Inside: Concrete Mixed in Space Mo. Traffic & Safety Conference MoDOT to Contract LTAP Program Mo. Concrete Conference Update on Census Data Project Historic Bridges Gravel Road Maint. and Design Pothole Repair State Surplus Equipment Vol. 18, No.1

The proper design, construction, and The fax-in order form for hard copies maintenance to make our public right of references 2 and 3 can be found at Accessibile of way accessible are relatively simple http://www.fhwa.dot.gov/environ- if one understands the mobility needs ment/bikeped/index.htm and limitations (or capabilities) of the Sidewalks and disabled and the needed design These references point out the fact details. To help in this understanding, that accessibility can’t be an after- Trails – some excellent and easy-to-read thought to designs but have to be an references were recently published. integral part of the project from the The references are: very start. Accessible public right of New Guidelines way is more than three lines shown on 1. Accessible Rights-of-Way: A a plan sheet depicting ramps at mid Design Guide, November 1999 - http:// block or intersection corners. These www.access-board.gov/publications/ The Americans With Disabilities Act references describe the user or design PROW%20Guide/PROWGuide.htm of 1990 (ADA) was a major addition persons (wheel chair, walkers, to our many existing civil rights laws. 2. Designing Sidewalks and Trails for crutches, visually, or hearing im- ADA was the formal acknowledgment Access, Part I of II, July 1999 paired) and their special needs. They that a significant portion of the U.S. (http://www.fhwa.dot.gov/environment/ illustrate problems and present population was being unintentionally bikeped/access-1.htm) solutions. discriminated against because of the many physical barriers that were built 3. Designing Sidewalks and Trails for Engineers responsible for our highway into the system. As a result, many Access, Part II of II, September 2001, and street system should refer to these ADA design guidelines covering yet to be added to the website (Publica- to properly design pedestrian facili- various topics were developed and tion # FHWA-EP-01-027, HEPH/8-01 ties. Further, each jurisdiction should issued over the past 10 years. How- (10m)E) evaluate their standard drawings for ever, design, construction, and mainte- 4. Building a True Community, sidewalks, trails, and signals against nance guidelines for features within January 10, 2001 (http://www.access- the guidelines and make improve- the public highway and street right of board.gov/prowac/commrept/index.htm) ments. way were debated and deferred during 5. Accessible Pedestrian Signals - Overall, the United States has made this time period. With no detailed http://www.access-board.gov/ guidance covering the public right of tremendous progress in making public research&training/pedsignals/ and private facilities accessible. way, an enormous number of opportu- pedestrian.htm nities to improve accessibility were However, we still have much to do for missed on projects involving side- 6. Other references - http://www.access- our disabled population to allow them walks, trails, and signals. board.gov/indexes/pubsindex.htm to become totally independent. 1 with dual tracks for enforcement and engineering, has been put together including the “Improving Local Traffic Flow” panel session that was so well received last year. Please call Charlie Nemmers at the University of Missouri-Columbia (573-882-0071) or John Schaefer at MoDOT (573-751- 2845) for more information. Registra- tion forms will be mailed out in March.

Missouri Concrete Conference

University of Missouri-Rolla April 9-10,2002 The 2002 Missouri Concrete Confer- ence will be held on Tuesday and Concrete Mixed in Space Wednesday, April 9-10, 2002 at the University of Missouri-Rolla. Presen- tations at the conference include: Master Builders Inc. In Cleveland Ohio requested a presentation on the Auto- mated Concrete Analysis System ( ACES ) so they could consider participating Effects of excess water on concrete, in the upcoming pool fund study which will complete the verification and traffic opening criteria for new slabs, validation which is the final phase of development. Chris Baumgart, and Steve joint sawing, resealing sawed joints, Cave from the Honeywell Corp. in Albuquerque New Mexico and Nelson Cook keyed longitudinal joints, architectural of MODOTs Research, Development, and Technology made the presentation. flatwork, ACI building code update, A tour of the Master Builders Laboratory included several new and several not precast residential concrete walls, so new testing methods. acceptance of concrete, use of larger stone to prevent cracking, pervious The Concrete Mixing Device and two 1 inch. cubes of concrete which had been concrete, high performance concrete mixed aboard one of the Space Shuttles is on display in the laboratory. in bridge decks, MoDOT’s new QC/ QA program, September 11, UMR’s new concrete labs, new Missouri cement plant, and MoDOT update: dowel bar inserters, new smoothness The 53rd Annual spec, pavement type selection process, Missouri Traffic and Safety Conference and pre-acceptance material list. The conference should be of interest to contractors, public agencies, consulting engineers, testing labs, The 53rd Annual Missouri Traffic and Access Management for Arterial aggregate producers, ready mix, Safety Conference is scheduled for Streets and the other, by popular cement and admixture suppliers, and May 13-15, 2003 at the Holiday Inn demand, on the MUTCD). The Traffic equipment technical reps. Select in Columbia. As in the past the and Safety Conference will run from afternoon of May 13th will have two 3- eight o’clock on May 14th through For conference program information 4 hour technical workshops (one on noon on the 15th. An excellent agenda, contact Dr. Dave Richardson, Confer-

2 ence Director (573-341-4487; the other two Pratt trusses are pin-con- Dawdy, Cultural Resources Section, [email protected]) and for registra- nected through trusses, one being eight Missouri Department of Transportation, tion information contact Engineering panels, the other six panels. Roadway P.O. Box 270, Jefferson City, Missouri Continuing Education, Room 105 ME width is 12.9 feet and consists of an as- 65102, phone: (573) 526-3591, FAX: Annex, University of Missouri–Rolla, phalt-covered timber deck over steel (573) 526-1300, or email: Rolla, MO 65409-1560, (573-341- stringers. A steel stringer approach span [email protected], by 4200; [email protected]). exists at one end. The Upper Blackwell October 31, 2002. Road Bridge over Big River is available Noser Mill Bridge for adaptive reuse. The prospective pur- chaser accepting ownership of the bridge will be responsible for the dismantling, MoDOT to Contract transport, reassembling and maintaining the structure in accordance with the “Sec- LTAP Program retary of the Interior’s Standards for Re- habilitation and Guidelines for Rehabili- tating Historic Buildings.” If purchased, The Missouri Department of Trans- the deed will include preservation cov- portation is currently reviewing enants. The bridge is eligible for listing in Cooper County, Missouri: Historic proposals to contract the Missouri the National Register of Historic Places. bridge available for adaptive reuse and removal. This is a 228-foot long, pin- LTAP program for the next three (3) Contact: Steven Oldham, Deputy Direc- connected Pratt through truss bridge years. The program began in 1984 tor of Public Works, Jefferson County across the Lamine River on Mt. Moriah and has been serving Missouri’s Courthouse, PO Box 100, Hillsboro, MO Road. Interested parties please counties and municipalities for 18 63050, (636) 797-5569 contact Steve Dasovich, SCI Engineer- years. The purpose of LTAP is to ing, Inc. 130 Point West Blvd., St. serve as an information clearinghouse Grundy County, Missouri: Historic Charles, MO 63301 636-949-8200 for cities and counties on transporta- bridge available for adaptive reuse and tion. Training is key and is the heart removal. This is a 179-foot long, single- Gasconade County, Missouri of the LTAP program. Traditionally span Parker through truss bridge The “Gasconade River Railroad Bridge the Missouri LTAP has provided across Honey Creek. Interested parties (Bridge No. 21)” is available for adaptive training to the locals on Gravel Roads, please contact Steve Dasovich, SCI reuse. This NRHP eligible bridge was constructed in six spans from with Span Work Zone Safety, Traffic Counting Engineering, Inc. 130 Point West Blvd., 5 built in 1896 and Spans 1, 2, 3, 4, and 6 and etc St. Charles, MO 63301 636-949-8200 were built in 1902 by various contractors From 1984 thru 1988 the LTAP Franklin County, MO: The “Noser Mill for the Missouri Pacific. The four program was contracted to the Univer- Bridge” (F-424) carrying old Route 185 through riveted truss skew spans (ranging sity of Missouri – Rolla. From 1988 over the Bourbeuse River two miles south in length between 129 ft and 146 ft) and to the present the program has oper- of U.S. Route 50 is available for adaptive two beam spans (each 92.5 ft long), will reuse at a new location, or in place. If the ated out of the MoDOT office. It is be match-marked, dismantled, and stored bridge is transferred to another party, the for further handling by the responsible anticipated that a contractor will be transfer deed may include preservation party accepting ownership. If interested, named by May. covenants that require the new owner to responsible parties, considered being preserve, and maintain the bridge in those showing appropriate financial accordance with established standards for (including necessary financial resources historic bridges. Monies may be available and insurance coverage) and organiza- Historic Bridges for reuse of the bridge. tional strength should contact Bill Stapp, Description: The National Register of Union Pacific Railroad, Omaha, Ne- Available Historic Places-eligible bridge was braska 402-271-2046 constructed in 1902 by the Midland Gasconade River Railroad Bridge Upper Blackwell Road Bridge Bridge Company. It is 190 feet long and Section 6, Township 38N, Range 4E consists of a 10-panel pin-connected Jefferson County, Missouri Parker through truss, with four steel The bridge, constructed in 1930/31, con- stringer approach spans. It features sists of three Pratt through trusses total- decorative finials and portal cresting. The ing 415 feet. One Pratt truss is an eight roadway width is 15 feet. panel rigid-connected through truss, while Interested Parties: Contact Randall 3 for groups and individuals to sign up Check the OSEDA website for addi- to attend training sessions – check this tional information on the release of Update on MoDOT newsletter later this year for sign-up 2000 census data and a summary of information. Training will be offered this project at: http:// and OSEDA at several locations across the state. www.oseda.missouri.edu/. Census Data Implementation Project Want to Know More About Gravel Road Maintenance and Design? Release of census data from the U.S. Census Bureau continues with the bulk of the information needed by A New Manual on “Gravel Roads – Maintenance and Design Manual” is out for transportation agencies expected to be your use. South Dakota LTAP in conjunction with the FHWA are pleased to offer released by the fall of 2002. MoDOT this new manual. The Missouri LTAP wishes to thank Ken Skorseth author and is continuing its work with the Office South Dakota LTAP Field Service Manager for his efforts in putting this manual of Social and Economic Data Analysis together. The following is the forward to the manual. (OSEDA) at the University of Mis- souri-Columbia to collapse the There are over 1.6 million miles of unpaved roads (53% of all roads) in the United tremendous amount of data available States. In some nations, the road network is predominantly unpaved and generally into useable information for transpor- consists of gravel roads. This manual was developed with a major emphasis on the tation planning and project develop- maintenance of gravel roads, including some basic design elements. ment. Gravel roads are generally the lowest service provided to the traveling public and are usually considered greatly inferior to paved roads. Yet, in many rural regions, OSEDA is developing manageable the volume of traffic is so low that paving and maintaining a paved road is not and accurate data sets specific to economically feasible. In many cases, gravel roads exist to provide a means of transportation that may be of use to getting agricultural products in and out of farm fields, timber out of forests, or as your organization. Additionally, access to remote areas such as campgrounds and lakes. Many gravel roads serve OSEDA will offer training for trans- rural residents as well. Many of these roads will remain unpaved due to very low portation professionals on using this traffic volume and/or lack of funds to adequately improve the subgrade and base information in the planning and before applying pavement layer(s). In some countries, economic constraints mean project development process. Specific gravel roads are the only type that can be provided. areas that can be addresses with social and economic census data include; The purpose of this manual is to provide clear and helpful information for doing a understanding transportation needs, better job of maintaining gravel roads. It is recognized that very little technical help estimating the impacts of transporta- is available to small agencies that responsible for managing these roads. Gravel tion projects on the community, using maintenance has traditionally been ”more of an art than a science” and very few census data to estimate Title VI and formal standards exist. This leads to many arguments between grader operators, Environmental Justice impacts, how managers, and motorists over questions such as: What is enough surface crown? the data can be used to understand and What is too much? What causes corrugation? This manual contains guidelines to communicate with the public, and the help answer these and other questions about the maintenance of gravel roads. use of this data in transit, rail and waterways planning. This manual is designed for the benefit of elected officials, managers, and grader operators who are responsible for designing and maintaining gravel roads. The The information and training devel- information provided the manual is as nontechnical as possible without sacrificing oped through this project will be made clear guidelines and instructions on how to do the job right. available to planning groups and communities this fall. This summer, These manuals will go fast. If you would like a copy please contact Donna we will again provide the opportunity Ridenhour at 573-751-3002.

4 safety, user delay costs and repatching costs in calculating Pothole Repair operation costs. l Aggregate and binder compatibility should be tested on a small scale. Pothole repair in asphalt concrete pavements is one of the most common highway This testing is necessary when new maintenance operations. To better understand the performance and cost-effective- combinations are being used and ness of various cold-mix materials and procedures, the Strategic Highway Research there is no record of past perfor- Program (SHRP) undertook the most extensive pavement maintenance experiment mance. ever conducted. The primary objective of the pothole experiment was to determine which combinations of materials and patching procedures provide the most cost- Reprinted with permission from the Rhode effective repair of potholes in asphalt concrete-surfaced pavements. Island Technology Center’s newsletter “Links & Nodes”, Fall 2001, Volume 11, Several patching techniques were used with the various cold mixes: Throw-and- Number 2. Roll: material is placed in a hole which may be filled with water and debris, and then compacted by four to eight passes of the truck tires. Edge Seal: a throw-and- roll procedure plus edge sealing, using asphalt tack and sand on the road surface. Semi permanent: water and debris are removed from a hole, the sides are squared up and coldpatch material is compacted by rollers or vibratory compactors; Spray Injection: water and debris are blown out of a pothole, virgin asphalt and aggregate Missouri State are sprayed into the pothole, and a layer of aggregate is placed on top of the patch. Surplus Equipment Evaluations The performance of the materials and procedures was observed to determine the most cost-effective repairs. Initial evaluations were made at 1, 3, and 6 months then The Missouri Revised Statute, Chapter semiannual inspections were performed for the next eighteen months. Two main 226 Section 226.150 allows the state types of data were collected. The first was survival data, consisting of the number to sell unnecessary tools or equipment. of patches still in service along the test site. The second type gauged distresses General Services has compiled a list including bleeding, cracking, dishing, edge disintegration, missing patch, raveling, of equipment and vehicles that include and shoveling present in the surviving patches. light duty passenger cars and trucks, utility trucks, vans, dump and platform Key Findings trucks, heavy duty trucks, tractors and l The throw-and-roll technique proved as effective as the semi-permanent mowers, backhoes, forklifts, loaders, procedure. The semi-permanent procedure has higher labor and equipment motor graders, drills and augers, costs and lower productivity. Thus, the throw-and-roll procedure is more cost- cranes, trailers, air compressors, effective in most situations. sweepers and miscellaneous equip- l Pothole patches are intended to be temporary repairs, but the success rate ment. This equipment is available for observed in this project indicated that materials are available that can remain in sale at prices determined by General service for several years. Services to cities, towns, counties and l The spray-injection repairs performed as well as the comparable control patches political subdivisions prior to its sale at all sites. This effectiveness, however, depends on the expertise of the at auction. operator. l Of eight agencies that participated, three switched from inexpensive cold mixes Advantages of purchasing state to materials provided through the project, one purchased a spray-injection surplus equipment usually result in the device to replace conventional cold-mix patching procedures. acquisition of well-maintained product meeting state specifications at a Recommendations reduced cost, and may reduce time and l Use high-productivity operations in adverse weather. The prime objective of a manpower in processing and evaluat- patching operation should be to repair potholes as quickly as possible. The ing requisitions and awards for bid. If throw-and-roll and spray-injection procedures produced high-quality repairs a political subdivision is interested in very quickly in all cases. this program, they can call Alan l Use the best materials available. Poor-quality patching material quickly offsets Lepper at 573-526-7931 for items for any savings from the purchase of a less expensive cold mix. Consider crew sale, pricing and payment specifics.

5 We want to hear from you ...

Let us know if your address has changed.

Mike Shea, LTAP Director Phone: 573-751-0852 e-mail: [email protected]

April 9-10, 2002 May 13-15, 2003 Missouri Concrete Conference The 53rd Annual Missouri Traffic Future Events The 2002 Missouri Concrete Confer- and Safety Conference ence will be held at the University of The 53rd Annual Missouri Traffic and Missouri-Rolla. Safety Conference is scheduled for For conference program information May 13-15, 2003 at the Holiday Inn contact Dr. Dave Richardson, Confer- Select in Columbia. Please call Charlie ence Director (573-341-4487; Nemmers at the University of Missouri- [email protected]) and for registration Columbia (573-882-0071) or John information contact Engineering Schaefer at MoDOT (573-751-2845) Continuing Education, Room 105 ME for more information. Annex, University of Missouri–Rolla, Rolla, MO 65409-1560, (573-341-4200; [email protected]).

The Missouri Transportation Bulletin is published by the Technology Transfer Assistance Program of the Missouri Department of Transportation, Jefferson City, Missouri. The opinions, findings or recommendations expressed in this Bulletin are not necessarily those of MoDOT or the Federal Highway Administration.

Editor: Address: Mike Shea Missouri Department of Transportation [email protected] 1617 Missouri Boulevard, P.O. Box 270 (573) 751-0852 Jefferson City, MO 65102

6 Vol. 6, No. 1

devices to make nighttime driving less markings, such as edge lines and post- safe. mounted delineators for curve preview Bringing the and center lines for guidance in the The issue of visibility on rural roads — curve. It is very possible that these will i.e., the greatest distance under given be the major visible elements to a driver Nightime Road weather conditions to which it is on a road at night. The retroreflectivity possible to see — is of special interest of signs and markings can serve to to Life when one considers that nearly 60 provide positive visual guidance that percent of all road fatalities in the helps drivers keep their cars in their United States occur on rural roads. The lanes or on the road. They also offer the risk of dying in a rural road crash is Patrick Hasson, Safety Engineer, FHWA possibility to share critical warning, more than twice as high as the risk of timely location and other information to Midwestern Resource Center, dying in a crash on an urban road or a Ernie Huckaby, Rudy Umbs drivers. The retroreflectivity of signs non-rural Interstate. and markings is a critical ingredient in creating a much safer road environment. Background There are many reasons that the risk of dying on a rural road is higher, includ- As an example of the safety value added The risk of dying in a crash at night is ing: differences in operating speeds, nearly three times the risk of dying in by retroreflectivity, consider a sharp road geometry, functionality, and other curve on a rural road. In the daytime, daylight hours. In 1998, about 27,000 factors. It is these factors that create the people died in nighttime traffic crashes there are many visual cues such as a line situation in which nearly 80 percent of of trees or a guardrail that can alert the in the United States, even though only all fatal rural road crashes are either about 25 percent of travel is at night. driver to the sharpness of the turn in run–off–the–road, intersection or head– time for a driver to alter their speed One of the reasons that nighttime on collisions. The possibility for any of accordingly. (continued on next page) driving risk is so much higher is because these crash types is heightened at night in the daylight the road is filled with and, for each, visibility is a key factor. more visual cues that help to guide drivers and keep them on the road. The Case for Retroreflectivity Inside: Though a single causal factor cannot be Visibility can be improved through a assigned to nighttime crashes, it is clear variety of means such as MoDOT selected for Lifetime that an individual driver’s night vision retroreflectivity, roadway lighting, and Pavement Achievement Award characteristics and a lack of adequate automobile headlights. Though visual guidance information are signifi- retroreflectivity in the form of pavement MoDOT's Research Director cant factors. In either case, if cues that markings and sign sheeting does not receives UMR Award are essential for safe driving are inad- resolve all of the problems, especially in equate at night, the potential for a wet or other adverse weather conditions, Earthquake Hazard Assessment driving or judgmental error to result in a its relative low cost and versatility Along Emergency Vehicle serious crash is considerably increased. makes it a preferred alternative for most Priority Routes The situation is only made worse when applications today. other factors — e.g., fatigue, intoxica- tion, inclement weather, higher speeds At night, with many of the visual cues of travel on some roadways, etc. — missing, the driver relies on the added combine with inadequate traffic control retroreflective elements of signs and 1 Road engineers also use pavement road agencies adopt the minimum cost of about $32 million for the State markings to reinforce these cues. A guidelines. agencies combined and about $144 retroreflective edge line in this million for the local agencies com- situation will provide the driver with a However, other States may not go that bined. These are costs associated with long-distance preview of the curve far. But, the mere existence of mini- replacing all signs at one time. The while the center line will provide mum guidelines could create a situa- report concluded, however, that on a other useful guidance through the tion in which local agencies are practical level, sign replacement rates turn. compelled for one reason or another, would probably not be accelerated e.g., liability issues, etc., to begin above current levels and many agen- Retroreflective materials are subject applying the minimum guidelines in cies would not likely feel any impact to deterioration brought on by the their regular practice. As well, from of implementing the minimum main- natural elements, and the ability for a strictly a safety point of view, mini- tained levels of retroreflectivity. The sign, delineator or pavement marking mum guidelines will provide a valu- report went further to state that the to continue to provide quality infor- able tool for road engineers to use on development of a sign inventory mation or guidance to a driver de- roads that have high traffic volumes or program that includes retroreflectivity creases over time. If some minimum for high–hazard locations. For all of measurements would lead to making retroreflectivity is not maintained, the these reasons, it is essential that road investments in a planned manner that, sign, delineator or marking will not accomplish the job it was intended to perform. While the Manual on Uni- form Traffic Control Devices (MUTCD) has required since 1954 that signs and pavement markings shall be reflectorized or illuminated, the MUTCD contains no minimum in- service retroreflective requirements for signs or markings. (Note: ASTM D4956–89 Standard Specifications for retroreflective sheeting purchase specification used by the States is not to be confused with in–service mini- mum levels of retroreflectivity.) This fact coupled with the recognized importance of retroreflectivity to highway safety motivated the U.S. Congress to pass a law in 1993 that required the Federal Highway Admin- managers and engineers stay abreast in the long run, are likely to reduce istration (FHWA) to establish mini- of the development of the guidelines the overall maintenance and replace- mum maintained levels of and consider how they will have an ment rates of traffic signs in the retroreflectivity for signs and pave- impact in their future road programs. future. ment markings. In another vein, the costs associated with implementing minimum main- What Does This Mean to You? What’s Being Done? tained levels of retroreflectivity for The minimum maintained levels of signs have been examined. Based on The FHWA has been performing retroreflectivity that are accepted will the average condition of road signs in retroreflectivity research to improve have many potential impacts. First, it 1994, the FHWA estimated in 1998 nighttime driving safety since the is likely that the guidelines will have that 5 percent of signs under the state early 1980s. Some of the areas the greatest impact on the mainte- jurisdictions and about 8 percent of covered in this research included nance of signs on the National High- those under local jurisdictions would studies on the service life of signs, way System (NHS). Beyond the NHS not meet the proposed minimum sign and pavement marking manage- the impacts are less clear. Certainly, maintained and would therefore need ment systems, and traffic sign and some States may require that all local to be replaced. This translated to a pavement marking

2 retroreflectometers. Following the retroreflectivity for each. The Federal there may be value in using these Congressional requirement in 1993, Register notice invites the widest devices in some hazardous locations. the FHWA also completed research on possible review and comment by the Currently, there is a proposal to what levels of retroreflectivity are public. install LED lights in a heavy fog area needed to safely guide drivers at night in California. and analyzed the economic impacts to Other Steps to Improve Visibility the public if minimum retroreflectivity Conclusion values are established. The overall Recognizing that retroreflective goal of all of these studies was to devices have their limitations in some Retroreflectivity is a critical element obtain information necessary to for helping the U.S. Department of circumstances, the FHWA is also establish minimum maintained levels Transportation achieve its safety goal examining a host of other possibilities of retroreflectivity and to develop of reducing fatalities and injuries by for making roads safer at night. management programs and measure- 20 percent over 10 years. Although ment devices that will be needed by the FHWA has provided the primary the States and others to maintain For instance, there has been prelimi- nary research on the use of ultraviolet guidance for many national efforts traffic control devices at an adequate related to retroreflectivity, State and level. Thirty two States were actively headlights in automobiles. These headlights will allow drivers to use local highway officials have provided involved with the FHWA in this essential input throughout the process. research. their low beam level yet see flourescent traffic control devices as if Organizations such as the National Recognizing that there are already they had their high beams on. This Association of County Engineers, many different models of hand–held allows drivers to see better at night National Cooperative Highway retroreflectivity measuring devices but does not create the glare problems Research Program, National Commit- available today, the FHWA began to associated with standard headlights. tee on Uniform Traffic Control develop mobile units capable of The FHWA, in cooperation with Devices, American Association of measuring the retroreflectivity of Volvo and others, will be performing State Highway and Transportation signs and markings while driving at an extensive demonstration project Officials, Institute of Transportation highway speeds. A van capable of with UV headlights and flourescent Engineers, State DOTs, the American measuring the retroreflective qualities signs and pavement markers. Traffic Safety Services Association, of pavement markings was introduced the American Public Works Associa- and demonstrated a few years ago. Another area of interest is phospho- tion and others have also been in- Private industry is now manufacturing rescent materials that could be incor- volved to ensure that the results of the and selling these units as well as porated into traffic control devices so extensive research activities and field providing contractual support for their that they will glow at night. This is an evaluations are implemented reason- operation and maintenance. Similar area that is developing rapidly and ably and prudently through the vans for measuring the retroreflective leading to new materials that glow for rulemaking process. The FHWA qualities of signs are now in develop- longer and longer periods. It is likely expects that this cooperation will lead ment by the FHWA. In relation to the that in the next 5 years, or less, there to minimum levels of retroreflectivity FHWA efforts, an AASHTO task force will be materials that can glow all that will be maintainable, will in- is actively reviewing completed night or for days at a time. These crease nighttime safety on the roads, research on this subject and intends to products may help to overcome some and will ultimately result in fewer make a recommendation to FHWA on of the limitations of retroreflective crashes, injuries and fatalities on our minimum maintained levels of materials. Finally, there have been roads at night. In addition, the retroreflectivity. The FHWA will tremendous advances in the develop- planned, systematic replacement and consider this recommendation and ment of LED lights for use in aug- maintenance of signs and markings other information before it issues a menting pavement markings and could reduce their overall mainte- notice of proposed rulemaking several products are available today. nance and replacement rates in the NPRM). After analyzing the com- Generally, the LED lights are small future. While these types of benefits ments to the NPRM, a Final Rule solar-powered markers that are are appealing, it must be reiterated could be issued in 2001 for signs and installed in the pavement. Though that the ultimate goal in pursuing 2002 for pavement markings. The most of the current applications of these efforts is to elevate the existing rules will address plans to implement these lights have been outside of the safety of U.S. roads for the benefit of minimum maintained levels of United States, it is recognized that the entire driving population.

3 MoDOT's Research Director recieves Award from UMR

Patricia L. Brake Lemongelli, P.E. recently received the Young Alumnus/Alumna Award from the University of Missouri- Rolla.

UMR’s Young Alumnus/Alumna Award is presented to alumni 40 years of age or younger who have demonstrated a high level of achievement and leadership skill in their profession.

Lemongelli is a Research, Development and Technology Director/Research with the Missouri Department of Transportation. The Research, Development and Technol- ogy unit focuses on the department’s research, new product investigations and technology transfer activities.

Ms. Lemongelli graduated from the University of Missouri-Rolla with a Bachelor of Science Degree in Civil Engineering in 1988. She is a registered Professional Engineer in the state of Missouri.

After joining the department in September 1988, Patty began her career as a con- struction inspector in District 5. She has also held positions in Design and Materi- als. Patty was a member of a special task force team to review research activities in the department. The Research, Development and Technology unit was created as a separate unit as a result of the recommendations from that task force. In her current role as Research, Development and Technology Transfer Director/Research, since April 1998, Ms. Lemongelli is responsible for the administration of the research efforts conducted by the department. This role includes the coordination of in - house research and contract research with Universities or other contracting agencies. Her experience in the area of concrete research has involved her in national committees with the Transportation Research Board, American Association of State Highway Officials Lead State Initiative for High Performance Concrete, the Innovative Pavement Research Foundation, the Midwest Concrete Consortium and others.

Patty and her husband, Ralph, have two daughters. They are active members of the Christ Community United Methodist Church in Jefferson City.

MoDOT selected Award for Highways presented by the category award for a project con- American Concrete Pavement Associa- structed in 1965 on Interstate 55 in for Lifetime tion (ACPA) in San Scott County between Benton and Diego. Every year at Sikeston. The 9” pavement was built Pavement their annual conven- by Denton Construction out of Michi- tion the ACPA selects gan. The award notes excellent one lifetime achieve- performance while far outlasting its Achievement ment candidate for original 20-year design life without three concrete construc- requiring any resurfacing. For more Award tion categories: information contact John Donahue at highways, local roads, (573) 526-4334. The Missouri Department of Transporta- and airfields. This tion is honored for national recognition year MoDOT re- with a Lifetime Pavement Achievement ceived the highway

4 Earthquake Hazard Assessment Along Designated Emergency Vehicle Priority Access Routes

Introduction and the development of an initial events; and evaluation of the response of Geologic conditions in southeast Missouri geotechnical database that will be part of the subsurface materials and the existing make this region one of the most a future regional geotechnical GIS data- bridge structures to the estimated ground seismically susceptible in the country, base. The methodologies developed in motions. based on its damage potential from intrin- this study will be used to establish an as- The site assessments at these two loca- sically susceptible soil, high ground wa- sessment protocol. The output-interpreted tions included the following: ter levels and vast expanses of flood sen- geotechnical data will be used for future 1. Estimates of peak magnitude and du- sitive ground. If a high magnitude earth- prioritization and retrofit of deficiencies ration of ground surface motion (includ- quake struck southeast Missouri today, in- noted at the bridge sites studied. ing amplification/damping) associated frastructure in the area would be devas- with various events at each site. tated. Levees and dams could be breached. Objectives Bridges across the Mississippi and Mis- There were two primary objectives for this 2. Evaluation of the susceptibility of each souri rivers could collapse or be rendered study. Objective 1 was to establish a site to quake-induced slope instability, liq- unusable. Landslides, floods, soil lique- geotechnical database for earthquake de- uefaction and flooding. faction, and the failure of roadway bridges sign and future use in a geographic infor- 3. Estimation of the shaking effects on the and overpasses would close extended sec- mation system (GIS) for the portions of various types of existing bridge structures tions of highway. The network of lifeline US 60 and MO 100 in the counties of But- at each site. facilities and services required for com- ler, Stoddard, New Madrid, Franklin and merce and public health in St. Louis, St. Louis. Objective 2 was to conduct de- 4. Comparison of the ground motion and Sikeston, Cape Girardeau and surround- tailed earthquake assessments at two sites structural response parameters from site- ing communities would be devastated. along designated emergency vehicle pri- specific earthquake analysis method with Utilities, including electrical power, com- ority access route US 60. those from AASHTO response spectrum munications, oil and gas distribution, sew- analysis method and provide preliminary age disposal and water distribution, would Conclusions guidance regarding selection of the analysis be disabled until emergency repair crews Geotechnical GIS Databases method at future sites. were able to access these communities. Databases have been established for 5. Evaluation of modified site assessment Southeast Missouri would be effectively earthquake design data for the US 60 techniques and establishment of a basis for cut-off from the rest of the world and in- corridor in Butler, Stoddard and New using these modified techniques at other sites dividual towns and communities isolated. Madrid Counties and for the MO 100 along designated emergency access routes. Statement of Problem/Scope of Work corridor in Franklin and Saint Louis Counties. This includes appropriate Site-specific seismic response evaluations The designated emergency vehicle prior- for the four study bridges were completed. ity access route into southeast Missouri data from Missouri Department of Transportation files. Liquefaction potential, slope stability, includes portions of US 60. This route abutment stability, flooding potential, and traverses varied geologic settings and in- Site Specific Earthquake Hazards structure stability analysis were performed cludes or crosses many critical roadway Assessments at both sites for selected “worst case sce- features such as bridges, slopes, box cul- Detailed earthquake site assessments were nario bedrock ground motions” with PE verts, and retaining walls. The extent of conducted for two critical US 60 roadway of exceedance of 2% and 10% in 50 year, damage and survivability of these critical sites (Wahite Ditch Site and St. Francis respectively. Ground motion analysis uti- roadway features in the event of a major River Site). Site assessments included: lized synthetic ground motions for a New earthquake event is not fully known and subsurface exploration, and laboratory Madrid and other, source zones. Results would impact the ability to use these des- testing to identify subsurface materials and are presented in the report. ignated routes to provide emergency ve- their engineering properties; evaluation of hicular access in a timely manner. For more information contact: available seismic records and procedures Tom Fennessey This study involves the assessment of four to characterize the ground motions asso- Phone: (573) 526-4340 critical bridges at two sites along US 60 ciated with various design earthquake Email: [email protected]

5 PRSTD STD Missouri Department of Transportation Technology Transfer Assistance Program U.S. Postage Local Technical Assistance Program P.O. Box 270 Paid Jefferson City, MO 65102 Jefferson City, MO 65101 Telephone Permit No. 24 573-751-0852

Address Correction Requested

The Missouri Transportation Bulletin is published by the Technology Transfer Assistance Program of the Missouri Depart- ment of Transportation, Jefferson City, Missouri. The opinions, findings or recommendations expressed in this Bulletin are not necessarily those of MoDOT or the Federal Highway Administration.

Editor: Address: Mike Shea Missouri Department of Transportation [email protected] 1617 Missouri Boulevard, P.O. Box 270 (573) 751-0852 Jefferson City, MO 65102

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