Tag Archives: Maintenance

Dan Betts Silver Barrel

Dan Betts received a Silver Barrel Award for his solution to striping problems on I-80 in Parley’s Canyon. After receiving several complaints about low striping visibility Dan and UDOT Central Maintenance determined there was a problem. Dan contacted the manufacturer because the striping was still under warranty and came up with a great solution.

  • The manufacturer would replace the striping tape on I-80 between Mt. Aires Exit 132 and Lambs Canyon Exit 137, including installation and traffic control.
  • The upper section of I-80 from Lambs Canyon Exit 137 to Kimball Junction Exit 145 paint would be applied over the existing striping tape since the pavement is in need of treatment and tape would not be cost effective. The manufacturer would install the paint including the traffic control.
  • UDOT Region Two would provide the grooves for the striping tape to be applied.
  • The manufacturer would provide an additional four year warranty for the entire section, both taped and painted.

Through Dan’s efforts and negotiating skills he was able to improve striping on I-80 through Parley’s Canyon.

This guest post was taken from the Silver Barrel Nomination submitted to the UDOT Administration Office.

Innovative partnerships prove to be the perfect recipe for Patchwork Parkway

PANGUITCH — In a state where innovation is consistently used to Keep Utah Moving, sometimes innovation alone isn’t enough. Unique partnerships between state agencies can be the perfect additional ingredient to accomplish the improbable.

In rural southern Utah, where equipment and manpower are sometimes as few and far between as the towns in the region, innovation and partnering got a much-needed job done quickly and efficiently, while minimizing the use of taxpayer dollars.

Recently, UDOT’s shed 4469 in Panguitch teamed up with Bryce Canyon National Park to create a shoulder on a seven-mile stretch of Scenic Byway SR-143. This stretch of Utah’s “Patchwork Parkway” was in great need of a shoulder, because a simple task like plowing the road or pulling over created potential safety issues.

The project required tools neither the department nor the national park possessed alone. So to combat this issue, they came together to pool resources and manpower to finish the job in a few days, saving each agency valuable time and money.

“The stars just lined up,” said Panguitch Shed manager Robert Brown. “Down here, we’re all neighbors, and you have to get creative to help each other out and get things done.”

Normally, a similar project requires a team of at least six to eight workers, with three on a shouldering machine alone. But with only two full-time employees at the shed, Brown and his counterpart at Bryce Canyon had to think outside of the box. Here are some of the highlights:

• Bryce Canyon provided side delivery dump trucks that offered a more efficient use of asphalt. Standard machines provide four feet of material, even if only two feet are needed.
• UDOT’s grader was used to accomplish both the grading and compaction tasks, as the shoulder in the area is too steep to use conventional steel drum rollers.
• The asphalt used on the project was recycled and obtained from a pit in nearby Hatch, Utah at nearly one-third of the cost of new asphalt.
• The project was completed in two days, with two UDOT Panguitch Shed employees and two Bryce Canyon employees.
• A pull-behind broom hooked to a pickup truck cleaned the road with two passes.

For Brown, the lesson is simple: when government entities work and plan together, the result can be a win-win for both, as well as the surrounding communities.

“Without the shared resources, we wouldn’t have been able to do the job,” Brown said. “I think this shows that governments need to think outside of the box more to collaborate.”

Comparison of Wintertime Asphalt and Concrete Pavement Surface Temperatures in Utah

Because winter maintenance is so costly, UDOT personnel asked researchers at Brigham Young University (BYU) to determine whether asphalt or concrete pavements require more winter maintenance. Differing thermal properties suggest that, for the same environmental conditions, asphalt and concrete pavements will have different temperature profiles. Climatological data from 22 environmental sensor stations (ESSs) near asphalt roads and nine ESSs near concrete roads were used to determine which pavement type has higher surface temperatures in winter.

Twelve continuous months of climatological data were acquired from the road weather information system operated by UDOT, and erroneous data were removed from the data set. In order to focus on the cold-weather pavement surface temperatures, a winter season was defined as the period from November through April, and the data were divided into time periods that were based on sunrise and sunset times to match the solar cycle.

To predict pavement surface temperature, a multiple linear regression was performed with input parameters of pavement type, time period, and air temperature. As shown in Table 1, the statistical analysis predicting pavement surface temperatures showed that, for near-freezing conditions, asphalt is better in the afternoon, and concrete is better for other times of the day. However, neither pavement type is better, on average, across the locations studied in this research. That is, asphalt and concrete are equally likely to collect snow or ice on their surfaces, and both pavements are expected to require equal amounts of winter maintenance, on average.

To supplement these analyses, which provided useful information about average pavement temperatures across the statewide pavement network, additional analyses of asphalt and concrete pavement surface temperatures were performed for a particular location in a mountainous region of northern Utah more typical of canyon areas. Asphalt and concrete pavement surface temperatures were directly compared at a location on U.S. Route 40 near Heber where asphalt and concrete meet end to end at the base of a mountain pass. As shown in Figure 1, an ESS was installed to facilitate monitoring of asphalt and concrete pavement surface temperatures, as well as selected climatic variables, at the site.

Data collected during the three winter seasons from 2009 to 2012 were analyzed in this research, and the same months and time periods used in the previous study were applied in this analysis as well. To compare the surface temperatures of the concrete and asphalt pavements during freezing conditions, multivariate regression analyses were performed. Equations were generated for three response variables, including the asphalt surface temperature, concrete surface temperature, and difference in temperatures between the asphalt and concrete surfaces.

The statistical models developed in the analyses show that the surface temperature of both asphalt and concrete pavement increases with increasing air temperature and decreases with increasing relative humidity and wind speed, and that the difference in pavement temperatures decreases with decreasing air temperature. For the studied site, the data indicate that concrete pavement will experience freezing before asphalt pavement for all time periods except late afternoon, when the pavement types are predicted to freeze at the same air temperature (see Table 2). Therefore, for material properties and environmental conditions similar to those evaluated at this U.S. 40 site, asphalt would require less winter maintenance, on average, than concrete.

Due to the interactions among albedo, specific heat, and thermal conductivity, the actual thermal behavior of a given pavement will depend on the material properties and environmental conditions specific to the site. As shown in this research, concrete pavement can be warmer than asphalt, which is typical of the statewide pavement network, on average, during late morning, evening, night, and early morning. However, the research also clearly shows that, in mountainous regions of northern Utah more typical of canyon areas, engineers may expect asphalt pavement to be warmer than concrete, or equal in temperature to it, during all time periods at sites that receive direct sun exposure, such as the one on U.S. Route 40 that was studied in this research. At such sites, selection of asphalt pavement may facilitate reduced winter maintenance costs; however, though statistically significant, relatively small differences in temperature between asphalt and concrete pavement surfaces may not warrant differences in actual winter maintenance practices. Other factors beyond pavement type, such as rutting and surface texture, may more strongly affect winter maintenance and should also be considered.

The results of the statewide comparison of wintertime temperatures of asphalt and concrete pavements, as well as the specific results for the U.S. 40 site near Heber, are detailed in two separate research reports available on the Research Division website.

This guest post was written by W. Spencer Guthrie, Ph.D., M.ASCE, Brigham Young University, and David Stevens, P.E., Research Program Manager, and was originally published in the Research Newsletter.

Pavement Marking Check-up

Photo of right side white lineRetroreflectivity, which makes pavement markings visible at night, happens when the light from vehicle headlights bounces back toward the driver’s eyes. Visible markings help prevent lane departure crashes. But markings degrade over time due to weather and wear from traffic, so departments of transportation need to keep on top of pavement marking maintenance through regular inspections and replacement of sub-par markings.

Until recently, markings were measured subjectively by just taking a look and rating the condition of the marking. For the past year, however, retroreflectivity has been measured objectively, and data from those measurements is available on UDOT’s Data Portal.

Each spring and fall, employees from UDOT’s Maintenance Planning Division measure the retroreflectivity of markings on a randomly chosen selection of roadway segments, including dashed lane markings and solid lines that mark the edge of the road.

Photo of the van that is used to measure pavement markingMeasurements are taken using a mobile retroreflectometer mounted in a van. The retroreflectometer, shoots a high intensity Laser in a sweeping motion over marked pavement and measures the light that reflects back in milli-candelas per lux per meter squared – a measure of light per unit area.

The data gathered by the measuring effort is compiled and graded from A+ to F – this spring, UDOT got a B. This year’s fall data is in the process of being compiled. The data on UDOT’s Data Portal can be viewed on a map alone or along with other data sets.

Over time, having an objective measurements of pavement retroreflectivity will help support safety by helping to direct funding where improvement is needed.

Black Sand

What black sand looks like.

What black sand looks like.

UDOT recently tested an innovative product used to help enhance the snow melting process during the clearing of mountain passes in the spring. The material is called “black sand” and was tested near Monte Cristo summit in Weber County as an agent to save future time and money.

Special Crews Supervisor, Kelly Andrew, conducted the study and ran tests, to see how effective the black sand would actually be. The result was extremely positive and indicated this method could save UDOT a significant amount of time in the snow removal process as well as in equipment costs.

Black sand has been a tried and tested method farmers have used for years in order to clear snow from the ground to plant their crops faster, rather than letting it melt on its own. Andrew noticed how effective it had been for them and thought, “Why wouldn’t it work for us on roads?” This led to acquiring the material and testing certain sections of snow to see which areas melted faster, those with black sand or those without.

Loading the black sand

Special Crews Supervisor, Kelly Andrew looks on as workers load the black sand.

So how does it work? Black sand uses solar energy to create heat that in turn helps melt snow faster. Vic Saunders, Region One communications manager, used wearing a black shirt as an example of how the black sand works.

Black Sand 2

Spreading the black sand at Monte Cristo Summit.

“If you were to go outside wearing a dark shirt, you would get warmer than you would wearing a white shirt… the black enhances the melting process because it is absorbing the solar rays rather than reflecting them.” Saunders said.

According to Andrew, the black sand is a fine powder-like substance that was lightly spread with a large snow machine. Utah State University conducted a study testing the components of the sand, which consists of 95 percent pure sand and the rest inert elements that are not harmful to the environment.

After a four-week testing period, Andrew and his team found that areas where black sand had been distributed showed significant progress in the melting process over the parts of snow that had been left alone.

The advantage of this new black sand is not only that it makes the process of clearing the mountain passes easier but it also saves taxpayers money. Money is saved on time because the more snow that has melted means less to remove and less wear and tear on expensive equipment that is costly to operate.

The black sand method would not replace salt that is used on highways and freeways to help remove snow and ice; rather it’s an additional agent to be used on closed roads with heavily packed snow.

“We didn’t use the black sand to help us open the road earlier but we did it to make ourselves more efficient,” Saunders said.

The sand will continue to be tested as an additional tool in the snow removal process for mountain passes in the upcoming winter months.

Photos were provided by Kelly Andrew and Vic Saunders from Region One. 

Snow Removal

Last week it seemed like it would never stop snowing. Thankfully this week’s commutes along the Wasatch Front have been a little easier on motorist’s nerves. For weeks like last week though we have 510 plows ready throughout the state and our crews make every effort to keep the roads clear and safe. Here is what they have used through January 28.

  • 94,924 tons of saltLoading Salt
  • 9,918 cubic yards of grit
  • 69,330 gallons of liquid deicer
  • 2,621 snow plow blades
  • 388,940 gallons of fuel
  • 87,287 equipment hours

As far a budget, it costs an average of $1,000,000 per storm.

A PATRIOT SUPERVISOR

A UDOT supervisor recently got a high-five for supporting a Utah National Guard employee.

The Employer Support of Guard and Reserve Patriot Award was presented to Shane Williamson, a UDOT Maintenance Supervisor in Parowan. Trans-Tech Scott Mackelprang nominated Williamson, his supervisor, for the award. Employers that practice personnel policies that support employee participation in the National Guard and Reserve are eligible for the award.

Scott Mackelprang and Shane Williamson

Williamson is proud to have received the a award. “It was cool. It made me feel good, like I am making a contribution to a bigger cause.”

Mackelprang serves one weekend a month and two weeks once per year in the 222 Field Artillery Unit of the Utah National Guard, also known as the “Southern Utah Pride”  and “The Triple Duce.”  The unit is scheduled to deploy soon.

For Williamson, scheduling manpower around Mackelprang’s absence is a bit of a challenge but worth the effort.  Guard participation “makes employees better people…more prompt and disciplined. It helps the department,” he adds.

CLEAN LIVING

What started as a search to find a way to remove litter from state highways has turned into training program for workers who need job skills.

A UDOT van with a fully-equip trailer stops along westbound S.R.-201. Crews pick up litter, fix guardrail, install sign bases and complete other tasks under the supervision of Robert Smith, UDOT Road Maintenance Crew Foreman.

Clean-up along state roads is often a low priority in lean budget times.  Since litter can cause safety and environmental problems in addition to being ugly, UDOT Maintenance Methods Engineer Lynn Bernhard went looking for a solution by calling other state agencies.

Workforce Services needed places for legal residents who are recent refugees to work in exchange for benefits. But just having workers pick up trash was not good enough. WFS clients needed mentors who could teach them the basics of getting and keeping a job. Both WFS and UDOT personnel were not sure a partnership would work. UDOT put uncertainty aside began to build an employment program based on road maintenance tasks.

Getting started

Region Two in Salt Lake City was chosen as the location for the new program. Jake Brown, Lead Maintenance Technician at Station 230, was given the job of developing the program. Soon, Jake had identified forty separate skill-based tasks that WFS clients could do without a computer or a commercial drivers license. The first fifteen-person crew started training then working in July, 2009.

There were early challenges. Teaching skills to workers who are not yet English proficient was difficult but UDOT employees developed effective ways to demonstrate how to change a snow-plow blade, maintain landscaping equipment or stay safe while working.

Bob Giolas, left and Jake Brown at UDOT Maintenance Station 230

During an eight week assignment, the WFS crew members learn entry level roadway maintenance skills under the supervision of UDOT employees.  Crew members are expected to show up on time, notify the supervisor in advance of absences, complete assigned tasks and perform quality work. At the end of the program, crew members are given a certificate listing the skills gained and contacts to use as references in future job searches.

Success feels good

The year-old training program has enjoyed success.  Many of the workers have found jobs.  Not all of the WFS sites have a waiting list but UDOT’s program does. “The waiting list is a good success meter,” says Jake.

Lynn and Jake both recognize the intrinsic value of helping people.  Lynn says the program is “sure something that feels good.” Jake is pleased that UDOT is teaching skills that can help these newcomers get long term work.  “They just want a better life too.”

Because of the success of the partnership, WFS and UDOT are talking about expanding to other cities. And, UDOT has found a way to benefit workers who have previous maintenance experience or a higher aptitude as a fixer.

Check back next week for an update!

CAMERA BOLDLY GOES WHERE NO UDOT WORKER HAS GONE BEFORE

The remote-controlled camera was recently used to inspect a pipe under U. S. 89 in Willard, Utah. Culverts on either end of the pipe were filling up quickly, signaling to Station Supervisor Lloyd Muhlestein that the pipe may have an obstruction.

The Utah Department of Transportation (UDOT) is using a state-of-the-art camera on wheels to view the inside of pipes and culverts.

Images from the camera are sent by closed circuit to a video viewing area so workers can easily identify structural defects or obstructions. Video images are recorded for later review.

Manpower saved, travel delay avoided

Before the equipment purchased, seeing inside pipes was impossible without digging up the road. Pipes were installed, then “out of site out of mind until a catastrophic failure,” says Hydraulics Engineer Jeff Erdman.  And, road users were inconvenienced while crews closed lanes or sometimes whole roads to excavate.  Now, time, manpower and travel delay is saved because the camera can quickly and effectively identify problems so pipes can be fixed or replaced before failure occurs.

Kelly Andrew, Facilities Maintenance in Region One, customized an empty trailer with work, storage and a viewing areas that house the camera and video equipment.

A camera of many uses

The equipment was “expensive but worth it,” says Jeff, because the camera is used during design, construction and maintenance.

“Design can be a big ordeal”  when engineers don’t know where all the utility pipes are located under a planned roadway. The camera emits a radio signal that can be followed above ground to map the location of a pipe easily.

During construction, the camera helps workers decide which pipes need to be replaced or repaired and which can be left in place. Laser on the camera allows easy measurement of cracks and joints.  The high quality video shows an accurate image of the pipe condition.

The camera is lowered into a catch basin before being rolled into a pipe under U.S 80 in Willard, Utah

Lloyd lowers the camera into a culvert before its journey into the pipe. The culverts and pipe interior were previously cleaned out by a Vactor Truck.

Maintenance workers use the camera to inspect pipes and clean up clogs.  For example, irrigation water was flooding homes along Bear Lake Highway.  Using the camera, UDOT workers found that a property owner had run electrical equipment through the drain pipe under the road, causing enough water back-up to flood homes.

Have camera, will travel

The camera, along with a Vactor truck to clean out pipes, can be used in other UDOT regions. For more information, please call Kelly Andrew, Region One Maintenance, 801- 620-1614.  The camera has been such a great advantage that another camera is being purchased for statewide use.
Kelly

Kelly views images of the interior of the pipe on video equipment housed inside the trailer. He uses the camera's Laser to measure the joints and shifts the camera lens to view all angles. Kelly and Lloyd were glad see that the 50-60 year-old pipe is in good shape with no obstructions.