestions for employees and organizations:

  • Don’t get bogged down by a standard, code or a process. Finding a solution may be outside of the commonplace approach.
  • Look for uncomplicated solutions. “Innovation does not have to be provocative or really out-there, it can be very simple.” Chlewicki pointed to the Diverging Diamond Interchange as an example of a simple solution. Named by by Popular Science magazine as one of the best innovations in 2009, the DDI switches traffic to the opposite side of the roadway in order to avoid left-turn conflicts.
  • “Hang out with other innovators.” Creativity can rub off!
  • Organizations should reward innovation if possible and try to provide an environment where failure is not punished.

It’s good to make room for an ‘ah ha!’ moment. While looking to innovation as a way to solve transportation challenges is necessary in the modern world, once in a while, innovation just happens. “It’s not always need based,” said Chlewicki. “…sometimes it comes out of nowhere.”

TRAILBLAZER AWARD

Dr. Kyle M. Rollins, researcher and Professor of Civil Engineering at BYU has won the UDOT Research Division’s annual Trail Blazer Award.

UDOT Director of Research Cameron Kergaye, Trailblazer award recipient Dr. Kyle Rollins and workshop organizer Kevin Nichol pose after the award ceremony. Rollins is known in Utah and around the country for research on pile foundations.

Rollins was honored at the annual Research Workshop lunch. Last year’s winner, Blaine Leonard praised Rollins for his contribution to a broad range of research topic areas and for the innovative and creative ways he has accomplished that research.

“The Trailblazer Award is recognition of long time contributions to transportation research in Utah,” said Leonard. The honor is given to people who “start new paths for the rest of us to follow.” Rollins is known in Utah and around the country for research on pile foundations and load testing and is one of the few researchers that “does a fair amount of full scale load testing on piles,” said Leonard. Some of Rollins’ resent research includes evaluating and predicting corrosion rates of piles, evaluating the interaction between soil-abutment-bridge structures for seismic performance based design and field testing of colloid silica grouting for mitigation of liquefaction risk.

A “creative guy,” Rollins does dynamic testing using a tool called a statnamic – it’s basically a rocket engine, explained Leonard. This means, not only is Rollins geotechnical engineer, “he’s also a rocket scientist,” joked Leonard.

Rollins also partners effectively with the private sector, said Leonard, and often finds funding and other resources needed to carry out testing thoroughly and cost effectively. He stays on the cutting edge of research and also has the ability to develop research projects that produce practical solutions for the real world – “stuff that has been really useful.”

Rollins gave credit to UDOT’s innovative and accepting culture and to smart, hardworking students at BYU. “I have had success “because of the situation I have been in… UDOT is a pretty innovative organization.” His colleagues around the country “don’t always have that situation.”

Rollins appreciates UDOT’s acceptance of innovative testing methods, such as using small explosive charges to liquefy soil and sand boxes on a table top, and notes that some of his testing methods have received international recognition.

FRENCH CONNECTION

Engineers from Utah and Idaho recently took a close look at UDOT’s innovative interchanges during the Tour de DDI.

Engineer Gilbert Chlewicki, far right chats with Robert Miles, UDOT Region Two Area Engineer and David Stevens, UDOT Research Project Manager on the Tour de DDI.

A group of engineers gathered for a lessons-learned discussion and tour of UDOT Diverging Diamond Interchanges. Participants met at the Calvin Rampton Complex for review of the UDOT DDIs, then traveled to the SR 201, Pioneer Crossing and SR 92 DDIs stopping briefly at each location.

The event was held to coincide with a visit by Gilbert Chlewicki, a nationally known expert and proponent of the DDI. Chlewicki designed what he believed to be the first DDI in graduate school, then was surprised to find that a similar design was in operation in Versailles, France. Chlewicki spoke briefly about what circumstances make the DDI a better choice than a traditional Single Point Urban Interchange and about how to promote public knowledge and acceptance.

Though it’s “not a silver bullet” that will solve any traffic problem, Chlewicki believes the design is best used in an urban or suburban environment. In fact, Chlewicki predicts that the design should be considered first in an urban or suburban environment and will “make the SPUI extinct.”

Public perception of the DDI can be positive when communication stresses two messages, according to Chlewicki. Communicators need to explain how the DDI can reduce delay and make life better for road users and focus on how the design can actually improve safety. “As long as you explain it well” public acceptance is high.

Other presenters included:

  • Richard Miller, with Parsons Transportation Group lead designer of the Pioneer Crossing DDI
  • HG Kunzler with Lochner Engineering who designed the retrofit DDI at SR 201 and Bangerter Highway
  • Michael Lasko with CH2M Hill who designed the SR 92 DDI
  • Glenn Blackwelder, UDOT who discussed operations in Region Three
  • Marjorie Rasmussen, UDOT who discussed operations in Region Two

Designers gave an overview of the DDI design process and discussed lessons learned along the way, reviewed issues associated with “retrofit” DDIs, discussed “wrong way fear” and mitigations to help the driving public.  Glenn Blackwelder and Marjorie Rasmussen discussed current operations.

Blackwelder said the DDI is “the sportscar of interchanges,” because it’s fast, flexible and well-tuned. As a traffic engineer, he finds DDIs “fun to operate.” Although initial coordination can be tough and time consuming, operational changes make improvements and improve traffic flow.

Engineers from Idaho attended the event to prepare to design and construct a DDI in Chubbuck, Idaho. “We took some valuable information from the events of the day,” wrote Jesse Barrus in an email thank-you to UDOT following the event. “Being the engineer of record on this project I really appreciate the confidence I got from the operational standpoint of these innovative designs.”

MAP IT

By Catherine Higgins and Daniel Kuhn

A small map is a big deal for commercial truckers who drive through Utah.

The New UDOT Truck Parking Map is a schematic showing the location of commercial truck stops and UDOT rest areas along I-15 as well as the other Interstate Highways in Utah. UDOT is not aware of any other state producing a similar map.

The schematic shows the number and location of parking spaces in Utah for commercial truckers. That information is important for two reasons:

First, Utah is strategically significant to North America’s commercial trucking industry, and it is easy to see why by just looking at a highway map of the United States. I-80 is the backbone of routes crossing the middle section of the nation, on which freight moves to, from, and through Utah en route to points all across the USA and Canada. Northern Utah is the junction of two of I-80’s most important feeder routes – I-84 from the Pacific Northwest, and I-15 from Las Vegas and southern California.

The UDOT Truck Parking schematic shows the location of truck stop and rest stop parking.

A large percentage of the trucks traveling through Utah, particularly in the summer and fall, are refrigerated “reefer” trucks carrying perishable, time and temperature-sensitive foodstuffs. A large portion of what America eats passes through Utah in reefer trucks every day. On I-80 east of the junction with I-84 in Echo, Utah, reefer trucks amount to more than 50% of total truck traffic, which averages about 5000 truck per day during the western growing season.

Because of Utah’s crossroads status, UDOT’s highways handle a disproportionately high amount of freight for the entire country as well as Canada. This result in a correspondingly high number of distribution warehouses being located in the Beehive State. Several refrigerated truck companies are headquartered along the Wasatch Front, including the world’s largest, C.R. England, Inc.

Utah’s crossroads status for highway freight is further reinforced by our having the highest percentage of truck traffic of all 50 United States. According to the latest federal highway data, 23% of total traffic on Utah highways is trucks, compared to a national average of only 12%. While Utah roads are used to move a myriad of products from all over the continent, only 10 to 12% of the freight moving on Utah highways is actually consumed here in Utah.

The second factor that makes the new Utah Truck Parking Map a useful tool has to do with federal rules that govern rest breaks for truck drivers. Hours of Service laws are meant to keep our highway system safe by preventing crashes caused by driver fatigue. Drivers of commercial motor vehicles such as trucks and buses are required to take mandatory rest and sleep breaks. However, there is currently a shortage of long-term parking for trucks across much of the nation, making it difficult for drivers to find places to park to get their required rest.

The UDOT Truck Parking Map provides truck drivers a compact source of information about the location of long-term truck parking, as well as what amenities are found at each truck stop or rest area. This allows drivers to better plan their rest stops and reduces the number of drivers who “park on off ramps or on the side of major freight highways,” explains Vern Keeslar, Senior Planner with InterPlan. Daniel Kuhn, UDOT’s Railroad & Freight Planner, and Keeslar worked together to develop this useful tool for commercial truckers.

Funded by a federal grant, this effort included interviews with more than 400 truck drivers, as well as the managers of commercial truck stops along the I-15 corridor.When truckers were asked what tool would be most helpful, a durable map or parking locations was number one on their list. The Utah Truck Parking Map was the result, which is printed on waterproof, tear-resistant paper, and allows drivers to avoid using electronic communication technology while driving which can create distractions, safety hazards, and is forbidden by law in many states.

The Utah Truck Parking Map is being placed at commercial truck stops, UDOT Ports of Entry, selected distribution warehouses, and 2000 copies will be distributed by the Utah Trucking Association through their in-house magazine.

Keeping freight moving safely and efficiently on Utah highways is a key element in supporting and maintaining robust economic activity here in Utah, at the Crossroads of the West.

UDOT DIRECTOR TO RECEIVE DISTINGUISHED ALUMNI AWARD

John Njord received the Distinguished Alumni Award from the University of Utah Department of Civil Engineering.

UDOT Director John Njord

Njord received the Distinguished Alumni Award and was inducted into the CE Academy. The award is given to an “alumnus that has been influential in education, industry, business, government, or construction,” according a Department of Civil Engineering newsletter.

Njord’s leadership has “made this transportation agency the envy of transportation agencies across the country and in fact, around the world,” says UDOT Deputy Director Carlos Braceras. “John is one of those exceptional leaders that allowed every employee in this agency to be their best.”

Njord joined the Utah Department of Transportation in 1988 after graduating with a Bachelor of Science in Civil Engineering degree from the University of Utah. He worked as a Field Engineer, Local Governments Liaison Engineer, Engineer for Urban Planning, Director of Olympic Transportation Planning and Deputy Director before becoming Executive Director in 2001.

Braceras credits Njord’s “natural leadership and his caring for the employees” for making UDOT “a productive place to make a difference.”

Njord said he was “shocked” and “obviously honored” on learning of his selection, especially in light of previous recipients and their accomplishments in this community. “I realize that in many ways I am the face of the department – I am the front guy,” he said. Njord believes that the  accomplishments made by department employees “has drawn recognition to me.”

Under his direction, Njord has led the effort to use innovative solutions to improve the transportation system in Utah. UDOT leads the nation in Accelerated Bridge Construction. Thirty-seven bridges associated with interstate highways have been built off-site and moved into place. The agency has pioneered the design and construction of innovative intersections and interchanges that have enhanced traffic mobility.

His role as he sees it is “to provide an environment where folks feel like they can solve problems.” Njord seeks to foster “a healthy environment where the best ideas can come forward.”

While some think of engineers as professionals who seek to work strictly by the book, Njord takes exception to that view. “True engineering begins as textbook engineering,” said Njord. “When you depart from ‘chug and plug’ engineering, all the innovation lights can turn on.”

Njord believes that any engineering problem can be solved when employees are willing to explore any idea. “And in the end, we are doing a great service for the citizens of our state.”

“I believe most of our employees go home and think ‘we’re doing good things.’”

The other CE Academy inductees are:

C. Ross Anderson
David Eckhoff
Paul Hirst
Jim Nordquist
Ron Reaveley

DDI DESIGNER

National DDI expert and advocate Gilbert Chlewicki will give the keynote address at the UDOT Research Workshop on May 10.

Gilbert Chlewicki

Chlewicki developed the design for the Diverging Diamond Interchange as a graduate student. After designing the innovative interchange, he visited France and on a bus tour, was surprised to see that the design was already in existence.  While disappointed that he was not the first, he continued to work on the DDI. Chlewicki has pioneered other designs as well, including the Continuous T Intersection, which he will discuss in detail at the workshop.

As a forward to his keynote address at the workshop, he answered some questions about non-traditional transportation designs.

What prompted you to want to develop non-traditional designs?

“I’ve been designing roads since I was a little kid.  I used to draw long stretches of highway on old dot-matrix computer paper that had each sheet of paper attached to the next.  I used to make the lanes wide enough for my hot wheels to drive on my roads.  The drawings had full signing and traffic controls.  When I would finish a drawing, I would stretch it out across the house and have my younger sisters drive on them to find certain destinations.  In high school, I made my lanes narrower so that I could fit more into a drawing and eventually created a new highway (which I called I-74) that went from New Jersey, through southern Pennsylvania, Ohio and finally to Indiana.

My drawings were always in pen, so when I would make a “mistake”, I would incorporate the mistake into the final design.  Anytime I drew a more complex design, I would always try to figure out how both the geometrics and traffic operations would work and then think about what I could do to improve the design for the future.  I came up with several designs on my own before I even knew they existed such as a roundabout and a single point urban interchange (SPUI).  There were other designs that I still believe are original concepts.  So I’ve been developing unique geometric designs for nearly 30 years now and am still continuing to come up with new designs.”

Are transportation agencies/engineers initially resistant to the DDI or other non-traditional designs? Why, and what has to happen for that resistance to be dropped?

“There has been a lot of resistance to non-traditional designs.  Just as an example, the modern roundabout has been around

An aerial photo of I-44 / Kansas Expressway Diverging Diamond Interchange in Springfield, Missouri. First of its kind in the U.S. Photo from Missouri Department of Transportation.

nearly 50 years but it has only gained partial acceptance in the US over the past 10-15 years even though it is a great design.  There are over 40 unique documented non-traditional designs but about half of these designs have never been constructed even though they show promise.  Of the 20+ designs that have been constructed, many of those you can only find sporadically in the country (ex. one echelon in Florida) or prominently in one state (ex. the jughandle in New Jersey, the median u-turn in Michigan).

The DDI has been very fortunate to gain acceptance very quickly across a lot of the transportation world and my hope is that the DDI will be the main example that helps stimulate building other non-traditional designs.  However, there is still resistance to the DDI in a large part of the transportation world.”

“There are many different reasons for the resistance of non-traditional designs.  Some are due to not wanting to change when a more well-established design could work almost as well.  Some are due to consultants not thinking that their clients will accept something different and “unproven”.  Some don’t want to try something new.  Some are worried about liability.  Some are scared to fail.  Some think that these designs cost too much.  Some don’t even know that these designs exist and most of those that know they exist don’t understand which design is best.  And some are scared of the politics and/or community acceptance.

I think three big things need to happen for this resistance to change.  One, we need to educate every one of these designs.  There’s enough information out there now and the more people know and understand, the more willing they will be to try these designs.  Two, we need champions of non-traditional designs in both the consulting world and in transportation agencies.  When we have the right people promoting these designs, the resistance will begin to fall.  And three, we need to create a more innovative culture in the transportation industry.  When we promote innovation, we will be more likely to accept it.”

How has the driving public accepted DDIs?

“For the most part, the public has been very accepting of DDIs, perhaps even more accepting than the transportation industry.  When the public sees how easy it is to navigate in the DDI and then they see the benefits of the design in terms of the traffic operations, costs, and safety improvements, it becomes a no-brainer to most of the public.

I worked on a planning project back in 2005, where we had a DDI as one of our options.  This might have been the first project that was considering a DDI in the country.  All of the alternatives had the interchange operating at a LOS A or B in the design year, so there was little benefit from an operations point of view of the DDI versus any other alternative.  The public still voted for the DDI over the other alternatives.  Ultimately the DDI was not selected because the agency did not think it was the proper location to put the first DDI in the state and since it was a new interchange, the DDI did not show any inherent benefit over the other alternatives in terms of traffic operations or costs.”

In your opinion, what is the future of the DDI in the US?

“The future is extremely bright for the DDI in the US.  I wrote a paper that was published in Transportation Research Record last year that showed that the DDI will likely be the best option for a multi-lane arterial of any diamond form regardless of turning movements, when considering costs and traffic operations.  I think the DDI will replace the need to build any more SPUIs, except in a few situations where it might be better geometrically.

In my opinion, the DDI should be considered as an alternative for all interchange projects because of the many benefits of the design.  It may not be the best solution in every case, but it has enough benefits to merit consideration.  We have a similar policy in Maryland concerning roundabouts.  All projects in Maryland must consider a roundabout for any intersection improvement.

I can easily see there being over a hundred DDIs across the country by the end of the decade.  And when you consider that the DDI on average costs roughly $10 Million less than the next best alternative, the country should be saving over $1 Billion in transportation costs!”

Your new Continuous T sounds interesting! Can you send an explanation and maybe refer me to some information online?

“The Two-Way Continuous-T Intersection allows non-stop flow of thru traffic in both directions of a T-Intersection without any grade-separation, while at the same time vastly increasing the percentage of green time for the left turn movements.  How is this possible?  The design takes concepts from three other innovative intersections (the Continuous-T Intersection, Continuous Flow Intersection, and Double-Wide Intersection) to create this new design.  You can get more information on this design from the materials in the 2012 TRB annual meeting where you can find my paper and poster that I presented.  If time permits, I will be talking about this design during the keynote address as an example of how innovation is developed.”