Tag Archive for 'Federal Highway Administration (FHWA)'

2018 National Work Zone Awareness Week

2018 National Work Zone Awareness Week:

“Expect the Unexpected” In Roadway Construction Work Zones, ARTBA Say 

April 10 Kick-Off in Chicago, April 11 “Go Orange Day” Coincide with Unofficial Start of Construction Season
 What’s happening on the nation’s roadways should always have the full attention of motorists, but it’s even more critical as drivers approach and pass through construction work zones, the American Road & Transportation Builders Association (ARTBA) says.

Paying attention to signs, maintaining safe following distances, signaling intentions and “expecting the unexpected,” are keys to preventing work zone crashes that kill and injure drivers, passengers, pedestrians, and workers.

Over the past five years, over 3,300 people—including an estimated 650 workers—have been killed nationally in work zone crashes, with distracted driving blamed directly for at least 500 of the deaths, according to government data. More than 35,000 people annually are injured at these work sites.

As part of the 19th annual National Work Zone Awareness Week (NWZAW), April 9-13, ARTBA Foundation-managed National Work Zone Safety Information Clearinghouse (www.workzonesafety.org) has produced a free brochure providing tips for safely navigating work zones.

The theme for the 2018 NWZAW is “Work Zone Safety: Everybody’s Responsibility.” An official kickoff was held April 10 at the Jane Byrne Interchange reconstruction project in Chicago. Mark Borkowski chairman of ARTBA state chapter affiliate, the Illinois Road & Transportation Builders Association, represented the ARTBA Foundation at the event.

Wednesday, April 11, is “Go Orange Day,” when transportation professionals and others across the nation are urged to wear orange to show their support for work zone safety. Help spread this important message by taking a selfie or group photo and posting it to social media using the hashtags: #Orange4Safety or #OrangeForSafety.

More information can be found on the NWZAW website.

The National Work Zone Safety Information Clearinghouse, now in its 21st year, handles more than 200,000 requests annually. It provides users with information on accident and crash data, flagging, emerging technologies and equipment, best practices, key safety experts, laws and regulations, safety standards, research publications, training videos and programs, and successful public education campaigns. Materials are available in Spanish, Chinese, Japanese, French, Russian, and Arabic.

For more information about the Clearinghouse operations, contact ARTBA Senior Vice President of Safety & Education Brad Sant.

President Trump Is Cutting Red Tape On Infrastructure Projects

President Trump Is Cutting Red Tape On Infrastructure Projects

IMPROVING ENVIRONMENTAL REVIEWS:  President Trump’s Administration is working together to improve and streamline environmental reviews for major infrastructure projects.

  • Federal agencies are signing the One Federal Decision Memorandum of Understanding (MOU), establishing a coordinated and timely process for environmental reviews of major infrastructure projects.
  • The signatories of the MOU have agreed to an unprecedented level of collaboration in the environmental review process and include the:
    • Departments of the Interior, Agriculture, Commerce, Housing and Urban Development, Transportation, Energy, and Homeland Security
    • Environmental Protection Agency
    • U.S. Army Corps of Engineers
    • Federal Energy Regulatory Commission
    • Advisory Council on Historic Preservation
    • Federal Permitting Improvement Steering Council
  • One lead Federal agency will be responsible for navigating each major infrastructure project through the entire Federal environmental review and permitting process.
    • Until now, project sponsors have had to navigate decision-making processes across multiple Federal agencies. Federal agencies will work with the lead agency for a project to develop a single Environmental Impact Statement and sign a single Record of Decision.
    • The lead agency will seek written concurrence from other agencies at important points in the process.
  • Federal agencies will follow permitting timetables established by the lead Federal agency, with a goal of completing the process within two years.
    • In the past, Federal agencies were generally not required to follow a comprehensive permitting timetable.
    • Under the MOU, Federal agencies will conduct their review processes at the same time, rather than sequentially, which has led to unnecessary delays.
  • The MOU will ensure interagency issues and disputes are elevated and resolved in a timely manner.
    • Previously, interagency disputes could remain unresolved for years.

DELIVERING STREAMLINED DECISION-MAKING: The One Federal Decision MOU follows through on the President’s policy of streamlining inefficient and lengthy environmental reviews.

  • The MOU will deliver on the President’s policy of One Federal Decision for major infrastructure projects.
  • President Trump’s Executive Order 13807 established a One Federal Decision policy for major infrastructure projects.
    • The Executive Order directed the Office of Management and Budget and the Council on Environmental Quality to develop a framework for implementing One Federal Decision.

CUTTING COSTLY DELAYS:  Inefficient environmental review processes have led to unnecessary delays, depriving our communities of needed infrastructure projects.

  • The MOU improves Federal agency cooperation and ensures Federal agencies establish coordinated permitting timetables for major infrastructure projects, cutting down on needless delays.
  • Too many important infrastructure projects have been held up for years by the environmental review process.
  • The median environmental review completion time for a complex highway project is more than seven years, according to a 2014 Government Accountability Office report.
  • The environmental review and permitting process for the Herbert C. Bonner Bridge Replacement Project in North Carolina took more than 20 years.
    • The environmental review process involved numerous studies and interagency disputes and was subject to extensive delays.
    • The original bridge was well past its design life and is now being replaced with a design that can better withstand the harsh coastal environment.
    • The One Federal Decision framework would have allowed for a much more timely environmental review process.
  • Loop 202, a critical freeway project which will provide an alternative route of travel around Phoenix, took well over a decade to complete the environmental review process.
    • Loop 202’s environmental review faced numerous setbacks and dragged on for years due to poor communication, no agreed upon timetable and other issues.
    • The project, which is the largest in Arizona’s history, is finally in the final stages of development.
    • Had One Federal Decision been in place, agencies could have identified and resolved conflicts throughout project development and reduced their impact on project schedules.

Tom Ewing’s Environmental Update

*  Peer review?  Federal Highway is proposing to formally add a value engineering (VE) requirement to big-ticket projects in which the feds are
significant contributors.  VE is a systematic review and analysis during a project’s concept and design phases by a multi-discipline team of persons not involved in the project.  Project managers would undertake VE to get recommendations and ideas that assure project functions – safety, reliability, efficiency – are delivered at the lowest overall cost.  VE would be required for National Highway System projects receiving Federal assistance with an estimated cost north of $50 million.  For bridge projects, that cost is $40 million.  FHWA started this process last week, requesting the Office of Management and Budget to approve this “new information collection.”  Public comments are due April 30.

*  GM and Toyota asked EPA to approve off-cycle carbon dioxide (CO2) credits allowed under EPA’s light-duty vehicle greenhouse gas emissions
standards.  ‘‘Off-cycle’’ emission reductions can be achieved by “employing technologies that result in real-world benefits, but where that benefit is not adequately captured on the test procedures used by manufacturers to demonstrate compliance with emission standards.”  EPA’s light-duty vehicle greenhouse gas program may recognize these benefits and automakers have several options for generating “off-cycle” CO2 credits.  First, however, the companies have to provide EPA with a methodology that documents the benefits, which EPA must approve.

*  Gordon van Welie, president and CEO of ISO New England, spoke to the press last week during the ISO’s annual press briefing.  Van Welie said
New England’s power grid “continues to operate reliably and competitive markets are working, but significant challenges are on the horizon.”  This is a complex (maybe ‘perfect storm’) set of issues.  As more oil, coal and nuclear plants retire in the coming years, keeping the lights on becomes more tenuous. To avoid greater reliability risks, van Welie said: “we soon may need to make sure replacement energy from new resources will be online before non-gas resources can be allowed to retire.”  That’s going to be difficult.  This is not just “drop-in fuels.”  Reliability is more than just substituting electrons.  And if you take a look at the project approval queue there aren’t many renewable generation projects, at scale, ready to go.  Critically, of the projects that are proposed, the ISO reports that “historically, about 68% of the megawatts proposed are never built.”

Tom Ewing
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513-379-5526 voice/text

TRIP Reports: Kentucky’s Surface Transportation System road and bridge conditions, traffic safety, travel trends, and needs

Kentucky’s Surface Transportation System road and bridge conditions, traffic safety, travel trends, and needs

www.tripnet.org

The quality of life and economic health of a community is closely tied to the reliability, safety and physical condition of its transportation system.  An efficient, safe and well-maintained transportation system provides economic and social benefits by providing individuals access to employment, housing, healthcare, education, goods and services, recreation and social activities while connecting businesses to suppliers, markets, and employees.

A lack of adequate transportation funding can result in deteriorated road and bridge conditions, diminished traffic safety and reduced access, all of which hamper business productivity, limit economic development opportunities, increase vehicle operating costs and reduce a region’s overall quality of life.  Providing a safe, efficient and well-maintained 21st-century transportation system, which will require long-term, sustainable funding, is critical to supporting economic growth, improved safety, and quality of life.

TRIP has prepared individual reports on travel trends, traffic safety, and road and bridge conditions in each of Kentucky’s 12 Highway Districts. This summary document includes information for each Highway District and statewide.

Sources of information for the report include a survey of county governments by the Kentucky Magistrates & Commissioners Association (KMCA), the Kentucky Office of Highway Safety and the Federal Highway Administration (FHWA).

Population and Travel Trends

Kentucky was home to 4.4 million residents in 2016, based on estimates from the U.S. Census Bureau.   Vehicle travel in the state totaled 49.5 billion miles in 2016, an increase of five percent since 2013 (according to the Federal Highway Administration).

Pavement Conditions

The life cycle of Kentucky’s roads is greatly affected by the state and local governments’ ability to perform timely maintenance and upgrades to ensure that road and highway surfaces last as long as possible.

Based on results of a TRIP survey completed by members of KMCA, TRIP has calculated the share of county maintained roads in poor, fair or good condition throughout the state and in each of the state’s 12 Highway Districts. Survey responses indicated 20 percent of Kentucky’s county-maintained roads are in poor condition, 26 percent are in fair condition and 53 percent are in good condition (pavement conditions for one percent of county maintained roads were unreported).

The chart below details pavement conditions on county maintained roads statewide and in each of the state’s 12 Highway Districts.

CHART 1: Share of county maintained roads in poor, fair or good condition in each Highway District and statewide.

Roads rated poor may show signs of deterioration, including rutting, cracks, and potholes. In some cases, poor roads can be resurfaced but often are too deteriorated and must be reconstructed. Roads rated in fair condition may show signs of significant wear and may also have some visible pavement distress. Most pavements in fair condition can be repaired by resurfacing, but some may need more extensive reconstruction to return them to good condition.

Pavement failure is caused by a combination of traffic, moisture, and climate. Moisture often works its way into road surfaces and the materials that form the road’s foundation. Road surfaces at intersections are even more prone to deterioration because the slow-moving or standing loads occurring at these sites subject the pavement to higher levels of stress. It is critical that roads are fixed before they require major repairs because reconstructing roads costs approximately four times more than resurfacing them.

The KMCA survey of county governments found that 29 percent of Kentucky’s county-maintained roads are in need of resurfacing, but current funding levels will only allow for the resurfacing of three percent of the state’s county-maintained roads in 2017. The survey also found that nine percent of the state’s county-maintained roads are in need of reconstruction, but current funding will only allow for the reconstruction of one percent of county-maintained roads in 2017.

The chart below details the share of miles of county-maintained roads in each Highway District and statewide that are in need of resurfacing or reconstruction, as well as the share that are projected to be resurfaced or reconstructed in 2017 with the current amount of funding available.

Chart 2. Share of county-maintained roads in need of resurfacing or reconstruction and share that will be able to be resurfaced or reconstructed in 2017.

Bridge Conditions:

Kentucky has 14,265 bridges that are at least 20 feet long and are included in the . According to NBI data, in 2016, 1,110 of these bridges (eight percent) were rated as structurally deficient.

A bridge is structurally deficient if there is a significant deterioration of the bridge deck, supports or other major components. Bridges that are structurally deficient may be posted for lower weight limits or closed if their condition warrants such action. Deteriorated bridges can have a significant impact on daily life. Restrictions on vehicle weight may cause many vehicles – especially emergency vehicles, commercial trucks, school buses and farm equipment – to use alternate routes to avoid weight-restricted bridges. Redirected trips also lengthen travel time, waste fuel and reduce the efficiency of the local economy.

The following chart provides information on the share of structurally deficient bridges statewide and in each Highway District.

CHART 3: Share and percentage of structurally deficient bridges in each Highway District and statewide.

Source: TRIP analysis of Federal Highway Administration National Bridge Inventory data.

Traffic Safety:

Three major factors are associated with vehicle crashes: driver behavior, vehicle characteristics, and roadway features. It is estimated that roadway features are likely a contributing factor in approximately one-third of fatal traffic crashes. Roadway features that impact safety include the number of lanes, lane widths, lighting, lane markings, rumble strips, shoulders, guard rails and other shielding devices, median barriers, and intersection design.

Improving safety on Kentucky’s roadways can be achieved through further improvements in vehicle safety; improvements in driver, pedestrian, and bicyclist behavior; and, a variety of improvements in roadway safety features.

The severity of serious traffic crashes could be reduced through roadway improvements, where appropriate, such as adding turn lanes, removing or shielding obstacles, adding or improving medians, widening lanes, widening and paving shoulders, improving intersection layout, and providing better road markings and upgrading or installing traffic signals. Roads with poor geometry, with insufficient clear distances, without turn lanes, lacking or having narrow shoulders for the posted speed limits, or poorly laid out intersections or interchanges, pose greater risks to motorists, pedestrians, and bicyclists.

Based on TRIP analysis of data provided by the Kentucky Office of Highway Safety, during the three-year period of 2014 to 2016, there was an average of 755 fatalities per year in Kentucky. Forty-eight percent of traffic fatalities in the state during this period was as a result of a vehicle leaving the roadway. During the three-year period of 2014 to 2016, there was an annual average of 3,168 serious injuries as a result of traffic crashes in Kentucky.

According to TRIP analysis of data provided by the Kentucky Office of Highway Safety, the traffic fatality rate in Kentucky during the three-year period of 2014 to 2016 was 1.54 deaths per 100 million miles of vehicle travel. This compares with a national average of 1.08.

The chart below details the average number of traffic fatalities and serious injuries each year from 2014-2016, the share of fatalities involving the vehicle leaving the roadway during that time and the fatality rate per 100 million vehicle miles of travel (VMT).

Chart 4. Traffic fatalities, serious injuries, share of fatalities involving the vehicle leaving the roadway and the fatality rate per 100 million vehicle miles of travel in each Highway District and statewide.

 

 

 

 

 

 

TRIP Reports: The release of TRIP’s national rural roads report generated a good deal of news coverage…

The release of TRIP’s national rural roads report generated a good deal of news coverage when it was released last June and in the following months. Today, the report’s findings were quoted in the following White House briefing statement addressing America’s rural infrastructure needs. Click here to view online.

Building a Stronger America: Rural Communities Need Reliable, Modern Infrastructure

Infrastructure & Technology   Issued on: February 21, 2018

“No longer will we allow the infrastructure of our magnificent country to crumble and decay.”

President Donald J. Trump

RURAL INFRASTRUCTURE IS IN NEED OF REPAIR: Infrastructure systems across rural America have fallen into a state of disrepair, holding back rural communities.

  • More than a third of all major rural roads in the United States were in poor or mediocre condition in 2015 according to a report by TRIP, a national transportation research organization.
    • 15 percent of major rural roads were rated in poor condition.
    • 21 percent of major rural roads were rated in mediocre condition.
    • 14 states had 20 percent or more of their major rural roads rated in poor condition, with some states having around 40 percent in poor condition.
  • Ten percent of all rural bridges were rated as “structurally deficient” in 2016, according to TRIP.
  • Small community water systems, or systems that serve 3,300 people or fewer, have $64.5 billion in funding needs over a 20 year period according to a report by the Environmental Protection Agency.
    • Because small water systems lack economies of scale, small cities often experience the largest percentage increase in user charges and fees.
  • More than 100,000 miles of rail lines have been abandoned over the past few decades, reducing critical rail access in many rural communities.

INSUFFICIENT BROADBAND ACCESS: Far too many Americans living in rural communities lack sufficient broadband access. 

  • The high cost of rural broadband deployment has prevented commercial internet providers from installing broadband equipment in rural areas.
  • Insufficient broadband access has left many rural Americans without the tools they need to engage in the modern economy and use important services such as telemedicine and long-distance learning.
  • 39 percent of Americans living in rural areas, 23 million people, lack sufficient broadband access, according to a 2016 report by the Federal Communications Commission.

RURAL PROSPERITY DEPENDS ON INFRASTRUCTURE: It is time to give rural communities the quality infrastructure they need in order to grow and thrive.

  • 93 percent of rural Americans believe Federal investments in infrastructure are important to improving the job situation in their communities, according to a June 2017 poll published by The Washington Post and the Kaiser Family Foundation.
    • 74 percent of rural Americans polled believe infrastructure investments are “very important” to improving the job situation in their communities.
  • Many industries important to the rural economy require efficient infrastructure, including energy production, manufacturing, and agriculture.
  • Communities with agriculture dominant economies need reliable infrastructure in order to effectively conduct business.
    • Effective transportation systems help reduce the prices farmers must pay for operating supplies.
    • The agriculture industry relies on a variety of transportation methods such as trucking, rail, and waterways to maintain the agriculture supply chain.

The White House