January 31st, 2011

SAFE STUDENTS WIN

No Comments, Uncategorized, by Catherine Higgins.

Some Utah students were awarded bikes and scooters for walking safely to school during a month-long challenge last fall.

Students earned the prizes for being among the more than 1,000 participants in the second annual “Walk More in Four” challenge in September.

A Fairview Elementary student

UDOT’s Safe Routes to School encouragement campaign and the Student Neighborhood Access Program (SNAP)™, awarded 49 donated helmets, bikes and scooters in classrooms and assemblies statewide.

Students from 25 school districts and 66 schools charted their progress for a chance to win prizes, including bikes, scooters and helmets, with support from Walmart. Utah’s SRTS Coordinator, Cherissa Wood, presented the prizes to the surprised students in classrooms and assemblies with the entire student body.

Walk More in Four encouraged K-8 students to safely walk or bike to and from school at least three times each week during the four weeks in September leading up to International Walk to School Day, October 6.

Utah Governor Gary R. Herbert joined UDOT, parents and students at Rosecrest Elementary School in Salt Lake City, one of five kickoff events throughout the state. The Governor greeted and walked with students to school to encourage healthy and safe walking habits.

January 26th, 2011

WAY TO GO

7 Comments, Uncategorized, by Catherine Higgins.

Custom web-based software makes mapping safe routes a snap!

 

SNAP Maps, like the one on this poster, can be generated easily and printed, posted online or shared via email.

Utah’s Safe Routes to Schools program, administered by UDOT, has launched the newly redesigned Student Neighborhood Access Program (SNAP)™ software, a custom tool to assist schools in creating their safe routing plan maps. Already more than 20 percent of Utah’s elementary, junior high and middle school principals have accessed the free SNAP Software online to create a safe routes map for their school.

Improved convenience

The Web-based software allows use on any PC/MAC and principals can share the map online with parents and students. SNAP Software interfaces with Google™ Maps to provide improved accuracy and ease of use. The program includes mapping symbols specific to identifying a safe route. Other features include a Spanish option and large format and quadrant printing.

“We believe that by providing Utah schools with an easy-to-use

SNAP helps schools plan safe routes and promotes healthy, safe walking and biking to school.

resource to create a safe routes map, they will be more likely to get these maps into the hands of their students and help us encourage more children to walk and bike to school safely,” said Cherissa Wood, Utah’s Safe Routes to School coordinator.

Principal approved

The redesigned SNAP Software was created with feedback from more than 100 principals. UDOT also provides a detailed planning guide on how to map a safe route and create an inventory of the school’s walking and biking area.

SNAP Software is available online or by email.

Cherissa Wood, UDOT SNAP Program Coordinator

January 24th, 2011

DESIGNED TO LAST

3 Comments, Optimize Mobility, Preserve Infrastructure, by Catherine Higgins.

I-15 CORE pavement layers stack up to a durable, weather resistant, low maintenance, 40-year life.

Traffic has switched to new concrete pavement between Lindon and American Fork, marking I-15 CORE as twenty-five percent complete. The new smooth ride is a predictor of good things to come.

 

PAVEMENT PANORMA: Click on this image to view a larger version. Thanks goes to John Butterfield, UDOT Materials/Pavement Engineer, for this great photo.

More than just a pretty surface

“Any pavement design is a multi-layered system,” says John Butterfield, UDOT Materials and Pavement Engineer on the I-15 CORE project. I-15 CORE pavement consists of four layers from the bottom up: granular borrow, drainable granular borrow, asphalt base and Portland Cement concrete.

The amount of material in each layer is adjusted according to different factors, like drainage requirements, availability of materials or project budget. Traffic volume is the most important factor engineers consider when designing pavement.

Where the rubber hits

“The main thing that drives pavement design is traffic,” says Butterfield.  ”It all has to add up to the structural value that is predicted from traffic volume expected on that road.”

The forty-year pavement design on the I-15 CORE project is a value-added feature that the contractor, Provo River Constructors, included in their winning proposal.  UDOT asked for 30-year pavement, “they gave us forty,” says Butterfield.

Why concrete?

Going the extra mile: A worker makes smooth concrete even smoother for a bump-free ride.

UDOT prefers concrete on high-volume roads. “Under heavy interstate traffic, concrete is the best investment,” Butterfield explains, because it’s smooth, rigid and less maintenance is required compared to asphalt. “We just know it works and it will last if it’s done right.”

Concrete is also weather resistant. In engineer-speak, concrete has “an air void system to allow for the pressures generated when internal water freezes.”

Translated, that means potholes are exceptionally rare!

VIDEO: This  KSL story below shows concrete installation, and the video after the story shows the layers that make up the pavement.

 

Video Courtesy of KSL.com

January 24th, 2011

URBAN UPGRADE

No Comments, Preserve Infrastructure, Uncategorized, by Catherine Higgins.

A familiar road rehabilitation process can be made urban-friendly thanks to a new way to spread cement slurry.

UDOT has used full-depth reclamation for about five years. The process recycles installed concrete or asphalt and base material into new road base by pulverizing, grading, stabilizing and compacting the old material.

Dr. Spencer Guthrie, Associate Professor at BYU and Research Assistant Charles Hope presented a case study to illustrate the advantages of cement stabilized FDR at the 2011 Annual Utah ACPA Concrete Workshop last week.

A smart strategy

FDR can be part of an overall smart pavement strategy. “If a project is suitable, you get a lot of benefits,”  said Guthrie, including reduced project costs, less impact on stakeholders and better conservation of natural resources.

Here’s why:

  • The process reuses materials “your mom and dad paid for,” so project costs are reduced.
  • FDR reduces mining of virgin materials.
  • Materials do not need to be hauled off, so there is less impact on surrounding roads and roadusers.
  • Only brief access closures are necessary since traffic can drive over the FDR surface during most of the process, so resident and business inconvenience is minimal.

Stabilization is the key

FDR can sometimes be mechanically stabilized, but usually stabilization agents, including cement or emulsion are used.

A new spreader makes cement stabilized FDR urban-friendly.

Cement powder has been used with FDR in rural areas for decades. But, powder use results in fugitive dust which is unacceptable in an urban setting.

Guthrie and Hope’s presentation showed how a cylindrical spreader with spouts, attached to a ready-mix truck, can be used to distribute cement slurry evenly without producing fugitive dust. The newly developed spreader should be available for use soon.

Cement vs. emulsion

When emulsion is used to stabilize FDR, full strength is achieved after evaporation occurs. This factor makes using emulsion risky during cold or rainy weather — not so with cement.

“Cement loves water,” said Guthrie. “If it rains, no problem.”

Using cement stabilized FDR has other advantages over emulsion:

  • Increased rigidity
  • Elimination of rutting below the surface
  • Reduced susceptibility to moisture, frost and fatigue cracking
  • Thinner pavement sections

Because of the elimination of fugitive dust, the new spreader has potential for making cement stabilized FDR available for use in urban areas.

More information:

Slurry Spreader Handout

FDR Design Process Overview

ACPA-CementSlurry-20110118b

UDOT is improving pavement marking visibility at night during storms.

Glass beads and grooving: This image from a UDOT report on improving pavement marking retroreflectivity shows glass beads and reflective beads added to paint. Grooving pavement before applying markings is a way to avoid plow blade wear and tear.

Road users are sometime frustrated when pavement markings are less visible at night during storms — and for good reason. “We realize this issue is a safety concern,” says Ken Berg, UDOT Maintenance Planning Engineer. “Pavement marking visibility is our number one safety priority here in Maintenance all the time, but especially in wet weather and at night.”

Pavement marking visibility can be reduced because of water on the road and wear caused by snow plow blades.

Water interferes with the reflectivity of pavement markings. “Light is refracted in all directions through the water, rather than retro reflected back to the driver,” according to Berg. One way to combat this reflectivity issue is to add profile, or thickness, so markings are visible above the water.

Adding profile can be accomplished by using thicker products or adding glass beads to the paint. However, high profile markings can get scraped off by snow plows. ”Thicker markings won’t usually last through the winter,” says Berg. “So, the increased cost of thicker markings isn’t usually justified.”

UDOT is studying ways to counter water and plow blades.

Dan Betts, Region 2 Pavement Marking Coordinator and Berg are developing application methods that can be used by state forces without expensive materials or special equipment. Betts has developed and refined the process of cutting a groove in the pavement so paint is recessed below the surface. Recessed markings are less likely to be worn down by snow plow blades.

In addition to grooving, adding retroreflective glass and ceramic beads to paint improves visibility during wet and dry conditions and at night. Tests done at night confirm the effectiveness of the beads.

For more information, see a report on the process conducted on I-84 in Weber Canyon.

January 19th, 2011

MOVE OVER LAWS

22 Comments, Uncategorized, by Catherine Higgins.

Utah law requires motorists to slow down and move over one lane if possible when state troopers or other emergency workers are stopped by the side of the  road.

Troopers often work in dangerous conditions like fog or heavy snow

Unfortunately, many motorists don’t observe this law.  Four troopers have been hit in 2011.

“Utah’s move over law is intended to keep law enforcement, EMS, and the motoring public safe on our roadways,” says Trooper Cameron Roden, Law Enforcement Liaison with the Utah Department of Public Safety, Highway Safety Office.
“ It requires drivers that are approaching a stationary emergency or service vehicle to slow down and provide as much space as safely possible.  When able, vehicles should change lanes to allow more space for these potentially dangerous situations.”

The KSL story below explains how careless motorists put other motorists, troopers and other emergency professionals at risk.

Video Courtesy of KSL.com

January 18th, 2011

DELAY DEFEATED

No Comments, Optimize Mobility, by Catherine Higgins.

Data from Wasatch Front Regional Council shows that traffic delay is being held at bay by UDOT capacity projects.

 

This aerial photo shows new concrete on I-15 between Davis and Salt Lake County.

 

Travel delay diminishes the quality of life for all who live and drive in Utah:

  • Travel delay has an intrinsic, measurable cost to commerce. Businesses that move products or deliver services transfer increased costs to consumers.
  • Commuters are inconvenienced when travel time is slow or unreliable. Long commutes cut into the work day.

UDOT is working to reduce delay on state routes, and data from Wasatch Front Regional Council shows that increased travel delay is being avoided by adding capacity projects.

The chart below shows current and projected delay with and without capacity improvements starting in 1995.

Actual and projected delay, with and without capacity projects, is shown on this graph.

Between 1995 and 2010, delay is shown to be static even with a 50 percent increase in population and Vehicle Miles Traveled. VMT is a measure of the total number of vehicle miles traveled within a specific road segment over a given period of time.

With planned capacity projects, travel delay will increase after 2010. However, the increase in delay without capacity projects would have been 3 times greater by 2015, according to WFRC’s projections.

Cost savings for the public on nearby secondary roads can also be significant. Building Pioneer Crossing is saving 95,000 hours of travel time per year on nearby  S.R. 73 from Eagle Mountain to I-15.

Take charge of your travel

While judiciously increasing lane miles is one solution to travel delay, UDOT also encourages motorists to make personal choices that help reduce the number of vehicles on the roads. TravelWise is a UDOT sponsored effort to that encourages use of a variety of options to avoid delay, such as taking public transportation or working from home if possible.

January 13th, 2011

FOCUS ON SEATBELTS

8 Comments, Uncategorized, by Catherine Higgins.

Utah traffic related fatalities are the lowest in 36 years, but there’s no low that’s too low.

Tim Cosgrove, who works as a Child Advocate for Primary Children's Medical Center, encourages Mallory to keep speaking out about safe behavior choices.

Out of the 235 people who lost their lives in 2010, 89 were not wearing seatbelts. ” That’s 89 people who could be here with us today,” says UDOT Deputy Director Carlos Braceras.

“We do our best to engineer the roads,” said Braceras. “But there’s only so much that we can do. We can’t make you put down that cell phone. We can’t make you give the keys to someone who hasn’t been drinking. We can’t make you put on your seat belt. That’s up to everyone who gets in a car.”

Reducing crashes on our roads is a shared responsibility

One fatality means the loss of a beloved sibling, child or parent. Eighteen year old Mallory Martinez knows she might have been one of those fatalities had she not been wearing a seatbelt one day last November.

The Westminster College student was on her way home to Price, Utah for a weekend visit and was operating her iPod while driving on U.S. 6. She clipped a trailer “and from there I just spun and lost control,” said Martinez.

While her car was rolling, her thoughts were on her siblings and parents. Her car was totaled but she walked away with some scrapes. Martinez knows she’s lucky so she takes time to tell others to stay safe.

Video Courtesy of KSL.com

January 12th, 2011

FILLING POTHOLES

10 Comments, Preserve Infrastructure, Uncategorized, by Catherine Higgins.

The winter freeze-thaw cycle is asphalt’s arch enemy.

Workers use a hot method to fill a pothole near Echo Junction.

UDOT crews are out in full force this time of year doing their best to stay ahead of pothole proliferation. Because of the way they are formed, repairing the dastardly dips can be a real challenge.

From the bottom up

Usually a pothole starts when water seeps into a crack in the asphalt to the soil below. As ice forms in the water-saturated soil, the area expands and causes the asphalt to heave and crack even more. Warmer temperatures melt the ice and relax the soil and asphalt. The final blow comes when the weight of traffic causes the asphalt to cave in and form a pothole.

Traditional repair involves using asphalt to fix the pothole. Hot asphalt is the best repair because it seeps into the cracks and bonds well with the old material, but cold winter temperatures prevent its use.

Cold mix asphalt is stockpiled at UDOT maintenance sheds and used to fill potholes during winter months.  Sometimes a fix works well, but sometimes, the repair pops out during the next freeze-thaw cycle.

” When using cold mix, it’s a temporary repair until we are able to go in and square out the hole and fill and compact with hot mix,” says Todd Richins, Area Supervisor at UDOT Region Two.

New hot and cold repairs

UDOT is actively seeking longer lasting repairs, and maintenance engineers have found some promising options.

A new hot method heats the existing asphalt so it can be mixed with

A hot repair on a pothole at Echo Junction.

additional asphalt and then compacted. This hot repair method was tested on a notorious pothole on I-84 at Echo Junction in December 2009.

According to Richins, the repair is still intact. UDOT maintenance workers are putting it into use in other appropriate locations.

An easy to use patch in a bag method has also been tried on an I-15 bridge in Santaquin. The mix consists of asphalt and polymer, and it’s designed to instantly bond with the old material when poured directly on a crack or pothole. UDOT Maintenance trucks can sometimes be the method of compaction.

Winter cold mix repairs in this area on I-15 usually lasted a week or two at most, but this pour and pack repair has lasted a year without failing with workers adding more material as needed.

“It works really well, and we’re using it in a lot of places,” says Glen Wahlberg, Area Supervisor in Region Three. “We love it.”

UDOT will continue to look for longer lasting repairs that defy, for as long as possible anyway, Utah’s winter freeze-thaw weather cycles.

Want to know where the term “pothole” comes from?  Follow this link to learn more about potholes.

January 7th, 2011

MEETING ONLINE

1 Comment, Uncategorized, by Catherine Higgins.

UDOT recently held an online public meeting in conjunction with an official in-person public meeting.

Vic Saunders gets ready to read a prepared statement to the online meeting audience.

Shopping, going to school and socializing can all be done online — why not attend meetings online? UDOT recently held an online meeting along side a regular public meeting in order to expand public participation.

Public Information Manager Beau Hunter of Horrocks is the one who suggested the approach as a way to reach a young, busy audience. Vic Saunders, Public Involvement Manager of UDOT Region One, credits Beau for having the initial idea and running with it.

Penna Powers Brian Haynes was “added to our team for horse power to allow us to better utilize technology and innovation together,” says Beau. “Wendy Hansen with PPBH was extremely integral in the development and execution of the online meeting. Most importantly they developed the online ad campaign that generated a lot of traffic to our website in a very short period of time. “

While the in-person meeting was taking place, Vic and Wendy answered questions via laptop. Every half hour Vic gave an overview of the purpose of the meeting a urged public feedback.

Meeting organizers made use of free software that allows attendees to sign up for the meeting ahead of time. The software allows easy back and forth communication similar to texting using a laptop or smartphone. The software also integrates with cameras and microphones, but those features are not necessary.

Overall, the online portion of the meeting was a success and organizers will  use the approach again. Vic offers two pieces of advice to others who want to try the approach:

First, promote the online meeting early so people have time to download the software and get familiar with the site.

Second, “promote it like you really want people to see it, suggests Vic, by putting the information about the online meeting on the front page of the project website or another easy to find place.

“Promote large,” says Vic, “We burried ours a layer or two down and that reduced participation.”