AreAre WeWe ThereThere Yet?Yet? Summer 2004 Volume 15, Number 2 South Carolina Transportation Technology Transfer Service

In This Issue… 1 Washboarding Washboarding 4 Hot Topic—Relationship ne of the most aggravating traffic. In high traffic areas, just a few days Between Speed and Crash Omaintenance problems plaguing without rain can lead to washboarding. Risk grader operators, managers and elected Since hauling water is generally cost officials is corrugation. Often called prohibitive and counter to water 5 Crashes Reduced 42% “washboarding”—because driving on a conservation efforts, we have no control in Mendocino County, CA— corrugated gravel surface is much like over moisture in the gravel. Unbelievable, But True! driving over a giant washboard—this 6 New Staff Member—Shaun nuisance elicits more complaints from the Poor Quality Gravel Gaines public than any other gravel maintenance Washboarding will almost certainly develop Pavement Preservation problem. And, washboarding doesn’t if the surface gravel has poor gradation, 7 Resources Offer “How–To” just make for an uncomfortable ride, (cont. on page 2) Guidance washboarding can be a safety problem: even moderate washboarding can reduce vehicle 8 Safety Zone control. Are Signals Warranted Causes & Cures of 9 in All School Zones? Washboarding 10 Aiken Public Works Director Receives Prestigious National Driving Habits Award Hard acceleration and hard braking can lead to washboarding. When vehicle tires 10 Count on —Save the lose a firm grip on the road and spin or Date skid, a slight amount of gravel is displaced. With repetition, the gravel will align into Publications and Videos This type of corrugation, “wasboarding,” is caused by 11 a washboard pattern. Light vehicles with lack of moisture, hard acceleration, aggressiver brak- small wheels and light suspensions are a ing, and poor quality gravel bigger culprit than heavy trucks, which tend to grip the road better. Washboarding usually appears where you would expect repeated hard acceleration or braking, at intersections, sharp curves, business entrances, and driveways. Don’t expect the public to stop accelerating hard, driving fast or applying their brakes firmly: driving habits is one cause of washboarding that we have no control over.

Lack of Moisture This type of wasboarding appears at an angle across Prolonged dry weather can cause ¤ the roadway with ridges and depressions two to three washboarding, even with relatively low feet apart. It is caused by excess grader speed. The LTAP Center for South Carolina (cont. from page 1) the #200 sieve, will act as a binder, fight against washboarding begins. little or no binding characteristic, and holding the larger aggregate in place Start by establishing good specifications. a low percentage of fractured stone. and increasing the cohesiveness of the Close control of materials used in the Here, we have complete control: we gravel. There are natural binders, such base, asphalt and concrete of our major can ensure that any new material as , and commercial binders. When construction projects is expected, we place has good gradation with exposed to moisture, these materials however little attention is normally adequate fines, and we can work will cling together tightly, helping the given to surface material specifications existing material to perform to its surface resist washboarding. for “plain old gravel .” Increase potential. Good gravel is our cure for your knowledge of materials, then Beware, some fines fall into the washboarding. specify exactly what you want. Even if silt category and will not yield the your local pits and quarries do not have What Is Good Gravel? cohesiveness needed. While you may a good natural blend of materials, the be able to compact the material into a blend can often be improved simply by Surface gravel should be a blend of dense mass, it will loosen more quickly working the pit differently, or by hauling stone, and fines that will compact under traffic and will cause more in and blending materials such as clay into a dense, tight mass with an almost dust in dry weather. The only way to or stone at the plant. Communicate . Proper gradation is determine which type of fines you have your needs with your supplier. paramount. Gravel with too few stones is by laboratory testing the Plasticity will not have strength in wet weather. Index (PI) of the material. Another option for improving the Gravel with excessive stones will be hard quality of the gravel is to incorporate to compact, and the stones will “float” While sampling and testing the gravel reclaimed asphalt. With a 50/50 blend in dry weather, piling up between the is the only sure way to determine the of recycled asphalt and virgin gravel, wheel tracks and along the shoulders. quality, you can perform some basic the asphalt will act as a binder and the Gravel with too few fines will not allow field tests. To test gravel with moisture surface will resist washboarding. The the gravel to form a crust. Gravel with for binding characteristic, squeeze asphalt/gravel blend can still be worked excess fines will be slick in wet weather. material into your fist. The material with a grader. For best results, this should form a ball. To test for the blend should be placed to a minimum Generally, the maximum size stone should presence of fines, pick up a hand full compacted depth of three inches. be ¾”. Crushed gravel with a higher of gravel, then drop it back down. You percentage of fractured stones will have should see fine material remaining on Do not overemphasize an inexpensive better “aggregate interlock” and will stay your hand. initial cost for material. You’ll spend in place better than rock with a naturally more to maintain and replace it over rounded shape, reducing washboarding How to Obtain Good Gravel the years and receive more complaints and yielding higher strength. from the public. Quality material lasts Obtaining good gravel in the field can longer, requires less maintenance, and The proper percentage and quality be a real challenge, but it’s worth the of fine materials, those that pass generates fewer complaints. Keep in extra effort, because this is where the mind, transport is often a significant portion of the total cost of the gravel placed on the road. Spending more to increase the quality of the gravel may cost less than you think.

If the cost of the highest quality material remains prohibitive, consider using the best material available only on the trouble spots. Use regular material on the rest of the road. Maintenance Techniques to Control Washboarding Simply blading over washboards with a motorgrader skimming off the ridges Another washboard-prone area is at the transition from paved to gravel sections as shown in this and filling the depressions is almost photo. useless. The best way to eliminate

23 South Carolina Transportation Technology Transfer Service washboarding is to cut all of the material loose to a depth of one inch or more below the bottom of the washboard area, then work the material to mix in the fines brought up from below, finally reworking the material back to the proper shape and crown. Use of a commercially available attachment of rotating scarifying teeth attached to the moldboard of the grader blade produces excellent It is good practice to loosen, mix, and reshape gravel in a washboard prone area while it is moist. results, mixing the fines back into the surface gravel. A replaceable bit-type cutting edge on a front-mounted dozer blade can also be used to cut material loose and mix it. Use of a conventional scarifier works too, but only if you can avoid going too deep, bringing up dirt and large rocks from the subgrade and contaminating the gravel. Another method to improve the gradation of material is to pull material in from the and mix it with the loose gravel on the surface. This works best in the Spring before too much vegetation grows on the shoulder and moisture is still present. This material is generally not the best An effective tool for dealing with washboard areas is the front dozer equipped with barbide bits. binder, but it does have some benefit in restoring fines to the gravel. from the air. The key to success with When an operator runs a grader too these products is using them on gravel fast, the machine can begin to “lope” In some locations, windrows will be that already has proper gradation and or bounce. The resulting humps and made to create roadside dikes for the good natural binding characteristics. dips will be farther apart and cut at an Winter season. Be aware that the The chlorides will work to keep the angle across the roadway, at the same fine materials from the gravel will flow surface slightly damp and the gravel angle as the moldboard during the away with the water. Simply blading tightly bound. blading. Motorgraders help you control the windrows back into the roadway washboarding, they don’t cause it. in the Spring may not be sufficient. Blading should never be done without good moisture in the material: Control Washboarding When placing new material on a material should be moist, but not washboarded area, always cut and saturated. It may pay to quickly run to High quality materials and proper rework the area before adding work problem areas after a good rain, maintenance may not eliminate the new material. Otherwise, the then resume normal blading. You may washboarding completely, but they will washboard pattern in the original be able to reduce blading on outlying, certainly reduce it. surface will reflect up to the new low volume roads to just twice a year: Reprinted with permission from Tech surface and you’ll have the same in the Spring after the last rain, and in Transfer, Winter 2004, the quarterly problem you started with sometimes the Fall after the first rain. newsletter of the California LTAP; adapted in as little as just a few weeks. Finally, a note to dispel a common from “Dealing with Washboarding,” South Treating gravel with calcium or myth: motorgraders do not cause Dakota LTAP Special Bulletin #29, by Ken magnesium chloride is also an option. washboarding. While it is true that Skorseth. Photos provided by Ken Skorseth, These commercially available products graders can cut distortions into South Dakota LTAP. are not binders, but aid in keeping a gravel surface, this distortion gravel in place by drawing moisture will never look like washboarding.

South Carolina Transportation Technology Transfer Service The LTAP Center for South Carolina 3 3 Effect of repeal of the national maximum speed Hot Topic – limit law on occurrence of crashes, injury crashes, and fatal crashes on Utah highways. D.D. Vernon, L.J. Relationship Between Cook, K.J. Peterson, and J. Michael Dean. Accident Analysis Speed and Crash Risk & Prevention. Vol. 36, Iss. 2, pp. 135-304, March 2004. Speed limits were increased in Utah and other states By Jennifer Boteler, WSDOT Librarian after repeal of the national maximum speed limit law Reprinted from WST2 Winter 2004 (NMSL) in 1995. This study analyzed effects of the increased speed limit on Utah highways on crash rates, In 1987 states were allowed to raise speed limits up to 65 including fatality and injury crash rates. Annual (1992– mph on certain Interstate roads, and in 1995 the National 1999) rates for the following categories were Maximum Speed Limit was repealed. Since then there calculated: urban Interstate segments (current speed have been a number of studies and reports on the effects limit 60–65 miles per hour (mph)); rural Interstate of increased speed limits on accident rates. Judging by segments (current speed limit 70–75 mph); 55 mph the latest transportation literature, this subject is still a rural non-Interstate highway segments; and high- hot topic under investigation. The following research has speed non-Interstate highways (current speed limit recently been released regarding vehicle speed and road 60–65 mph). Data were analyzed using autoregressive safety. integrative moving average intervention time series analysis techniques. There were significant increases The effect of increasing rural interstate speed in total crash rates on urban (60–65 mph) Interstate limits in the United States. T.L. Patterson, W.L. Firth, L.J. segments (however this was confounded by extensive Povey, and M.D. Keall. Traffic Injury Prevention Vol. 3, No. 4, ongoing highway construction on these highways), and 2002. pp. 316-20 in fatal crash rates on high-speed (60–65 mph) rural Within a year of the repeal of the National Maximum non-Interstate segments. The following variables were Speed Limit in the United States, 23 states had raised unaffected: total, fatality, and injury crash rates on rural their rural interstate speed limits to 70 or 75 mph. The Interstate segments; fatality and injury crash rates on effect on rural interstate fatalities between 1992 and urban Interstate segments; total and injury crash rates 1999 was examined by modeling between the old and on high-speed non-Interstate segments. These results the new speed limit. Fatalities within states that raised show an adverse effect on crash occurrence for subsets their speed limits to 75 mph and 70 mph were 38% of crash types and highways, but do not show a major and 35%, respectively, higher than expected, compared overall effect of NMSL repeal and increased speed limit to states that did not change their speed limits. on crash occurrence on Utah highways. (Abstract from Furthermore, the states that raised their speed limits to Elsevier ScienceDirect, http://www.sciencedirect.com ) 75 mph had a higher rural interstate fatality rate before the speed limit was changed than the other groups of Faster Travel and the Price We Pay. Status Report, states. (Abstract from TRIS, http://199.79.179.82/sundev/ Vol. 38, No. 10, p. 1, Nov. 22, 2003. Insurance Institute For search.cfm). Highway Safety. http://www.hwysafety.org/srpdfs/sr3810.pdf For years, Institute [for Highway Safety] and other research has [sic] quantified the price in lives we pay to get from here to there a little bit faster. The most recent estimate is that higher speed limits increase deaths on rural interstates by about 35 %. Yet motorists on both rural and urban roads are going faster and faster, encouraged by automakers who build ever more powerful cars and touting their speed capabilities in ad after ad. (From the front cover of Status Report) The impact of speed on road safety. J. Barker. Transport Research Laboratory (TRL Limited, Crowthorne, Berkshire Co., Eng, UK) Staff Paper PA/SE/3956/03. 3p. 2003. The latest research pertaining to auto speed and road safety is reviewed. Speeders are defined as drivers who (cont. on page 5)

4 South Carolina Transportation Technology Transfer Service Road Crashes Reduced 42% in Mendocino County, CA - Unbelievable, But True!

By Gib Peaslee, Coordinator, NLTAPA start-up, roadway selection, field Product Demonstration Showcase review, and deficiency correction Travel Stipend Program processes as well as their subsequent treatment evaluation, treatment Program Mendocino County lies on the coast selection methodology and cost- Travel Stipend Program (TSP) of California, about one hundred miles benefit measurement process details. scholarships are available for two north of San Francisco. Mendocino rural agency teams per state or County Department of Transportation An integral part of this Showcase TTAP. TSPs will cover air travel, (MCDOT) is responsible for just experience will be guided visits overnight accommodations and over one thousand centerline miles to previously improved field sites. motor coach transportation fees of roadway and serves a population Each field site will be clearly defined directly related to this Showcase. of 87,000 people inhabiting an area of showing the previous condition Priority will be given to agencies 3,510 square miles. By implementing factors and the corrective measure meeting the following criteria: a simple, yet thoughtful program they implemented. Participants, as a have achieved a 42 % reduction in low group, will review and evaluate 1. Serving populations under volume road crashes. prior conditions and the applied 50,000. corrective action. Upon returning to 2. Have extensive low volume While this figure may appear to be the Showcase auditorium, each team road miles or high crash beyond the realm of believability to will share reports and their proposed rates on low volume roads. many safety professionals, let’s stretch corrective actions, and we will all 3. Have a restricted travel policy. plausibility even further by mentioning discuss the potential solutions. this program has been delivering this Upon registering, qualifying benefit for more than 10 years; and, This Showcase is committed to agencies will be provided further the program cost is within every provide all the information and post- travel scholarship program details. county’s reach, including even the showcase support agency personnel For more information on the Travel most sparsely populated farm-to- will need in order to return home Stipend Program contact Renee market county, parish, or township. and immediately begin implementing Curtis at the Florida LTAP Center, an RSTSR program. To meet that 352-392-2371 ext. 233, email: Learn how they did it commitment, these key additional [email protected]fl.edu. You and your road safety management support items will be included: team are invited to experience the Showcase registration fees are 1. A post-Showcase support group entire MCDOT process start to not included in the Travel Stipend will be available to all participating finish at the Mendocino County Road Program agency teams for “on call” System Traffic Safety Review (RSTSR) assistance throughout their entire Showcase in Ukiah, CA, on September implementation process. 28-29, 2004. 2. An easy to use Sign Management At this Showcase, MCDOT staff will System (SMS) software package, share every detail including all the developed by the New Hampshire (cont. on page 6)

(cont. from page 4) in mean vehicle speed, accident reductions of between drive above the mean speed of all drivers for a road as 2% and 9% can be expected. Targeting the problems well as those who exceed the speed limit or drive at of the fastest drivers is likely to have the greatest very high absolute speeds. Speeders are more likely to effect in reducing accidents. (Abstract from TRIS be involved in accidents with the risk rising sharply for http://199.79.179.82/sundev/search.cfm) driving at high speeds. The speeder profile is likely to be young, male drivers who drive high mileages on business For help in obtaining full text of any of these publications or and have a tendency to violate traffic regulations. for a more comprehensive listing of publications on this topic, Cross-sectional and before-after road based studies contact your local public library or the WSDOT Library at (360) are described. For each one-mile per hour reduction 705-7751 or [email protected]. South Carolina Transportation Technology Transfer Service The LTAP Center for South Carolina 5 (cont. from page 5) populations under 50,000 – see MCDOT sample final report tables. LTAP Center, will be demonstrated page 5. Registration fees are not refundable and distributed at no cost to but substitutions are welcome. AAA There are no excuses, now every Travel is available (800-881-6707 ext. interested participants. Post- agency, large or small, has an equal showcase user support is available 2234) to assist with airline and hotel opportunity to participate in this accommodations for this Showcase. through the New Hampshire LTAP learning experience and have Center. Area location maps for Ukiah, CA, will professional support all through their be provided upon registration. 3. An Asset Management software own RSTSR program implementation package, developed by the Utah process. To register, or for more details, LTAP Center, will be demonstrated please visit www.pdshowcase.org or and distributed to interested You should attend if… call Chris Ritch at the Florida LTAP agency participants. Post-showcase • you are responsible for a large Center, 352-392-2371 ext. 223, email: user support is available through number of low volume roadway [email protected]fl.edu, or Daiana Mathis at the Utah LTAP Center. miles the California LTAP Center, 510-231- 5672, email: [email protected]. 4. Michigan LTAP will explain how • you are responsible for signs and local agencies in Michigan banded markings of your roadways together to fund and develop a We tip our hats to Stephen H. , Crash Analysis and Reporting • you think safety is important RCE, with MCDOT for developing System that is integrated with their • you are a public official concerned and setting this program in motion local agency , Sign, about roadway safety. and to Eugene Calvert, P.E., former Guardrail, and Pavement Marking MCDOT Director, for guiding the management systems. Registration Information development of the TRB award winning paper calling national 5. A Grant Resource Specialist will The Showcase will convene at the attention to this program. be available during the Showcase Mendocino College in Ukiah, CA. to discuss potential grant sources The registration fee is $125 per such as HES Sign Replacement person for the two-day Showcase. A heartfelt thank you is due the Programs and others. Each This includes lunch during the MCDOT management team and participating agency team will be Showcase, a buffet dinner Tuesday the Mendocino County Board of able to schedule a one-on-one night—perfect for renewing or Supervisors for their willingness to meeting with this specialist. establishing relationships—a complete share their valuable public safety 6. A Travel Stipend Program is manual containing illustrations program with the rest of the nation. available for rural agencies with and text of all presentations, and

New Staff Member We are pleased to introduce you to Shaun Gaines. Shaun joined us in February after the Coast Guard informed us that Debbie Lipscomb, our Workshop Coordinator, would remain on active duty for another year. Shaun’s first day on the job was traveling to Columbia and Charleston to facilitate some training classes for the SCDOT, so many of you have already had the opportunity to meet him. If you would like to register for a class, Shaun can be reached at 864-656-1456 or by e-mail at [email protected] Take time to introduce yourself to Shaun when you see him at a workshop in your area.

6 South Carolina Transportation Technology Transfer Service Pavement Preservation Resources Offer “How-To” Guidance

Learn more about pavement preservation practices that are working nationwide by consulting the many new resources, ranging from guidance checklists to CDs, available from the Federal Highway Administration (FHWA). Two new CDs produced by FHWA and the Foundation for Pavement Preservation (FP2) look at pavement preservation in action across the country. The first CD, Pavement Preservation 2: State of the Practice, contains policies, guidance, and technical information from California, Delaware, Michigan, Minnesota, Montana, North Carolina, Ohio, and South Dakota. The CD provides a range of information, from guidelines for statewide preservation programs to examples The checklists take users through such steps as project of innovative funding approaches. Also included are “how- review, material checks, surface preparation, equipment to” technical manuals and details on training courses, inspections, weather requirements, and common videos, fact sheets, and other useful resources. problems and solutions. National Pavement Preservation Forum II: Investing in the For information on the scope of pavement preservation Future (Publication No. FHWA-IF-03-019), meanwhile, activities underway in States from California to includes papers and presentations from the 2001 Forum Michigan to North Carolina, consult FHWA’s Pavement hosted by the California Department of Transportation Preservation Compendium (Publication No. FHWA-IF-03- and FP2 in San Diego, California. The CD covers such 21), which presents articles, papers, and other reference topics as introducing new pavement preservation material on accomplishments to date and future needs. products and techniques, establishing partnerships, The Compendium also highlights the importance of taking integrating pavement preservation into pavement research on innovative and effective system preservation management systems, and performing education and technologies to a higher level. To date, research has lagged outreach. behind the demand for knowledge. For step-by-step guidance on the use of innovative pavement preventive maintenance processes, turn to To obtain copies of the CDs, checklists, or Compendium, FHWA’s and FP2’s series of pavement preservation contact Steve Mueller in FHWA’s Office of Asset checklists. Topics in the series to date are: Management, 202-366-1557 (email: steve.mueller@fhwa.  Crack Seal Application dot.gov), the National Center for Pavement Preservation (Publication No. FHWA-IF-02-005) at 517-432-8220 (email: [email protected]), or your local FHWA Division Office. For additional information  Chip Seal Application (Publication No. FHWA-IF-02-046) on pavement preservation, visit the Web sites listed in the shaded area below.  Thin Hot-Mix Asphalt Overlay (Publication No. FHWA-IF-02-049) Pavement Preservation  Seal Application Online Resources (Publication No. FHWA-IF-03-001) FHWA—www.fhwa.dot.gov/preservation  Microsurfacing Application Foundation for Pavement Preservation—www.fp2.org (Publication No. FHWA-IF-03-002) National Center for Pavement Preservation—  Joint Sealing of Portland Cement Concrete Pavements www.pavementpreservation.org (Publication No. FHWA-IF-03-003)

South Carolina Transportation Technology Transfer Service The LTAP Center for South Carolina 7 Safety Zone

Recent Highway Safety Data: Traffic Related Fatalities and Injuries

Percentage of Passenger Vehicle Occupants Alcohol-Related Fatalities Observed Wearing Safetey Belts

18,000 0.7 100%

16,000 0.6 80%

60% 14,000 0.5 Rate tal Number 40% To 12,000 0.4 20%

10,000 0.3 0% 1997 1998 1999 2000 2001 2002 1997 1998 1999 2000 2001 2002

Fatalities in Alcohol Related Crashes Fatality Rate per 100M VMT

Roadway Departure Fatalities -Related Fatalities

25,000 60% 10,000 40%

22,500 9,000 55% 30% 20,000 8,000 17,500 50% 20% tal Number tal Number

7,000 Percentage To To 15,000 Percentage 45% 10% 6,000 12,500

10,000 40% 5,000 0% 1996 1997 1998 1999 2000 2001 1996 1997 1998 1999 2000 2001

Roadway Departure Fatalities Intersection Fatalities Percent of Total Fatalities Percent of Total Fatalities

Data sources for the graphs shown: Fatality data: Fatality Analysis Reporting System (FARS), 1996-2000 File, 2001 Annual Report File, 2002 Early Assessment File Injury data: National Automotive Sampling System (NASS) General Estimates System (GES) 1996-2001. 2002 Early Assessment File

8 South Carolina Transportation Technology Transfer Service Are Traffic Signals Warranted In All School Zones? Indiana Study Verifies Industry Standards Tommy E. Nantung with Indiana DOT, a research team led From TR News, March-April 2004, by Darcy M. Bullock, a professor at the pp. 36-37. Copyright, Transportation Purdue University School of Engineering, Research Board, National Research identified 19 traffic signals installed Council, Washington, D.C. Reprinted with between 1994 and 1996; 7 of the signals The report presents alternatives to permission. were near schools. traffic signals that other agencies have Transportation agencies and the public Crash data from 1991 to 1999 found useful in improving are interested in improving safety in were collected and categorized by safety near schools: school zones but sometimes do not type, severity, and proximity to the • Place adult crossing guards at wide agree on the best approach. intersection. The data were adjusted . The guards should wear to account for changes in average daily brighter vests and uniforms and Problem traffic and the number of years of should undergo special training; Crashes at intersections adjacent available before-and-after data. Table 1 • Enforce speed limits more strictly to schools attract press coverage summarizes the statistical comparison near schools. Extend zero tolerance and provoke community discussion. of the before-and after-crash rates. for speeding in 15-mph zones, set After a significant crash, parents, local Pedestrian crashes are rare and speed limits of 5 mph for other groups, and city officials often request therefore difficult to analyze statistically. zones, and raise fines or add points the installation of a traffic signal to Because no pedestrian crashes were for school zone citations; improve safety at the intersection. recorded at the 19 intersections before • Paint SCHOOL on the pavement of The vigor of the request increases if or after traffic signals were installed, high-speed approaches; the crash involves personal injuries, the study did not include that category. • Establish buffers and wider particularly to children. After receiving with larger waiting areas The results reconfirmed the a request to install a traffic signal, for students and Stand Back lines to appropriateness of the MUTCD Indiana Department of Transportation restrain students; warrants. The researchers therefore (DOT) performs an engineering study • Increase safety training for students; recommended that Indiana DOT following guidelines in the Manual on and should not install traffic signals if the Uniform Traffic Control Devices • Develop safest route to school MUTCD warrants were not met or (MUTCD). Often the study indicates plans that prevent the location of were marginal. that installation of a traffic signal is not new elementary schools on major warranted, and the request is denied. (cont. on page 10) The denials then generate additional Table 1 press coverage and requests for Data Set Crash categories with Crash categories with explanations. The requests are difficult observed reductions observed increases to address because of limited data that quantitatively document the effect of 7 signals adjacent to None Total Number signals on crash rates. schools Property Damage Only Rear End Solution Head On Indiana DOT contracted with Purdue Run off Road University through the state-university Left Turn Joint Transportation Research Program 19 signals (including Right Angle Total Number to analyze crash data before and those at schools) Right Turn Personal Injury after the installation of traffic signals Rear End that were marginally warranted; that Head On Run off Road is, at intersections that barely met Left Turn the MUTCD warrants or qualifying Other criteria for traffic signals. Working

South Carolina Transportation Technology Transfer Service The LTAP Center for South Carolina 9 Aiken Public Works Director Receives Prestigious National Award

The American Public Works are the ‘best and brightest’ leaders in Association has named Aiken the profession.” Department of Public Works Director Larry Morris to its list of the Top 10 Aiken City Manager Roger LeDuc Public Works Leaders in America for said, “We applaud this recognition 2004. for Larry. He has distinguished himself among the literally hundreds This is among the most prestigious, of thousands of public works and highly contested, awards given professionals who are eligible for this annually by the APWA, open to public award across the continent, and he is works professionals throughout a tremendous asset for our city.” North America. The award can go to public works professionals in private Remarkably, during his previous tenure industry, federal, state, regional, county as Aiken Public Works Director before or municipal governments and other promotion to City Manager, LeDuc categories. was one of only two other South and humbled. “This is a testament to Carolinians to have also won this the tremendous staff of the Aiken In a letter informing Morris of his award in the 50-year history of the Public Works Department, the selection, APWA Executive Director association. political and professional leadership of Peter B. King wrote, “Your name is the City of Aiken, and to the people of now counted among an elite group of On receiving the recognition from Aiken who demand and appreciate the public works professionals who have his peers across the U.S., Canada and highest standards,” Morris said. been recognized for excellence, and Mexico, Morris said he is both amazed

(cont. from page 9) streets, and that use arterial “Count on Concrete” streets as boundaries for school set for November 4th populations. Benefits The Second Annual “Count on Indiana DOT now can cite the research Concrete Conference” will be results to demonstrate that a traffic held on November 4th at the signal is not always the best way to Columbia Conference Center, 169 improve safety. Other treatments Laurelhurst Ave, Columbia, SC. This can be effective at lower costs. For conference is co-sponsored by the example, as a result of this study, Southeast Cement Association, Indiana DOT has justification for not the American Concrete Pavement 3 installing 40 requested traffic signals. Association, and T S. Last year’s Since an average signal costs $68,000, conference was a great success, the total savings amounts to $2,720,000, and we anticipate an even better not including the savings in power, turnout this year. There will be maintenance, and operations costs. topics of interest to both local and state transportation officials, as well For further information contact Tommy as for transportation design and Nantung, Research Division, Indiana construction firms. Place November 4th on your calendar now and look for Department of Transportation, more information coming soon. We look forward to seeing you there! 1205 Montgomery , P.O. Box 2279, West Lafayette, IN 47906 (telephone 765-463-1521, Ext. 248, e-mail [email protected]).

10 South Carolina Transportation Technology Transfer Service Information Request and Address Change Form To order any of the publications, videos, or other materials listed in this or other issues of Are We There Yet?, complete this form and mail it or fax it to Sandi Priddy at the address or phone number shown below. You can also order videos and publications on- line at http www.ces.clemson.edu/t3s. The publications in this issue are free to individuals employed by any city, county or state government agency in South Carolina. You can obtain a free single copy of most publications, or borrow a copy of one of our “for loan”publications and videos. Transportation Technology Transfer Service Civil Engineering Department Phone: 864.656.1456 Clemson University, Box 340911 Toll free: 888.414.3069 Clemson, SC 29634-0911 Fax: 864.656.2670

Name: Title: Address: This is a new address Phone: Fax: Please add my name to your mailing list Publications A Review of Pedestrian Safety Research in the US and Abroad—FHWA-RD-03-042. Full Road Closure for Work Zone Operations, A Cross–Cutting Study—FHWA-RD-03-042. . (also available on line at http:// www.fhwa.dot.gov/workzones). Accessible Sidewalks and Street Crossings—An informational Guide—FHWA-SA-03-019. Asphalt Pavement Warranties Technology and Practice in Europe—FHWA-PL-04-002 HPIP. Traffic Control Guide Book for Mobile Operations at Night, Guidelines for Construction, Maintenance, and Utility Operations— FHWA-SA-03-026. Integrating Tourism and Recreation Travel with Transportation Planning and Project Delivery, NCHRP Synthesis 329, Transportation Research Board (available in pdf format at www.trb.org). Sharing Information between Public Safety and Transportation Agencies for Traffic Incident Management, NCHRP 520, Transportation Research Board (available in pdf format at www.trb.org). Videos Highway Workzone Safety: Grading Safety (14 Min)—Iowa Department of Transportation. Discusses awareness while grading. The operator should be aware of the things around him and should be sure to check for utility signs. Highway Work Zone Safety: Plant Site Safety (11 Min)—Iowa Department of Transportation. Discusses the precautions to be taken at the plant site, teaches workers awareness of the equipment that is around them. Highway Work Zone Safety: Removal/Demolition Safety (11 Min)—Iowa Department of Transportation. Teaches safety while demolishing a structure. Highway Work Zone Safety: Traffic Control Safety(11 Min)—Iowa Department of Transportation. Discusses the safety measures to be followed while re-routing the vehicles on a construction site. CD Roms AASHTO 2002 Roadside Design Guide— USDOT, LTAP, NHI. Safer Journey, Interactive Bicycle Safety Awareness—FHWA. Safer Journey, Interactive Pedestrian Safety Awareness— FHWA. Maintenance of Signs and Sign Supports for Local Roads and Streets (Presentation and Instructors Manual) USDOT, Pennsylvania LTAP. Rubber Temporary Ramps, EZ Road, Inc. Describes an alternative to HMA or cold-patch temporary ramps at milled butt joints, , and end-of-day joints. (Illinois DOT tested and approved).

South Carolina Transportation Technology Transfer Service The LTAP Center for South Carolina 11 12

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ra ehee 864-656-6141 Verhoeven Brian /Assistant Editor: /Assistant r Designe

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views of the FHWA or the SCDOT. the or FHWA the of views

contained in the newsletter do not necessarily reflect the the reflect necessarily not do newsletter the in contained

The views, opinions, and recommendations recommendations and opinions, views, The SCDOT. the and

S is jointly funded by FHWA FHWA by funded jointly is S T agencies. transportation state

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Federal Highway Administration (FHWA) in cooperation with with cooperation in (FHWA) Administration Highway Federal

nation–wide network of LTAP centers established by the the by established centers LTAP of network nation–wide

Assistance Program (LTAP) center for SC. for center (LTAP) Program Assistance S is part of a a of part is S T

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Civil Engineering Department, is the Local Technical Technical Local the is Department, Engineering Civil University

S, administered by the Clemson Clemson the by administered S, T Carolina. South in personnel

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the benefit of county and municipal government agency government municipal and county of benefit the

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Transportation Technology Transfer Service (T Service Transfer Technology Transportation S) for for S)

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is published by the South Carolina Carolina South the by published is Are We ThereYet? We Are