kutc spring 2006 newsletter - university of kansaskutc/pdffiles/kutcspring2006.pdf ·...

NewsletterA quarterly newsletter of the Kansas Local Technical Assistance Program (LTAP) at the Universityof Kansas Transportation Center with funding from Kansas DOT and the Federal Highway Administration

KUTC Spring 2006

An issue on infrastructure maintenance

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Inside

� Porous asphalt

� Joe Lee honored atretirement party

� What’s new withthe KansasCollaborative

� Fly ash tested incold in-place recyclingof built-up pavement

� How K-TRANresearch projects arechosen

� How much parkingis enough?

� Soil nail launcherstabilizes slopes

� A practical approachto local asphalt recycling

� Pitfalls of allowingbicycling on sidewalksand side paths

� new resources from Kansas LTAP

Please help us reachmore people in youragency by routing thisnewsletter.

_____administration

_____engineering

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Mark your calendar for MINK6

October 18-19, 2006St. Joseph, MO

Join county engineers and local roadofficials from the four “MINK” states(Missouri, Iowa, Nebraska and Kansas),plus FHWA and DOT representatives,as they discuss funding and road safetyand maintenance issues. Topics willinclude when to pave a gravel road,avoiding EPA fines for erosion at worksites, SAFETEA-LU provisions affectinglocal agencies, access management inrural areas, and more. Look for anagenda in the mail soon.

Pervious concrete gaining popularity

. . . by Dennis Smith, ProgramCoordinator, Nebraska LTAP . . . . .

Nebraska has seen its first perviousconcrete placed (other then demos)in a 20-house residential project in

Lincoln. On May 1, 2006, Constructors Inc.out of Lincoln placed 120 yards of perviousconcrete as a driveway/alley (400 ft x 16 ft)for the Liberty Village housing developmentat 22nd and Vine Street. Ready-Mix ofLincoln supplied the pervious concrete.

The developer wanted to use this kindof pavement because his housing develop-ment was adjacent to a flood control projectpresently being constructed through themiddle of Lincoln and the UNL campus.

What is pervious concrete? It is basical-ly your typical concrete without the sandsadded to it. By taking the fine sands out ofa concrete mix it creates a product thatlooks like a rice crispy bar, full of air voidsto channel the water through it and backinto the ground below.

With the clay soils in Eastern Nebraska,a drainable rock sub-grade (6 -12 in. deep)

is needed underneath the top layer of pervi-ous concrete (6 in. thick) to be used as atemporary retention pond to give the under-lying soils time to absorb the rainwater.With a sandier soil like we have in theWestern part of our state, pervious concretemay be able to be placed on grade.

This environmentally friendly pavementallows rainwater to run right through it andback into the ground without having to gothrough a city’s sewer system. An overflowdrain-tile system can be built into the sub-grade below the permeable pavement to pre-vent possible saturation from heavy rains dueto clay soils. If needed, this drain tile systemcan be tied into the sewer system at one endof the roadway or parking area, but theintent is to allow as much water as possibleto flow back into the ground below.

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KUTC Newsletter Spring 2006

Pervious concrete,continued from page 1

See the difference: Pervious concrete in the foreground shows no water retention.

. . . by Thomas H. Cahill, P.E.,Michele Adams, P.E., and CourtneyMarm of Cahill AssociatesEnvironmental Consultants . . . . . . .

Parking lots and other pavedareas are often implicated asone of the causes of storm water

problems. As these impervious sur-faces “seal” the surface of the land,

every drop of rainfall on the pavedsurface is forced to run off, contribut-ing to flooding problems and washingthe dirt and pollutants from these sur-faces into streams and waterways. Atthe same time, water has often beenregarded as the “enemy” of asphalt,causing numerous subbase failureproblems, potholes, cracking, andgeneral pavement degradation. Great

Porous asphalt—Another choice for permeable pavements

Is this type of pavement some-thing new? Pervious pavements havebeen in use in the U.S. for about 35

years. It began as a storm water man-agement tool in our warmer climatestates that do not go through freeze/thaw cycles. Highly developed areassuch as parts of Florida actuallyrequire a certain percentage of perme-able pavement with new develop-ments to keep from overburdening their sewer systems.

With the use of a drainable sub-grade the Northern (freeze/thaw)states have begun using it more often.Denver, Colorado has placed perviousparking lots in its highly developedurban areas as a means of meetingstorm water management require-ments without having to add to theirsewer systems. Numerous otherMidwestern states have projectsscheduled for this summer.

The College of Civil Engineeringat Iowa State University is presentlyconducting research of pervious con-crete to see if it meets the durabilityand freeze/thaw tests required tomake this a viable product in stateswith freeze/thaw climates. Their earlyresults are showing it can meet dura-bility requirements and withstand our climates, if properly designed.

There is a push nationally to starteducating more contractors and con-crete suppliers on the proper place-ment and mix designs of perviouspavements. Developers and design-types throughout the Midwest arefinding more uses for pervious pave-ments to help meet various environ-mental requirements and other needs.

It will not happen overnight, but per-vious pavements are coming to adevelopment near you.

This past March I attended aclass in Baltimore, Maryland, to getcertified as a Pervious Concrete

Technician. Please call me at theNebraska LTAP office if you havequestions, I enjoy talking pervious.

With the use of a drainable sub-grade, freeze/thaw stateshave begun using pervious concrete more often.Numerous Midwestern states have projects scheduled for this summer.

Want to learn more?The Kansas Ready Mixed ConcreteAssociation is offering perviousconcrete training in Topeka onSeptember 20. For more informa-tion call Kerry Navinskey at: (785) 235-1188.

[You can reach Dennis Smith at(402) 472-5748 or by email [email protected]]

Reprinted and adapted with permis-sion from Nebraska LTAP. �

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efforts are often taken to assure thatwater does not enter the roadwaymaterial, especially in areas withnumerous freeze/thaw cycles.

Strangely enough, porous asphaltoffers the opportunity to address bothof these problems in many parking lotand paved area applications. With theproper design and installation, porousasphalt parking areas can provide cost-

effective, attractive parking lots with alife span of 20 years or more, and atthe same time, provide storm watermanagement systems that promoteinfiltration, improve water quality,and eliminate the need for a detentionbasin. While this almost sounds toogood to be true, the technology isreally quite simple.

The secret to success is to providethe water with a place to go, usuallyin the form of an underlying, open-graded stone bed. As the water drainsthrough the porous asphalt and intothe stone bed, it slowly infiltrates intothe soil. The stone bed size and depthmust be designed so that the waterlevel never rises into the asphalt. Thisstone bed, often 18 to 36 in. deep,provides a tremendous subbase for theasphalt paving.

Even after 20 years, porous lotsshow little if any cracking or potholeproblems. The surface wears well, andwhile slightly coarser than conven-tional asphalt, it is attractive andacceptable. Most people parking onthe lot will not notice (or believe) thatit is porous.

An added advantage to porousasphalt is that it does not require spe-cial additives or proprietary ingredi-ents. It does not require the contractor

to have special paving equipment orskills. With the proper information,most asphalt plants can easily preparethe mix and general paving contrac-tors can install it.

CostPorous pavement does not cost morethan conventional pavement. On ayard-by-yard basis, the asphalt cost is

approximately the same as the cost ofconventional asphalt. The underlyingstone bed is usually more expensivethan a conventional compacted sub-base, but this cost difference is gener-ally offset by the signif-icant reduction instorm water pipes andinlets. Additionally,because porous pave-ment is designed to “fitinto” the topography ofa site, there is generally less earthworkand no deep excavations.

When the cost savings providedby eliminating the detention basin areconsidered, porous pavement isalways an economically sound choice.On those jobs where unit costs havebeen compared, the porous pavementhas always been the less expensiveoption. Current jobs are averagingbetween $2,000 and $2,500 per park-ing space for parking, aisles, andstorm water management.

ConstructionInvariably, when an infiltration-relatedBest Management Practice (BMP)fails, it is due to difficulties and mis-takes in the design and constructionprocess. This is true for porous pave-ment and all other infiltration BMPs.

Carelessness in compacting thesubgrade soils, poor erosion control,and poor-quality materials are allcauses of failure. For that reason, weprovide detailed specifications on site protection, soil protection andsystem installation.

On every project, we meet withthe contractor before constructionand discuss the need to prevent heavyequipment from compacting soils, theneed to prevent sediment-ladenwaters from washing onto the pave-ment, the need for clean stone, etc.We verbally review the installationprocess with the project foreman.During construction, we routinelystop by the site or provide construc-tion advice. Successful installation ofany infiltration BMP is a hands-onprocess that requires an active role forthe designer. While we have preventedfailures with this approach, most ofthe problems we have seen at otherinfiltration BMPs are a result of con-

struction problems. Often the failuredoes not lie with the contractor orwith poor soils, but instead is due to alack of specific guidance for construc-tion procedures.

Because construction sites areinherently messy places, we have oftenfound it best to install the porouspavement towards the end of the con-struction period. By doing this, thereis less risk of creating problems. Onmany projects, we will excavate thestone bed area to within six inches ofthe final grade and use the empty bedarea as a temporary sediment basinand storm water structure. Care mustbe taken to prevent heavy equipmentfrom compacting the soils, but sedi-ment can accumulate. In the laterstages of the project, the sediment is

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The use of sand or gravel for deicing is detrimental tothe porous surface. However, salt may be used, and thesurface may be plowed if needed. In fact, light plowingis often all that is needed, because the remaining snowmelts and drains through the asphalt.

Porous asphalt does not cost morethan conventional asphalt and doesnot require special equipment.


Correction

In our last issue we inadvertentlyommitted a Kansas County RoadScholar from our list of recent

graduates at the supervisory level.Congratulations to Robert Reed ofCoffey County for this accomplish-ment. We apologize for the error. �

removed, the bed is excavated to finalgrade, and the porous pavement sys-tem installed. This also avoids theneed for a separate sediment basinduring construction.

Maintenance We recommend that all porous pave-ment surfaces be swept twice per yearwith an industrial vacuum sweeper.Unfortunately, like many storm water

maintenance requirements, this adviceis often overlooked or forgotten.Fortunately, even without regularmaintenance, the systems continue tofunction. (We routinely send gradstudents and recent-hires out in hurri-canes to confirm this.)

When runoff is conveyed fromadjoining areas or roof surfaces intothe bed, we often use a drop inlet boxor other structure to reduce theamount of detritus and sediment thatis conveyed to the bed. This structurealso requires regular removal of sedi-ment and debris.

Deicing and freezing issuesOne of the most common questionswe receive relates to concerns aboutfreezing conditions. Freezing has notbeen an issue, even in very cold cli-mates. We were quite surprised whenthe owners of early installations firsttold us that there was less need tosnow-plow on the porous pavementsurfaces. The underlying stone bedtends to absorb and retain heat so thatfreezing rain and snow melt faster onthe porous pavement. The waterdrains through the pavement and intothe bed below with sufficient voidspace to prevent any heaving or dam-age, and the formation of “black ice”is rarely observed. The porous surfaces

tend to provide better traction forboth pedestrians and vehicles thanconventional pavement. Not a singlesystem has suffered freezing problems.

Obviously the use of sand orgravel for deicing would be detrimen-tal to the porous surface. However,salt may be used, and the surface maybe plowed if needed. Most sites havefound that light plowing eliminatesthe need for salt since the remainingsnow quickly drains through theasphalt. This has the added benefit ofreducing groundwater and soil conta-mination from deicing salts.

Where it doesn’t work Because porous asphalt has reducedfines, it has less shear strength capabil-ity, and therefore is not recommendedfor situations such as airport taxiwaysor slopes over six percent. We have notused the material for roadways,although it has been applied moreextensively in Europe. There are alsolocations where the threat of spills andgroundwater contamination is quitereal. In those situations (such as truckstops and heavy industrial areas), wehave applied systems to treat for waterquality (such as filters and wetlands)before any infiltration occurs. Theability to contain spills must also beconsidered and built into the system.Finally, we have avoided the use ofporous asphalt in areas where thepavement is likely to be coated orpaved over due to a lack of awareness,such as individual home driveways.

Variations on the theme:porous walkways and play-grounds; porous concrete More recently, we have applied theasphalt to situations such as walkwaysand playgrounds, including paths atSwarthmore College in Philadelphia,and an urban playground at the PennNew School in Philadelphia. AtSwarthmore College, the paths arenot part of an infiltration bed but aremerely intended to reduce imperviouscover. The Penn New School project

works to reduce the volume of stormwater discharge. Both of these appli-cations are “retrofits” in urban areasthat were previously paved. Althoughwe have used other materials such asporous concrete for both sidewalksand parking areas, the asphalt is lessexpensive and easier to install, and itremains our first choice. Even in hotsouthern climates, such as theUniversity of North Carolina inChapel Hill where two large com-muter parking lots have recently beeninstalled, the porous asphalt has per-formed quite well.

Summary Bituminous asphalt for parking lotshas proven itself to be one of the mosteffective and affordable techniques foraddressing storm water managementfrom development. It performs inboth hot and cold climates and in avariety of situations. To date ourinstallations include schools and uni-versities, corporate offices, industrialsites, shopping centers, parks,libraries, a prison, and even fast foodrestaurants. Porous asphalt is cost-effective, long-lasting, and an idealsolution to reducing the environmen-tal effects of pavement.

Reprinted with permission of theNational Asphalt PavementAssociation from their Hot Mix AsphaltTechnology magazine, September/October 2003. The KUTC thanksMarc Elmore of the KentuckyTransportation Center from whom wereceived this story for reprint. �

Porous asphalt,continued from page 3

Not a single system hassuffered freezing problems.


. . . by Lisa Harris . . . . . . . . . . . . . .

Friends and colleagues gatheredon May 11 to honor the careerof Joe Lee, professor of civil,

environmental and architecturalengineering. Joe retired from theUniversity of Kansas after 33 yearsof service.

While at KU, Dr. Lee founded theKU Transportation Center (KUTC),which serves as the umbrella organiza-tion for two technology transfer pro-grams: LTAP, serving local road andbridge departments, and RTAP, servingpublic transit agencies. Kansas’s LTAPand RTAP were among the first ofthese programs in the United States.The KUTC also hosts a variety oftransportation research projects.

The KUTC has hosted manyinternational visiting scholars andtransportation professionals over theyears. The KUTC also had a coopera-tively-funded program to provide bestpractices in transportation to Taiwan,developed by Dr. Lee.

While technology transfer andpublic service have been a strong focusfor the Transportation Center, Joe’s firstloyalty was to students. At his retire-ment party, Pat Weaver, KUTC execu-tive director, said Joe would tell staff:“The primary reason we are here is to

What’s new with the Kansas Collaborative

KU Transportation Center founderhonored at retirement party

Joe Lee and Kathy Mulinazzi visit asKathy signs Joe’s guest book.

support students. We must work toprovide every opportunity for studentsto be involved in the work of theCenter to help them leave this universi-ty with the skills they need for success.”Students have participated in researchprojects, coordinated the lendinglibrary, assisted with workshop coordi-nation, reviewed engineering softwareand written newsletter articles.

Joe also taught several courses intraffic engineering. Some his studentswho are now successful professionalsspoke about Dr. Lee’s interest in themas individuals as well as students, andthe value of his guidance.

With his staff, Joe saw himselfmore as a facilitator than a boss.Weaver recalled Joe saying “My job isto hire well, provide staff with thetools they need, then step aside andtrust them to do the job. I will only besuccessful if they are successful.”

In his retirement, Joe will spendmore time with his wife, Eleanor, andtheir family, and pursue transportationand business interests in Taiwan.

On behalf of the KUTC staff andall those who have benefited from theservices of the KUTC, thanks, Joe, foryour vision and leadership and theimportant contributions you havemade to the field of transportation. �

. . . by Lisa Harris . . . . . . . . . . . . . . .

[In our last issue we introduced thework of the Kansas Collaborative andwhat it’s doing to save money for localgovernments. Here’s an update on twoof their efforts.]

1R project. This project will provideadvance notice to local governmentsof 1R road work planned in their areasby KDOT. Early communication willallow local governments to coordinateand budget for additional projects.

The Collaborative’s TransportationBreakthrough Team is working out thedetails for the program. Local officialson that team include Suzanne Loomis(Newton), Hub Caspar (CoffeyCounty), Mike Graf (Ellis County)and Norm Bowers (Johnson County).

A map of planned 1R projects iscompleted for District 3 and mapsshould be ready for the other KDOTdistricts this month. Once completedthe maps will be shared with localgovernments.

GIS project. The purpose of thiseffort is to increase the use of GISamong local governments in Kansas.The GIS Breakthrough Team facilitat-ed six workshops statewide to identifyneeds, reaching 90 percent of theirtarget audience. The team is workingwith the state’s existing GIS PolicyBoard to address those needs.

To date, the team has developed aGIS listserv with 325 participants anda document that outlines ways coun-ties can use GIS.

For more information about theKansas Collaborative, contact JoelWright, TeamTech, (913) 492-4797. �

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Many local governments havelarge networks of rural andcounty roads that often

consist of what are called low-volumeflexible or built-up pavements. Theseare best described as conglomerates ofa base course and wearing courses ofchip seal or other asphalt overlays thathave been built up over many years.Performance of these roads is typicallyinconsistent because of the diversity ofmaterials used in their construction,making maintenance needs difficult topredict and plan. In addition, many ofthese roads often go without anymaintenance at all because of budgetconstraints. In many cases, problemswith these roads go all the way downto subgrade deficiencies.

A proven method of convertingconglomerate pavement sections into durable roads that last manymore years is by recycling old asphaltpavement and the base course intonew roadway using a process calledFull-Depth Cold In-Place Recycling(or “CIR”) with self cementing flyash. CIR is similar to subgrade stabi-lization in that self-cementing fly ashis used as the cementing agent to

stabilize granular materials. CIR is in use in several states,

where it has been shown to producelonger road life at significant savings.The method also provides environ-mental benefits, as the process recyclesdeteriorated asphalt pavement and flyash produced by electric power plants.

A demonstration of this processon approximately 2.5 miles of road-way was conducted in August 2004by JacksonCounty, MO,in collabora-tion withKansas CityPower &LightCompany and Lafarge North AmericaCorporation. Dr. Anil Misra,Professor of Civil Engineering at theUniversity of Missouri-Kansas City,served as an independent researcher toprovide information to JacksonCounty for the development of specsand in the evaluation of the finishedproduct. This demonstration projectwas given the Coal CombustionProducts Partnership (C2P2) 1st prizeaward by the U.S. Environmental

Protection Agency in 2005. During the months that preceded

construction, Dr. Misra and his gradu-ate students made several trips to thedemonstration site to obtain samplesof the asphalt pavement and layers ofbase. While there, they performedDynamic Cone Penetrometer (DCP)testing to establish baseline conditions.

The asphalt and base layer sam-ples were transported back to the labo-ratory for material characterizationand mix design testing, where thequestion quickly became one ofwhether the method used in the lab tocrush the pavement was representativeof the large equipment in the field.Once a comparable method was estab-lished, Dr. Misra’s laboratory went towork on determining optimum fly ashand moisture levels in order to attainmaximum strength and density of thefly ash-treated RAP road base.

The research team was at the siteto take DCP readings on the new roadbase as it cured—both immediatelyafter compaction and after 24 hourshad elapsed. These DCP readings were

used to verify the design assumptionsand are being analyzed to developconstruction specifications and designand quality control guidelines.

For more information, contactDr. Anil Misra, P.E., Professor of CivilEngineering University of Missouri-Kansas City, Phone: (816) 235-1285,Email: [email protected].

Reprinted and adapted with permis-sion from the Missouri LTAP. �

Fly ash tested near Kansas City as stabilizer for cold in-place recycling of built-up pavement

The CIR method is used in several states,where is has been shown to producelonger road life at significant savings.

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of KDOT’s bureau chiefs and assis-tant bureau chiefs with two represen-tatives from each university and onefrom FHWA.

The seven Area Panels (see above)review their assigned preproposals andprioritize them. The Area Panels maymodify an idea to better meet needs(with concurrence of the submitter).

By late February, the ResearchTechnical Committee again meets tohear the Area Panel’s recommenda-tions. Committee members rate theprojects they feel are the highest prior-ity to meet KDOT research needs.The highest-rated preproposals fromeach university become the candidateproject list presented to the ResearchProgram Council for consideration.

The final cutIn mid- to late March, the ResearchProgram Council reviews the prepro-posals on the candidate list and makesthe final selections. The council seeksa nearly even split of funding betweenthe two universities, which is uniqueamong state research programs thatoften exacerbate competition betweenstate universities.

KDOT Korner

. . . by Lisa Harris . . . . . . . . . . . . . . .

[In our last issue we provided infor-mation on how to find K-TRANresearch reports online. Here we’ll tellyou how KDOT decides which pro-jects to fund each year, and how localagencies can get their ideas consideredfor research funding.]

K-TRAN is a cooperative effortbetween the Kansas DOT, theUniversity of Kansas and

Kansas State University to advanceresearch in transportation in Kansas.Here’s how K-TRAN works:

During the summer, KDOTsolicits ideas for research projects.KDOT sends requests for researchideas to KU, KSU, industry partners,cities and counties. The deadline forsubmitting ideas is September 1.These ideas are screened by KDOT’sResearch Program Council, with a fewbeing directed to in-house research oranswered from existing researchresults. The remainder become needs.

In late October, KDOT hosts a“Research Needs Day” to provide anopportunity for faculty to discussresearch needs and interests withKDOT staff and FHWA representa-tives. Faculty interested in learningmore about KDOT research needstypically attend this event.

During November, KDOT solicitsresearch project statements (also calledpreproposals) from faculty at KSU andKU. The deadline for submitting pre-proposal packets is December 1.

In mid-December, KDOT’sResearch Technical Committee has apreliminary discussion about the pre-proposals received and confirmsassignments of ideas to specific AreaPanels. This committee is composed

How projects are selected for K-TRAN research

Priority is usually given to pro-jects favored by the Area Panels andthe Research Technical Committeeand, ultimately, to projects that havethe most far-reaching impact on trans-portation in Kansas.

This Council includes theSecretary of Transportation, AssistantSecretary and State TransportationEngineer, the FHWA DivisionAdministrator, the deans of engineer-ing KU and K-State, the ChiefEngineer of the Kansas TurnpikeAuthority, a county engineer and apartner of a large consulting firm.

By mid April, K-State and KUfaculty and administrators are notifiedof their funded projects. Official noti-fication is sent by KDOT, and thework begins. It typically takes severalyears to complete and publish a K-TRAN research project, onceapproved. In some cases KU and K-State faculty collaborate on projects.

Where do you come in? Some K-TRAN projects have beenrequested by local governments. A recent example is research on the

KDOT’s Area Panels

Proposals for K-TRAN research projects go to Area Panels in thefollowing subject areas:• Planning, administration and computing• Operations: pavements, materials, construction and maintenance• Geometric design, drainage and environmental• Structural• Traffic operations; driver and pedestrian safety• Multimodal: rail, aviation, public transit and freight• Local government

Each panel has a representative from KDOT, KU, KSU, and FHWA’sKansas Division. These panels start the prioritization process.


How much parking is enough?

. . . by Norman Garrick and WesleyMarshall, Univeristy of Connecticut . .

Parking and the provision of park-ing is an often-overlooked aspectof the transportation system.

But parking plays a key role in theeconomic and social vitality of citiesand commercial centers. The extent towhich most cities address this issue isby ensuring their zoning regulationsmandate an ample supply of parkingfor any new development. There aresound reasons for this approach: thecities want to ensure that shoppers arenot discouraged by a lack of parkingand that spillover parking does notinundate neighborhoods. But when isenough parking too much of a goodthing? In fact, can there be such athing as too much parking?

A growing number of cities andtowns around the country are answer-ing yes to this last question. They arebeginning to recognize that too muchparking can be as bad as too little andare taking steps to regulate thedemand and the supply of parking.Some cities now mandate a parkingmaximum and not a minimum, as is

the norm. They point out that thedetrimental effects of too much park-ing are hard to measure but they arenonetheless quite real.

Clearly too much parking wastesland and carries with it a sizable eco-nomic penalty, especially in terms ofwasted opportunities. But more impor-tant, too much parking often saps thevitality of an area by creating largedead zones where people do not wantto be. There is also a growing recogni-tion that it is not just the amount ofparking that is important. How it isarranged relative to the buildings, whoowns it, and how it is operated are allfactors that affect the extent to whichparking will have a positive or adverseeffect on the surrounding land uses.

Study compares conventionalvs. mixed-use shopping centersTo get a better handle on some ofthese issues, in 2003 we started a two-year study of parking at six commercialcenters around New England. Our pri-mary goal was to compare parking atmixed-use, walkable centers to that atshopping centers with more conven-tional development patterns.

The three study sites are all com-pact, mixed-use districts with signifi-cant amounts of retail, entertainment,commercial and residential uses withinthe boundary of the site. Most of theparking at all three sites is owned andoperated by the municipalities, whichcharge for parking in their facilities.The three study sites are also surround-ed by residential districts and are con-nected to these districts by a dense net-work of streets with very good pedes-trian facilities. Therefore, there is thepotential for people from these sur-rounding districts to access these cen-ters on foot or by bicycle.

In contrast, the three control sitesare generally less compact and morehomogenous in terms of use. Forexample, one of these centers hasretail, entertainment and commercialuses but each use is generally set apartin its own individual pod, separatedby areas of parking. Most of the park-ing at these three sites is owned byindividual businesses and is providedfree of charge. Two of the sites areadjacent to fairly dense residential dis-tricts, but the pedestrian and bicycleconnections to the sites are not verygood. One center is located in a verylow-density suburban area with littleviable pedestrian access.

One final and interesting distinc-tion between the study sites and thecontrol sites is than all three study siteshad significant numbers of on-streetparking spaces, while the control siteshad little or none.

ResultsFewer spaces needed at mixed-use sites.The results of our analysis show thatthe study sites use much less parkingand use the parking more efficientlythan did the control sites. On average,we found that the peak parking use(generally during the holiday shoppingperiod) at the control sites was about

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2.3 spaces per 1000 sq. ft. of buildingsquare footage. The mixed-use studysite required only 1.8 spaces per 1000sq ft, or about 24 percent less than theconvention sites. This lower demandfor parking is noteworthy when oneconsiders the fact that the study siteswere much more vibrant in terms ofthe number of people actually on site.The main factor accounting for thisdifference was the large number ofpeople that access the mixed-use studysite by foot, bicycle, and public transit.

Conventional shopping centers usu-ally have far more parking than neces-sary. In terms of efficiency of use, lessthan 50 percent of the parking spacesat the control sites were filled duringthe peak shopping period, versus 80percent occupancy at the mixed-usestudy sites. In other words, theamount of parking provided at thecontrol sites was more than twice thanneeded even during the peak shoppingperiod. This is a tremendous waste ofland and is also environmentallyunsound, as it means that a significantamount of unnecessary impervioussurface is to be found at these devel-opments. This amount of unusedparking also serves to dampen thevibrancy of urban centers—it is essen-tially a double whammy, since parkingitself is a negative in terms of attract-ing human activity and, at the sametime, parking takes up land that couldbe put to more productive use.

Mixed-use sites promote “park-once”use. The study sites have a few advan-tages that allow them to operatesmoothly at a much higher occupancylevel. One important difference is thatthe study sites have paid municipal lotsand garages that serve the whole centerand not individual businesses. Thisconsolidation of parking affords a greatdeal of efficiency. For example, wefound through surveys that the mixed-use study sites were “park once” dis-tricts. People come to the area, park,and then patronize a number of busi-nesses in the center. In contrast, mostpeople at the conventional sites drive

from one business to another at thecenter and thus end up using multipleparking spaces for each visit. This is avery inefficient use of parking.

There are a number of reasonswhy the mixed-use sites are “parkonce” districts. For one, the act of pay-ing for parking cut down on the ten-dency to move the car once a person isin the district. These mixed-use dis-tricts are also much easier to walk inand provide a more pleasant and moreinteresting environment. Conversely,the conventional sites tend to have dis-connected pedestrian paths and a gen-erally unpleasant walking environment,since people would typically have towalk through parking lots to get fromone type of business to another.

Demand is spread out over morehours at mixed-use sites. The study siteshave a wider mix of land uses. Becauseeach category of business has a differ-ent demand cycle over the course ofthe day, parking is used much more

efficiently. For example, at one of thesites, the consolidated parking is indemand constantly from early morn-ing to well into the night with thetype of users changing from shoppersin the day to diners at night. In con-trast, at one of the conventional siteswhere each lot is dedicated to a specif-ic type of business, some lots are fullduring the day but empty in theevenings, while others have the oppo-site pattern. The end result is thatmany more spaces are needed to servea given level of activity, and there are alarge number of spaces that are usedfor just few hours each day—a verywasteful use of land.

Surprisingly, in spite of the differ-ences in parking use between the studyand control sites, the parking regula-tions for the towns that host these sites

all mandate about the same level ofparking in their zoning regulations.The average requirement is about 5.5spaces per 1000 sq ft of floor area.This is more than 2.5 times theamount of parking that is actually usedeven during peak shopping time. Thisis indicative of the overly cautiousapproach some communities haveadopted in providing for parking.Other studies have shown the sameresults—many towns and cities aredemanding far too much parking, thuswasting land, increasing developmentcosts, deadening our urban centers,discouraging walking and riding, andadding to the runoff into our streamsand rivers.

RecommendationsBased on this study we suggest the fol-lowing strategies for reducing the nega-tive impact of parking:

Reduce minimum parking require-ments. The towns in our study man-

date 2.5 times the amount of parkingthan is actually used during peak shop-ping time. Most developments couldget by with less than 3 spaces persquare foot of building, depending onthe level of activity expected. Even atthis lower level, peak occupancy wouldstill be only about 80 percent.

Encourage connected, mixed-usedevelopment. Our study suggests thatmixed-use centers use fewer parkingspaces and use the parking providedmuch more efficiently. We stress thepoint that these mixed-use places mustbe connected by walkable streets to res-idential areas in order to accrue the fulladvantage in terms of reducing parkingdemand. In Connecticut, we arebeginning to see the development of“lifestyle” mixed-use centers away from

Mixed-use sites have paid municipal lots and garagesthat serve the whole area [with a range of uses and“peak” times] and not just individual businesses.


Nail down slipping soil

[This article was suggested by RodMeredith, Riley County’s assistantdirector for public works. Soil NailLauncher, Inc. was one of many ven-dors at the annual NACE meeting inGrand Rapids, MI. We’ll share moregood ideas from NACE vendors inour next issue.]

. . . by Lisa A. Abraham, staff writer,Akron, Ohio Beacon Journal . . . . . . .

Summit County (Ohio) EngineerGreg Bachman believes he hasfound the solution to the county’s

landslide problem: nails. Really, really

big nails driven into hillsides at speedsof more than 200 mph. Bachman hasconvinced the County Council that atechnique called “soil nailing” is thesolution for landslides that have beentroubling parts of the county since lastsummer’s heavy rains and flooding. It

will be the first time the nailing tech-nique, which involves the insertion of20 ft steel rods into unstable soil, willbe used in Ohio, Bachman said.

Using high-pressure compressedair, a nail launcher with a movablearm blasts the rods into an embank-ment in a grid pattern at extremelyhigh speeds. The Council agreed tohire Grand Junction, Colorado, con-tractor Soil Nail Launcher Inc. to per-form work on seven embankments inthe county that have had landslides orare at risk of having them. Theprocess works because the soilconsolidates around the rods, keepingit from slipping away,thus preventing slides,Bachman said. The nail-ing works best in areaswhere there is a highclay content in the soil.

“The nails aredriven in quicklyand with so muchfocused force thereis virtually no visibledamage to thesurrounding area,” he said, includingnone of the potential waterway sedi-ment pollution caused by traditionalexcavation methods.

While the technique had not pre-viously been used in Ohio, it has beenused successfully in California,Oregon and Colorado by the U.S.

Forest Service and by the ColoradoDepartment of Transportation,Bachman said. There are numerouspotential applications of the soil nailtechnology as a low-cost solution togeotechnical hazards.

According to the company’s Web

turn to page 12 ➤

site—http://soilnaillauncher.com—the nail launcher was originally devel-oped as a secret weapon. The Britishmilitary developed the compressed-airlauncher to deploy nerve gas canistersas far as seven miles away. Whennerve gas warfare was abandoned, aprivate company acquired the deviceand modified it to launch steel bars.

Traditional methods of soil stabi-lization for the seven problem areas inSummit County could cost between$900,000 and $3.5 million, Bachmansaid, but the company has agreed toperform the nailing work for no morethan $300,000.

“We’re saving money doing it thisway as opposed to traditional meth-ods,” said Councilman Tom Teodosio.

Machine launches steel rods into earth to prevent slides.

The process works best in areas with clay soils.

How does it work?

The Soil Nail Launcher can accel-erate a 1.5 in. diameter, 20 ft longsteel bar at 220 miles per hour (see above). The bar enters theearth without significant abrasion.The soil particles then collapseonto the bar, providing surprising-ly high pull-out resistance—manytimes greater than for driven barsand rods.

The Soil Nail Launcher is typ-ically mounted on a tracked exca-vator. It can be mounted on aboutany vehicle or crane basket frame.It weighs about two tons, makingit portable and able to reachremote locations.

This shows a classic shallow fill failure.If the fill has some strength, launchedsoil nails will fix the problem.

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.com


A practical approach to small-patch asphalt recycling

. . . By Ken Skorseth, SD LTAP FieldServices Manager and Arlie Long,LTAP Technical Assistance Provider . .

What do you do when youhave a small area on anasphalt-surfaced road or

street that needs full depth repair?Would it be nice to recycle it or dosome type of reclamation thatprocesses thematerial tomake it reusableas subbase orbase? Here isanother sce-nario: Wouldyou like tomake a cleanutility cut in aroad or street bymilling thematerial,remove it andthen bring itback as baseaggregate afterthe utility workis done? Maybeyou just need amachine that will loosen very hard,compacted base or aggregate surfacingin order to remove or reshape it.

There are two problems in thesituations just mentioned: Small jobsare hard to contract and the equip-ment available is often too large ortoo small. Small milling heads on skidloaders are only suitable for very smalljobs in special situations. On theother hand, the large mills and recy-cling machines are really only suitablefor projects of considerable size.

There is one possible solution. A machine is available that will do allthese things. It is a commercially-manufactured reclamation andmilling attachment that fits on a stan-dard front end loader. The SD LTAPrecently contacted one city and one

county that have purchased thesemachines. Both gave good reports onthe performance of these machines.

Mr. Phil McKaskill, Huron (S.D.)Street Superintendent, commentedthat their machine paid for itself onone job done three years ago. Thatjob involved water main replacementon 40 blocks. They were able to millthe existing asphalt and base aggregate

and haul it to a stockpile. After theutility replacement was done, therecycled material was brought back asbase. They have also used themachine for other applications such astrimming an asphalt surface. In thatcase, Phil cautioned you must usewater to cool the cutting bits.

Mr. Ray Roggow, Union CountyHighway Superintendent andEmergency Manager, commented thattheir machine is paying for itself thisyear on one road-widening job. Thisis being done prior to crack and sealand asphalt overlay of an old concretepavement. The shoulder aggregate hasbeen in place since the 1930s and isvery hard to cut out and shape. Theyuse their reclamation machine to millup the aggregate to a uniform depth

to get ready for widening. Union County did a 9.5 mile job

like this previously and found it aslow process to cut and remove verydense shoulder aggregate with motorgraders. This machine does it in afraction of the time. Union Countyhas also used the machine to processdistressed areas in exiting pavementand reshape it prior to paver patching.They have milled pavement up to 12inches in depth.

We do caution our readers thesemachines have their limitations. Bothmanagers told us these machines donot replace large rotomills or recyclingmachines used on large projects. Theyuse them for spot repair, preparingutility cuts, or, as in Union County’scase, for a special need on a roadwidening job. Both of these machineshave a cutting width of four feet.

The machines have US manufac-tured engines for which parts and ser-vice are easily obtained. The cuttingbits are standard, replaceable, carbide-tipped items which are also common-ly used in other recycling equipmentor on grader bit systems. They, too,are easy to obtain.

As more and more spot repairand rehabilitation and utility replace-ment has to be done on aging asphaltpavements, this may be a machineand a process your department canuse. For more information on thismachine, contact Ken Skorseth,South Dakota LTAP, at (800) 422-0129, or contact the manufacturer,Asphalt Zipper, in Utah at (888) 947-7378 or [email protected].

The KUTC thanks Ken Skorseth andSouth Dakota LTAP for granting uspermission to reprint this article.Photo by Arlie Long. �

A close up view of the machine.


Parking, continued from page 9

town centers. The problem is thatthese centers are still isolated from therest of the community and cannot beaccessed without a car. Places like thisare unlikely to see reduced parkingdemand, but will use the parking pro-

K-TRAN research,continued from page 7

duties of a county engineer. Here arethree ways you can help make surelocal-level projects are considered:

1) Respond to the request forproject ideas sent to local agencies byKDOT’s Bureau of Local Projects dur-ing the summer each year. Again, thedeadline for response is September 1st,but see Step 3 below if you missedthis deadline.

2) Submit ideas to the researchgroup of the Kansas Association ofCounties. If your project becomes ahigh priority for the KAC, it helpsimprove its chances of getting funded,said Dick McReynolds, Engineer ofResearch at KDOT.

3) Call Tom Mulinazzi at KU(785-864-2928) or Bobb Stokes at K-State (785- 532-1595)—or anotherfaculty member you know—with youridea and, if it fits with his/her exper-tise, ask if he/she would be willing todevelop it into a preproposal and sub-mit it by the December 1 deadline.

So don’t be shy. If you have anidea that needs research—especially ifit’s a topic that affects many localagencies in Kansas or the transporta-tion system in general—here’s yourchance to try to get that researchfunded at no cost to you.

For more information about K-TRANresearch, call Dick McReynolds at(785) 291-3841 or see the K-TRANWeb page at: http://www.ksdot.org/bureaus/burMatrRes/PDF/K-TRAN_University_Research_Program.pdf �

Soil nailer, continued from page 10

Bachman said he has an informalconfirmation from the FederalEmergency Management Agency thatthe county may be able to get some ofthe costs reimbursed, since SummitCounty has been declared a disasterarea because of storms.

While most of the sites haven’thad severe slides, they have had con-tinuous slipping over the years, withrepeated cracking in pavement,Bachman said. “They’re slow-movingones where we’ve had to go andrepave the road and it cracks by thenext week,” he said.

A free DVD showing footage ofthe soil nail launcher in action can beobtained by sending your name andaddress to [email protected].

This article was adapted from“Summit plans to nail down troubledsoil,” posted Thursday, June 24,2004, on the Soil Nail Launcher’sWeb site. �

vided more efficiently because of themix of businesses sharing the same lot.

Re-instigate on-street parking. Ourstudy showed that on-street parkingwas the most valued by customers andoften the most convenient. In addi-tion, on-street parking cuts down onthe size of the off-street lot that isneeded, thus reducing the amount ofimpervious surface. However, in theinterest of efficient traffic flow, manytowns have eliminated on-street park-ing and do not provide on-street park-ing in new development.

On-street parking brings otherbenefits in that it serves a traffic calm-ing function, making a town centerfeel safer to pedestrians and more like areal center to drivers and pedestriansalike. On-street parking clearly delin-eates the street as a place rather thanjust somewhere to pass through.

Consider shared municipal lots:Our study suggests that effectively-runmunicipal parking systems providemany advantages in a commercial cen-ter. Lots shared among different typesof businesses are used much more effi-ciently and do not have as many hourswhere they sit empty. In addition,consolidated municipal parking pro-motes a “park once” mindset, whichbenefits all the businesses in a center.Finally, the parking revenue frommunicipal parking systems can be usedto landscape, beautify and maintainthe streets and other public realms ofthe center. The issue of charging forparking is a contentious one, but ourstudy and others suggest that cus-tomers are not resistant to paying areasonable rate for parking.

Few cities and towns have a com-prehensive plan for the provision ofparking in their commercial centers.However, we believe many town cen-ters could benefit immeasurably fromhaving a considered and coordinatedapproach to managing parkingdemand. The current system of over-supplying parking appears to wasteland and resources, is environmentallyunsound, and dampens the economic

and social vitality of commercial cen-ters. The good news is that our studyshows that relatively small changes(such as improving pedestrian connec-tions) can go a long way in reducingthe amount of resources that are devot-ed to parking and in creating morevibrant centers in our cities and towns.

For additional information, contact theauthors: Norman W. Garrick, Ph.D.([email protected]) andWesley E. Marshall, P.E., ([email protected]) at the Universityof Connecticut Department of Civil &Environmental Engineering.

Adapted with permission from theWinter 2005 issue of TechnologyTransfer, a newsletter of theConnecticut Transportation InstituteTechnology Transfer Center. �


A Leg Up

. . . by Lisa Harris . . . . . . . . . . . . . . .

When roads are heavily trav-eled and seem unsafe forbicycling, it makes sense to

allow bicyclists to travel on sidewalks,right? In fact, some communities arebuilding wide sidewalks alongside busyroads specifically to accommodateboth bicyclists and pedestrians. But isthis a good idea? The professional liter-ature says no, unless the potentialproblems can be adequately addressed.

Below is an excerpt from a publi-cation of the Institute of Transporata-tion Engineers (ITE) that warnsagainst mandating or encouragingsidewalk bicycle operation.

From the Traffic ControlDevices Handbook published byITE. Problems with Parallel SeparatedPaths. “It is frequently assumed that aseparated parallel pathway along anarterial street or highway will provide asuperior facility for bicyclists than theprovision of on-street accommodations.While a parallel path may be aestheti-cally appealing, and may serve pedestri-ans well, the use of sidewalks or parallelseparated paths for bicycle accommoda-tion creates the following problems:

These paths will operate as side-walks, and will be used in both direc-tions, despite signing to the contrary.Bicyclists coming from the right willnot be noticed by drivers emergingfrom or entering cross streets and driveways...

Travel in the direction oppositethe flow of traffic is particularly haz-ardous during hours of darkness,because bicyclists may be blinded byoncoming motor vehicle headlamps.

At intersections, drivers will notbe looking for bicyclists, who will betraveling much faster than pedestrians,to enter the crosswalk area.

At approaches to intersections,parked vehicles interfere with the visi-bility of bicyclists to road users. Also,at driveways sight distances on side-walks and sidepaths are often impairedby buildings, property fences, vegeta-tion, and other obstructions.

Stopped cross street motor vehicletraffic or vehicles exiting side streets ordriveways may block the sidepath orsidewalk.

These paths are typically not safefor higher-speed use. Due to the speeddifferential, conflicts between bicy-clists and pedestrians are common.Fixed objects such as parking meters,utility poles, sign posts, bus sheltersand benches, trees, hydrants, andcross-sloped sidewalk ramps also posea hazard to bicyclists.

The development of extremelywide sidewalks or sidepaths does notnecessarily add to the safety of bicycletravel, as wide sidewalks and paths willencourage higher speed bicycle use,magnifying the potential for conflicts atintersections and driveways, and con-flicts with pedestrians and fixed objects.

Many bicyclists will use the road-way instead of the sidewalk or side-path because they have found thehighway to be safer, more convenient,or better maintained. Bicyclists usingthe roadway are often subjected toharassment by motorists, who feel thatin all cases bicyclists should be on thesidepath or sidewalk instead. [Somestates, like Kansas, require bicyclists touse side paths when available. Kansas

Statute 8-1590 states “wherever ausable path for bicycles has been pro-vided adjacent to a roadway, bicycleriders shall use such path and shall notuse the roadway.”]

There is the potential on sidewalksfor bicyclists to accidentally ride off thecurb, possibly causing a fall or collisionwith traffic on the roadway. Whilepathways may reduce the possibility ofsuch collisions by using the recom-mended 1.5 m (5 ft) separationbetween the path and the roadway,such pathways will still be vulnerable tomost of the other problems listed here.

Experience has shown that the useof STOP or YIELD signs on sidewalksand pathways to reduce conflicts atdriveways and cross streets has little orno benefit. Bicyclists will not complywith unreasonable restrictions on theirright of way, especially if the adjacentroadway has no such limitations. Thismay also breed disrespect for othertraffic control devices that are far moreimportant for traffic safety.”

How to address these concerns?The Web site www.bicyclinginfo.orgcontains principles of shared use pathplanning and designs along with rec-ommendations. Click on their “design& engineering” link, and then “shareduse paths.”

Source of ITE excerpt: “Letter to aCity Council Concerning DangerousBicycle Laws, Attachment 1—Warnings About Sidewalk BicycleFacilities,” by Fred Oswald, P.E. http://crankmail.com/fredoswald/sidewalk-laws-letter.html. Crankmail isan e-zine representing bicycling inter-ests in Northeast Ohio. �

The pitfalls of allowing bicycling on sidewalksand bike/ped paths parallel to the road


Calendar

. . . by Lisa Harris . . . . . . . . .

Gravel Road Maintenance,Meeting the Challenge,University of Minnesota Center forTransportation Studies. This newtoolkit features a DVD showingfootage of how to properly maintain agravel road. It is narrated by KenSkorseth, South Dakota LTAP, who isthe author of the popular GravelRoads Maintenance and DesignManual. [That manual is one of themost requested resources at KansasLTAP.] If you maintain gravel roadsand you have a DVD-player, makesure you get a copy of this new andexcellent resource.

Riparian Roads andRestoration, USDA Forest Serviceand the US DOT Federal Lands. ThisCD is an electronic short courseabout roads and riparian areas.

Dangerous Travelers:Controlling Invasive PlantsAlong America’s Roadways,USDA Forest Service and the USDOT Federal Lands. This DVD pro-vides video footage of best manage-ment practices to assist road mainte-nance crews in controlling the rapidspread of invasive plants. Includesplant identification, inventory sys-tems, mapping, maintenance tech-niques, and cleaning of equipment.

See our web site for even more calendar listings. Go to www.kutc.ku.edu and click on “Training Calendar.”

Reviews

. . . 2006 . . . . .

September 20Pervious Concrete: It Rains, It Drainsin TopekaCall Kerry Navinskey at785-235-1188

SeptemberOverview of HumanResources Mgmt �E2 locations in Kansasto be offered by the KSAssociation of CountiesCall Randall Allen at785-272-2585 for datesof classes.

October 2-6Kansas City MetroChapter APWA SnowRoadeoCall Joseph Johnson,Chapter President, at913-339-6700 X 131

0ctober 10APWA Kansas ChapterFall Meetingin TopekaCall Kenzil Lynn at 785-827-3603

Organization andReview of Traffic ImpactStudiesOct 10—TopekaOct 12—HutchinsonOct 26—Olathe

October 10-13National RoadsideVegetationManagementAssociation Conferencein Des Moines, IAwww.nrvma.org

October 11Overview ofEngineering Functionsin Kansas Counties andCities �E in Topeka

October 16-19ARTBA AnnualConferencein San Diegowww.artba.org

Common SenseSolutions to IntersectionSafety ProblemsOct 17—HaysOct 18—TopekaOct 19—Chanute

October 18-19MINK Regional LocalRoads Meetingin St. Joseph, MOCall Gary Rosewicz at785-537-6330

Snow and Ice Control(�T)Oct 23—TopekaOct 24—HaysOct 25—SalinaOct 26—EmporiaOct 27—Chanute

November 79th Annual ConcreteStreets and Local RoadsSeminarin Overland ParkContact: MO/KS ACPAat 913-381-2251

November 8Overview ofEngineering Functionsin Kansas Counties andCities �Ein Hutchinson

November 9**Click, Listen & Learn:S.O.S. for Sidewalks

November 19-21Kansas Association ofCounties AnnualMeeting (and KCHAFall Meeting)in TopekaCall 785-272-2585

Work Zone and TrafficControl Safety (MUTCDfor Technicians)Dec 19—HutchinsonMarch 20, ‘07—TopekaMay 15, ‘07—Norton

Signing and PavementMarkings (MUTCD forTechnicians)Dec 19—HutchinsonMarch 20, ‘07—TopekaMay 15, ‘07—Norton

February 15, 2007**Click, Listen & Learn:Traffic Calming DesignGuidelines

Service Excellence inPublic Works �E to be offered by the KSAssociation of CountiesCall Randall Allen at785-272-2585 aboutscheduling.

County Government101 �E to be offered by the KSAssociation of CountiesCall Randall Allen at785-272-2585 aboutscheduling.

Unless otherwise indicated, for information oncalendar items (or to suggest a topic for an LTAPworkshop), contact: Rose Lichtenberg, LTAPTraining Coordinator, 785/864-2594,[email protected].

**To arrange for an APWA “Click Listen and Learn”downlink at your location, call APWA’s EducationDepartment at 816/848-2792. Cost is $150 perdownlink for APWA members; otherwise $200.Presentations are also available on CD for $49 forAPWA members; otherwise $59.

�T = Kansas County Road Scholar Program Technical skills required course

�E = Kansas County Road Scholar Program Executive skills required course

School Administrator’s Guideto School Walk Routes andStudent Pedestrian Safety,Washington (State) Traffic SafetyCommission, July 2003. This guide-book explains laws and liabilities asso-ciated with school walk routes, pro-vides a background on student educa-tion; identifies potential partnershipsto improve student pedestrian safety,suggests processes for maintainingschool walk routes, presents guide-lines for considering enhancements,and recommends procedures forschools working with public worksdepartments to implement pedestriansafety improvements. 73 pages. �


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*For requests outside the United States: After receiving your request, we will notify you of the postage cost and will send materials after receiving payment for postage.

Check off your selections, fill in the bottom portion, and return this form to:

KUTC Materials Request, 1530 W. 15th St., Room 2160, Lawrence, Kansas 66045or fax to 785/864-3199

Free Resources

Order Form . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

CDs/DVDs . . . . . . . . . . . . . . . . .You are free to keep these unless otherwise noted.

❑ DVD—Travel Road Maintenance, Meeting the ChallengeUniversity of Minnesota Center for Transportation Studies.

❑ CD—Riparian Roads and RestorationUSDA Forest Service and US DOT Federal Lands.

❑ DVD—Dangerous Travelers: Controlling Invasive Plants Along America’s RoadwaysUSDA Forest Service and US DOT Federal Lands.

Publications . . . . . . . . . . . . . . .You are free to keep these unless otherwise noted.

❑ School Administrator’s Guide to School Walk Routesand Student Pedestrian Safety

Washington State Traffic Safety Commission, 2003.

❑ send materials indicated

❑ address correction

❑ add to newsletter mail list

Note: Our lending library catalogis accessible online, in a search-able format. Visit:www.ksltap.kutc.ku.edu

Equipment . . . . . . . . . . . . . . . . .We offer turning movement counter boards for loan to localhighway agencies. Call us at (785) 864-5658 to arrange a loan.There could be a waiting list for these items.

❑ Turning Movement Counter Board DB-400, Jamar Technologies, Inc. A basic model for recording turning movements at intersec-tions. The board is is lightweight and comes with its own case.

❑ Turning Movement Counter Board TDC-8, Jamar Technologies, Inc. Can be used to do turning movement counts, classification counts, gap studies, stop-delay studies, speed studies, and travel time studies. The board is lightweight and comes with its own case.

Let us at the KUTC help you find the answers to your transportation-related questions.

KUTC, 1530 W. 15th St. #2160, Lawrence, KS, 66045Call 785/864-5658 (fax 785/864-3199)www.ksltap.kutc.ku.edu

The Kansas Local Technical Assistance Program (LTAP) is an edu-cational, research and service program of the Kansas UniversityTransportation Center (KUTC), located in the Universityof Kansas School of Engineering. Its purpose is to providebest practices to local highway agencies and translating intounderstandable terms the latest technologies in the areas of roads,streets and bridges.

The KUTC Newsletter is one of the KUTC’s technology trans-fer activities. Published quarterly, the newsletter is free to counties,cities, townships, tribal governments, and others with transporta-tion responsibilities. Editorial decisions are made by the KUTC.Engineering practices and procedures set forth in this newslettershall be implemented by or under the supervision of a licensed pro-fessional engineer in accordance with Kansas State Statutes regard-ing the technical professions.

Spring 2006 issue—Copyright 2006 by the KUTC. Allrights reserved. Reproduction of material in this newsletterrequires written permission.

KUTC Executive Director . . . . . . . . . . . . . . . . . . . . Pat WeaverLTAP Directors . . . . . . . . . . . . . Pat Weaver and Tom MulinazziEditor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lisa Harris

KUTC Resource and Education Staff

Traffic and Hwy. Engineering . . . . . . . . . . . . . . Tom MulinazziRoad Surface Mgmt./Soils . . . . . . . . . . . . Bob Parsons/ Jie HanBridge Structures, GIS and CAD . . . . . . . . . . . . . . . . Carl KurtMass Transit Planning . . . . . . . . . . . . . . . . . . . . . . . Pat WeaverEngineering Computer Applications . . . . . . . . Mehrdad GivechiDrainage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Dave ParrEnvironmental Engineering . . . . . . . . . . . . . . . . . Dennis LaneSpecialized Transportation . . . . . . . . . . . . . . . . . . . . Pat WeaverPublications Manager (785) 864-2590 . . . . . . . . . . . Lisa HarrisTraining Manager (785) 864-2594 . . . . . . . . . Rose LichtenbergLending Library Coordinator (785) 864-5658 . . . . Ashley Unruh

2006 LTAP Advisory CommitteeSusan Barker . . . . . . . . . . . . . . .Research and Materials, KDOTMark Borst . . . . . . . . . . . . . .Traffic Engineer, Sedgwick CountyRon Seitz . . . . . . . . . . . . . . . . . . . . . . . Local Projects, KDOTMark Huffhines . . . . . . . . . . . . . . . . . Kansas Division, FHWACecil Kingsley . . . . . . . . . . . . . BG Consultants, Inc., LawrenceSuzanne Loomis . . . . . . . . . . Director of Public Works, NewtonByron Low . . . . . . . . . . . . . . . . . . . . .Kansas Division, FHWARichard Maginot . . . . Business Administrator, Soldier TownshipJ. R. McMahon II . . . . . Roads Superintendent, Miami CountyTim Ramirez . .Director, Prairie Band Pottawataomie Road Maint.Jim Self . . . . . . . . . . . . . . . . . . . . . .Director, Oklahoma TTAPBobb Stokes . . . . . . . Civil Engineering, Kansas State UniversityRobert Strait . . . . . Maintenance Superintendent, Saline CountyRussell Tomevi . . . . Director of Public Works, City of Winfield

The University of KansasKUTC NewsletterK. U. Transportation Center1530 W. 15th St., Room 2160Lawrence, Kansas 66045-7609

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