DOCSLIB.ORG

Traffic Paint Tests

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Traffic Paint Tests 60 Traffic Paint Tests W. G. VANNOY, Pigments Department, E. I. du Pont de Nemours and Company, Newport, Delaware SYNOPSIS TRAFFIC-paint-testing procedures are reviewed in an attempt to determine which tests might be considered as standard. Although there is no official set of standard tests for traffic paints, those in use by a large percentage of consumers and those established by ASTM are considered as standard. Certain laboratory control tests together with small scale road tests are given as the most effective means available at the present time for evaluating candidate traffic paints. Laboratory tests as used to predict traffic paint durability are considered unreliable without further testing details and clarification. Current ASTM efforts to establish accelerated laboratory traffic-paint tests for dur• ability and suspension are reviewed. The need for such accelerated tests is emphasized in order to permit performance rather than compositional specifications. • SUITABLE testsfor traffic paint com• Although there is no official set of stand• positions are problems of major impor• ard tests for traffic paint, the tests in tance. These problems are faced by use by a large percentage of consumers every state highway department in writing might be considered as standard. Fur• reliable traffic paint specifications. Fur• ther, certain standards and standard ther, the manufacturers, as well as the methods of test have been established by consumers, are faced with these same the American Society for Testing Mate• problems because various compositions rials and insofar as possible such gen• must be evaluated and the more promis• erally accepted and established testing ing candidates selected. For the most procedures should be used. part, laboratory and road tests are used in order to determine the compositions Laboratory Control Tests which offer most promise. Although actual road tests are believed to be the Laboratory control tests which are safest testing procedure to follow, such widely used include composition, consist• procedures, of course, require consider• ency and drying time. Other tests which able time and do not give the consumer are reasonably well established and which adequate protection against faulty com• might be included for control purposes positions. Obviously it is important, that are bleeding and suspension. Since these reliable, accelerated laboratory testing tests are described in considerable detail procedures be developed. Many ac• in the literature already published, perti• celerated testing procedures have been nent references are supplied and such tried and are being tried. At present, details omitted from this paper. however, there is little agreement re• Compositional determinations should garding a preferred accelerated testing cover such possible variables as gallon procedure for traffic paint. weight, percent pigment, percent ve• hicle and total solids (2). Under some STANDARD TESTS conditions it may be desirable to carry the analysis further to determine the type In the evaluation of candidate traffic and amount of pigment present also the paints, laboratory control tests and small type and amount of resin or oils or both scale road tests are commonly used (1). used m the binder. Obviously the amount 61 of such analytical work will depend to a in order to insure that these suspension considerable extent on the degree of limits are met. control desired. The above-mentioned laboratory control Consistency (2) measurements are im• tests listed as standard because of common portant because such information serves usage should not be considered as a com• as an effective control and is helpful in pleted list. It IS certain that additional judging application characteristics. Con• standard tests, many of which are in use sistency limits should be set for the by various consumers, are desirable. In particular paint and application procedure most instances, however, additional in• which IS to be used. Consistency changes formation IS needed either on reliability on aging are an indication of poor can or testing procedure in order to encourage stability which in turn may result in poor general adoption. durability. Drying Time' is a very important Small-Scale Road Tests characteristic of traffic paint because the traffic line when applied must be Small-scale road tests are used widely protected during the dry to no-pick-up to obtain practical drying time, dura• period. The emphasis on shorter drying bility and visibility comparisons. The times is increasing. This becomes method of making such small scale road doubly important where spray applica• tests is well established. * In this con• tions are made at the rate of some 15 nection, however, the location and type mph. (3). Obviously under such con• of road is an important consideration (4) ditions a slow dry to no-pick-up time as wide differences in performance can would require a very considerable num• result from such variables. In general, ber of flags in order to insure adequate paints show better durability on a bi• protection from traffic throughout the tuminous surface (rock asphalt) than on drying period. In some instances a cement concrete (2c). sacrifice in durability is accepted in order Drying time as determined from small to'obtain improved drying characteristics. scale road tests may vary considerably Bleeding is defined as the relative from the rating obtained in the laboratory condition of discoloration manifested in under more constant conditions. Ob• traffic paint when applied to tar or asphalt- viously, the weather, especially tem• ic roads. Accordingly, paints designed perature and humidity, the manner of ap• for tar or asphaltic roads should be plication and the amount, as well as type , examined carefully by means of control of paint applied are factors in the drying bleeding tests. Further, the laboratory times obtained from actual road tests. bleeding test as developed by ASTM is an Drying times under adverse conditions can easy test to run and is sometimes helpful be an important consideration. Accord• in detecting unsuspected compositional ingly, an opportumty to obtain such in• changes. formation should not be overlooked. Suspension^ tests on traffic paints are Durability is one of the prime con• desirable and helpful. The tendency to siderations in traffic-paint evaluations include coarse particles in the pigmenta• (5). The type of failure most frequently tion of traffic paint compositions in order encountered is chipping. ' Sometimes , to obtain improved night visibility serves however, erosion failure' is observed. to increase the possibility of poor sus• The relative durability of traffic paints can pension. Obviously, suitable suspension be rated satisfactorily by tlie use of limits should be set and control tests used transverse lines. This is pa;rticularly 'Method of Test for Dry to No-Plck-Up Time of Traffic Paint ^Method of ConducUng Road Service Tests on Traffic Paint (0 711-48), 1949 Book of ASTM Standards, Part 4, p 388. (D 713-46), 1949 Book of ASTM Standards, Part 4, p 395 'Tentative Method of Laboratory Test for Degree of Resistance "TenUUve Method of Evaluating Degree of Resistance of Traf• of Traffic Paint to Bleeding (D 969-48T), 1949 Book of ASTM fic Paint to Chipping (D 913-47T), 1949 Book of ASTM Stand• Standards, Part 4, p. 382 ards, Part 4, p 384. "Method of Test for Evaluating Degree of Settling of Traffic 'Method of Evaluating Degree of Resistance of Traffic Paint Paint (D 8S9-48), 1949 Book of ASTM Standards, Part 4, to Abrasion Erosion, or a ComblnaUon of Both, In Road p 397. Service TesU (D 821-47), 1949 Book of ASTM Standards, Part 4, p. 376 62 true when the paints are placed on nar• the test results obtained with the abrasion row pavements and different portions of machine. Also, the correlation between the line are subjected to extreme varia• alkali resistance and road durability is tions in the amount of traffic (2c). rated as negative. Visibility IS without question a perti• It is stated by Skett and Herbert (7) nent requirement for traffic paints. The that actual road tests gave check results most common practice is to judge day and regardless of the type of road, traffic night visibility by eye (1). In some in• count, method of application, and spread• stances, photographic methods are used. ing rate. In general, abrasion tests are Within the last few years portable night- stated to give more reliable information visibility instruments have been made on durability than flexibility tests. No available which are very helpful m mak• one .laboratory test or combination of ing such ratings (6) and a tentative method tests used was sufficient to evaluate of test has been established. ^ correctly the durability of traffic paints. Allen (8), in an ASTM progress report, Tests in Use by Various Consumers states that the adhesion, flexibility, and hardness tests examined show no general Several traffic-paint tests other than correlation with field service behavior. those given as standard are used by However, very close correlation is re• various consumers (1, 2). As listed in ported with field service behavior of the the approximate order of popularity these samples of traffic paint examined by tests cover: the abrasion test developed by Leavitt 1. Flexibility (Maine State Highway Commission) and 2. Water resistance, hot and cold the combined accelerated weathering and 3. Hiding power abrasion tests developed by Hickson (Na• 4. Color stability tional Bureau of Standards) and Werthan 5. Spreading rate (New Jersey Zinc Co.). 6. Abrasion, dry and wet Shuger (2d) stated that paints which 7. Accelerated weathering pass a severe bend test do not neces• 8. Skin resistance sarily give better road performance. 9. Adhesion Further, it is stated that paints which 10. Hardness possess durability exhibit good abrasion 11. Alkali resistance resistance. However, it is possible that 12. Light sensitivity a paint with poor durability can show 13. Daylight reflectance excellent results on an accelerated wear 14.
Load more

Recommended publications
  • Roads and Parking Lots Pavement Condition Index Surveys1
    Designation: D 6433 – 07 Standard Practice for Roads and Parking Lots Pavement Condition Index Surveys1 This standard is issued under the fixed designation D 6433; the number immediately following the designation indicates the year of original adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval. A superscript epsilon (e) indicates an editorial change since the last revision or reapproval. 1. Scope 2.1.3 pavement branch—a branch is an identifiable part of 1.1 This practice covers the determination of roads and the pavement network that is a single entity and has a distinct parking lots pavement condition through visual surveys using function. For example, each roadway or parking area is a the Pavement Condition Index (PCI) method of quantifying separate branch. pavement condition. 2.1.4 pavement condition index (PCI)—a numerical rating 1.2 The PCI for roads and parking lots was developed by the of the pavement condition that ranges from 0 to 100 with 0 U.S. Army Corps of Engineers (1, 2).2 It is further verified and being the worst possible condition and 100 being the best adopted by DOD and APWA. possible condition. 1.3 The values stated in inch-pound units are to be regarded 2.1.5 pavement condition rating—a verbal description of as the standard. The SI units given in parentheses are for pavement condition as a function of the PCI value that varies information only. from “failed” to “excellent” as shown in Fig. 1.
    [Show full text]
  • Massachusetts Driver's Manual
    $5.00 COMMONWEALTH OF MASSACHUSETTS DRIVER’S MANUAL MASSACHUSETTS OF DRIVER’S COMMONWEALTH Commonwealth of Massachusetts DRIVER’S MANUAL PASSENGER VEHICLES Revised 2/2018 REVISED 2/2018 The policies in this Driver’s Manual include changes that take effect on March 26, 2018. All other information you need to study for a learner’s permit exam and road test (such as safety laws and rules of the road) is current both before and after March 26, 2018. A Message to Massachusetts Motorists from Erin C. Deveney, Registrar of Motor Vehicles Dear Motorist, The MassDOT Registry of Motor Vehicles recognizes that the work we perform impacts you and nearly every person in the Commonwealth of Massachusetts. We give our customers the joy of getting their first license. We register vehicles that take people all over the state for work, school, to access medical care and for exciting and important events in their lives. We also have the very serious responsibility of making sure all drivers, as well as the vehicles on our roadways, are safe and fit to operate. The RMV is committed to providing you with efficient, reliable and professional customer service. The Driver’s Manual prepares you for your driving career and also for doing business with the Registry. It includes requirements for transactions we provide, as well as service options and RMV Service Center location information. To serve you better, we offer 28 transactions and services via our website, www.mass.gov/rmv. Online services bring the RMV to you. We have expanded the number of AAA locations offering Registry renewal services through an innovative public-private partnership.
    [Show full text]
  • Appendix B-Distress
    144 APPENDIX B DISTRESSES 145 INTRODUCTION The purpose of this appendix is not to provide a detailed discussion of the various descriptions and causes of distresses that may occur in any given pavement structure. The purpose of this appendix is only to provide a brief presentation. Numerous other manuals and publications already exist that provide information that is much more detailed. The state DOT Agency’s Pavement Designer group should review these manuals and publications. This will assist them in understanding the causes of distresses in pavements. This knowledge can then be used to effectively select a preferred pre-overlay treatment strategy for use on a specific project. The information, figures, and pictures provided in this chapter, unless otherwise noted, were obtained from the FHWA’s Distress Identification Manual for the Long-Term Pavement Performance Program. These descriptions are provided as a guide only and should not be viewed as the only guidance available for distress type-severity description or identification. Since the publication of this Distress Identification Manual, additional distress-type-severity descriptions or identifications for frost heave, roughness, and alkali–silica reaction (ASR) have been added to this synthesis. Other distresses may exist, but will not be made a part of this synthesis. HOT-MIX ASPHALT (HMA) PAVEMENT DISTRESSES This section contains the general descriptions of the major types of distress that may be encountered in flexible pavements. A typical description of three severity levels associated with each distress is provided. Fatigue Cracking This distress occurs in areas subjected to repeated traffic loadings, usually in the wheel path.
    [Show full text]
  • 2012 Asphalt Pavement Survey Manual
    NORTH CAROLINA DEPARTMENT OF TRANSPORTATION PAVEMENT CONDITION SURVEY MANUAL 2012 2012 NCDOT Pavement Condition Survey TABLE OF CONTENTS Introduction ................................................................................................................................................................. 1 A. Getting Started ....................................................................................................................................................... 1 B. Conducting the Survey – General Guidelines ...................................................................................................... 2 C. The Form ................................................................................................................................................................ 3 D. Notes on Mileposting ............................................................................................................................................. 7 E. Instructions for Multi-Lane Sections ................................................................................................................... 9 F. Instructions for Urban Areas .............................................................................................................................. 12 G. Pavement Section Adjustment ............................................................................................................................ 12 H. Updating Section Information ...........................................................................................................................
    [Show full text]
  • Tech Topic Flexible Pavement Distresses
    Tech Topic Flexible Pavement Distresses Flexible pavements can suffer from several categories and subcategories of distresses that will lead to progressive deterioration of ride condition, structural strength, and motorist/pedestrian safety. The more common distresses found in the Delaware area are introduced herein. Bleeding Description: A film of asphalt binder on the pavement surface, such that the surface will appear shiny and/or have black spots or blotchy areas. Causes: Bleeding occurs when asphalt binder fills the aggregate voids during hot weather, then expands onto the pavement surface. Since bleeding is not reversible during cold weather, asphalt binder will accumulate on the pavement surface over time. This can be caused by an excess amount of asphalt binder in the flexible pavement mixture and/or low air void content. Bleeding typically originates from poor hot mix production or transportation (i.e., segregation of aggregate and binder). Leads to: Bleeding reduces the friction characteristics of the road surface. As the skid resistance of the roadway decrease, the likelihood of crashes increases. Typical Repair Methods: When bleeding is minor, coarse sand can be applied to the pavement in order to absorb the excess asphalt binder. When much of the pavement surface is affected by bleeding, the surface may need to be removed (i.e., milled) and the surface wearing course replaced. Patching Description: Patches are localized areas of surface asphalt replacement related to utility work or repair of distressed areas. Causes: Patches commonly are a reaction to localized pavement deterioration (potholes, alligator cracking, etc.) and are intended to be a short to medium term repair.
    [Show full text]
  • Pavement Distress Detection Methods: a Review
    infrastructures Review Pavement Distress Detection Methods: A Review Antonella Ragnoli 1,* , Maria Rosaria De Blasiis 2 and Alessandro Di Benedetto 2 1 Department of Civil, Constructional and Environmental Engineering, Sapienza University of Rome, 00184 Rome, Italy 2 Department of Engineering, Roma Tre University, 00154 Rome, Italy; [email protected] (M.R.D.B.); [email protected] (A.D.B.) * Correspondence: [email protected]; Tel.: +39-0644-585-115 Received: 28 September 2018; Accepted: 17 December 2018; Published: 19 December 2018 Abstract: The road pavement conditions affect safety and comfort, traffic and travel times, vehicles operating cost, and emission levels. In order to optimize the road pavement management and guarantee satisfactory mobility conditions for all road users, the Pavement Management System (PMS) is an effective tool for the road manager. An effective PMS requires the availability of pavement distress data, the possibility of data maintenance and updating, in order to evaluate the best maintenance program. In the last decade, many researches have been focused on pavement distress detection, using a huge variety of technological solutions for both data collection and information extraction and qualification. This paper presents a literature review of data collection systems and processing approach aimed at the pavement condition evaluation. Both commercial solutions and research approaches have been included. The main goal is to draw a framework of the actual existing solutions, considering them from a different point of view in order to identify the most suitable for further research and technical improvement, while also considering the automated and semi-automated emerging technologies. An important attempt is to evaluate the aptness of the data collection and extraction to the type of distress, considering the distress detection, classification, and quantification phases of the procedure.
    [Show full text]
  • PTD 2019 001 | RMS.19.1436 – Treatments for Bleeding Seals
    Technical Direction Pavements PTD 2019/001 | RMS 19.1436 – 01 November 2019 Treatments for bleeding seals Summary: Audience: The purpose of this Technical Direction is to provide guidelines on • District Works Managers how to treat bleeding sprayed seals that are not attributed by • Asset Managers pavement structural defects. • Maintenance Planners • Councils Introduction Sprayed seal is the predominant and most cost effective pavement surfacing type in New South Wales covering over 70% of the road network. Sprayed sealing offers a number of benefits including waterproofing pavement layers, increasing skid resistance, retarding cracking and minimising rate of pavement deterioration. However, inadequate selection and design of sprayed seals, inadequate site preparation and poor construction practices can cause a number of surface defects including bleeding. Bleeding can reduce skid resistance and can cause long term distress to the seal particularly on a hot day. This Technical Direction provides guidance on the selection of appropriate treatments for bleeding sprayed seal surfaces. Definition of bleeding seal ‘Bleeding’ is a surface defect in which excess binder completely covers the aggregate (see Figure 1). It occurs when excess binder fills the voids in the aggregate mat and moves to the pavement surface due to a combination of repeated wheel loading, with heat expansion in a non-reversible cumulative process. Approvals: Sam Henwood Owner: Review Date: November 2022 Director Pavements & Geotechnical Chris Harrison Authorised by: Effective Date: November 2019 Director of Engineering PTD 2019/001 | RMS 19.1436 – 01 November 2019 1 Version 1.0 UNCONTROLLED WHEN PRINTED Treatments for bleeding seals Figure 1: View of a bleeding sprayed seal Factors that contribute to bleeding seals Factors that contribute to bleeding seals include issues pertaining to: • Aggregates (e.g.
    [Show full text]
  • Correction of Bleeding (Flus'hing) Surfaces Research Report 214-28 June 1981
    E 61 EERI 6 ECO 0 Y A 0 E ER6Y CO SIDERAIIOS CORRECTION OF BLEEDING (FLUS'HING) SURFACES RESEARCH REPORT 214-28 JUNE 1981 ...•. _-- . COOPERATIVE RESEARCH PROJECT 2-9-74-214 "ENGINEERING, ECONOMY AND ENERGY CONSIDERATIONS IN DESIGN, CONSTRUCTION AND MATERIALS II TEXAS STATE DEPARTMENT OF HIGHWAYS AND PUBLIC TRANSPORTATION AND TEXAS TRANSPORTATION INSTITUTE TEXAS A&M UNIVERSITY STATE DEPARTMENT OF HIGHWAYS AND PUBLIC TRANSPORTATION TASK FORCE ON ENGINEERING, ECONOMY AND ENERGY CONSIDERATIONS Larry G. Walker, Task Force Chairman and Materials and Tests Engineer Charles H. Hughes, Sr., Study Contact Representative and Assistant Materials and Tests Engineer A.H. Pearson, Jr., Assistant State Engineer-Director Wayne Henneberger, Bridge Engineer Robert L. Lewis, Chief Engineer, Highway Design Byron C. Blaschke, Chief Engineer, Maintenance Operations J.R. Stone, District Engineer William V. Warg, Urban Project Engineer-Manager Phillip L. Wilson, State Planning Engineer Franklin C. Young, District Engineer Theodore E. Ziller, Construction Engineer CORRECTION OF BLEEDING (FLUSHING) SURFACES by F. N. FINN AND J. A. EPPS Research Report 214-28 June 1981 TEXAS TRANSPORTATION INSTITUTE The Texas A&M University System College Station, Texas I ~ TABLE OF CONTENTS Page Introduction . 1 Occurrence and Consequences of Bleeding 2 Asphalt Concrete ... 2 Seal Coats and Surface Treatments 3 Consequences of Bleeding . 4 Corrective Procedures for Bleeding Surfaces 6 Burning 6 Sanding 7 Heater-Planer without Aggregate 7 Sprinkle with Aggregate 8 Seal Coat . 8 Thin Hot Mix Asphalt Concrete Overlay. 9 Heater Scarification Without New Material 10 Open Graded As pha It Concrete . 11 Cold Milling With or Without New Material 11 Summary .
    [Show full text]
  • Gravel Road Maintenance
    36 PURDUE ENGINEERING EXTENSION SERVICE useless. In spite of the fact that we were almost unanimous that the things should be done, difficulties arose when the type of pavement was to be determined. To date, we have plans for concrete, Kentucky rock asphalt on concrete, Kentucky rock asphalt on macadam, sheet asphalt on concrete, and sheet asphalt on macadam. We have received assistance from the Engineering Exten­ sion Service of Purdue University and the State Highway Com­ mission and present indications are that our plans will be car­ ried out successfully in the near future. TABLE I.— HUNTINGTON COUNTY ROAD DATA DEC. 31, 1922. Total Town­ Road County State ship Township Tax *(1) *(2) *(3) *(4) Road Road Road Bonds Debt Valuation Levy Mileage Mileage Mileage Jackson .832 (.03-.132-.12-.55) 26.71 7 35.88 $174,109.80 $103,728.64 $4,174,920.00 Clear Creek .302 (.03-.132-.17-.07) 44.54 26 76,471.70 8,025.36 3,621,870.00 Warren .482 (.03-.132-.05-.27) 40.24 14 111,556.00 27,550.00 2,958,290.00 Dallas .642 (.03-.132-.10-.38) 23.68 5 15 123,220.00 54,026.96 2,822,290.00 Huntington .262 (.03-.132-.10 ) 40.03 7.75 21 121,576.00 5,754.00 24,475,610.00 Union .382 (.03-.132-.13-.09) 40.84 2.5 24 68,125.00 15,505.50 4,463,400.00 Rock Creek .802 (.03-.1S2-.15-.49) 44.44 26.5 133,737.00 64,188.50 3,733,430.00 Lancaster .622 1(.03-.132-.16-.30) 45.02 4.75 16.5 75,910.00 53,663.90 3,119,110.00 Polk .672 (.03-.132-.16-.35) 27.16 1.75 17 56,903.40 21,980.90 1,621,410.00 Wayne .532 (.03-.
    [Show full text]
  • Chip Seal Best Practices Manual
    NORTH CAROLINA DEPARTMENT OF TRANSPORTATION Chip Seal Best Practices Manual June 2015 Prepared By: SEPI Engineering & Construction, Inc. NCDOT CHIP SEAL BEST PRACTICES MANUAL TABLE OF CONTENTS Chapter 1. The “Art of Road Oil” ................................................................................................. 1 2. The Existing Roadway ............................................................................................... 3 3. Tools of the Trade ..................................................................................................... 6 Emulsion Distributor ..................................................................................................... 6 Stone Spreader ............................................................................................................ 7 Dump Truck ................................................................................................................ 8 Pneumatic Roller .......................................................................................................... 9 Static Steel Wheel Roller ............................................................................................... 9 Combination Roller ...................................................................................................... 10 Mechanical Broom ....................................................................................................... 11 Vacuum Truck ............................................................................................................
    [Show full text]
  • R27-174: Methodology for Evaluation of Seal-Coated, Gravel, and Dirt Roads
    CIVIL ENGINEERING STUDIES Illinois Center for Transportation Series No. 19-009 UILU-ENG-2019-2009 ISSN: 0197-9191 METHODOLOGY FOR EVALUATION OF SEAL-COATED, GRAVEL, AND DIRT ROADS Prepared By Mohammad Imran Hossain Bradley University Erol Tutumluer University of Illinois at Urbana-Champaign Research Report No. FHWA-ICT-19-008 A report of the findings of ICT PROJECT R27-174 Methodology for Evaluation of Seal-Coated, Gravel, and Dirt Roads https://doi.org/10.36501/0197-9191/19-009 Illinois Center for Transportation June 2019 TECHNICAL REPORT DOCUMENTATION PAGE 1. Report No. 2. Government Accession No. 3. Recipient’s Catalog No. FHWA-ICT-19-008 N/A N/A 4. Title and Subtitle 5. Report Date Methodology for Evaluation of Seal-Coated, Gravel, and Dirt Roads June 2019 6. Performing Organization Code N/A 7. Authors 8. Performing Organization Report No. Mohammad I. Hossain and Erol Tutumluer ICT-19-009 UILU-ENG-2019-2009 9. Performing Organization Name and Address 10. Work Unit No. Illinois Center for Transportation N/A Department of Civil and Environmental Engineering 11. Contract or Grant No. University of Illinois at Urbana–Champaign R27-174 205 North Mathews Avenue, MC-250 Urbana, IL 61801 12. Sponsoring Agency Name and Address 13. Type of Report and Period Covered Illinois Department of Transportation (SPR) Final Report Bureau of Research 1/1/2016 – 6/30/2019 126 East Ash Street 14. Sponsoring Agency Code Springfield, IL 62704 15. Supplementary Notes Conducted in cooperation with the U.S. Department of Transportation, Federal Highway Administration. https://doi.org/10.36501/0197-9191/19-009 16.
    [Show full text]
  • Pedestrian Transportation
    Certification of the Southeastern Massachusetts Metropolitan Planning Organization 310 CMR 60.05: Global Warming Solutions Act Requirements for the Transportation Sector and the Massachusetts Department of Transportation This will certify that the Transportation Improvement Program and Air Quality Conformity Determination for the Southeastern Massachusetts Metropolitan Planning Organization (SMMPO) is in compliance with all applicable requirements in the State Regulation 310 CMR 60.05: Global Warming Solutions Act Requirements for the Transportation Sector and the Massachusetts Department of Transportation. The regulation requires MPO to: 1. 310 CMR 60.05, 5(a)(1): Evaluate and report the aggregate transportation GHG emissions and impacts of RTPs and TIPs; 2. 310 CMR 60.05, 5(a)(2): In consultation with MassDOT, develop and utilize procedures to prioritize and select projects in RTPs and TIPs based on factors that include aggregate transportation GHG emissions impacts; 3. 310 CMR 60.05, 5(a)(3): Quantify net transportation GHG emissions impacts resulting from the projects in RTPs and TIPs and certify in a statement included with RTPs and TIPs pursuant to 23 CFR Part 450 that the MPO has made efforts to minimize aggregate transportation GHG emissions impacts; 4. 310 CMR 60.05, 5(a)(4): Determine in consultation with the RPA that the appropriate planning assumptions used for transportation GHG emissions modeling are consistent with local land use policies, or that local authorities have made documented and credible commitments to establishing such consistency; 5. 310 CMR 60.05, 8(a)(2)(a): Develop RTPs and TIPs; 6. 310 CMR 60.05, 8(a)(2)(b): Ensure that RPAs are using appropriate planning assumptions; 7.
    [Show full text]