The 2016 Innovation & Tech Transfer Exchange

Are you wondering how to improve both the efficiency and effectiveness of your operations? Are you looking for the latest technology or equipment for your organization? Don’t stay trapped in the 20th century. Take the leap forward by discovering 21st century innovations and technologies at the annual MassDOT Innovation and Tech Transfer Exchange.

You will learn about the latest innovations being made in the fields of Construction, Safety, Projects and Design, Maintenance, and Materials at this two-day conference. There will be over 30 breakout sessions, where you will have the opportunity to discuss with your peers, the advantages and challenges associated with the methods and technologies being presented. New at this year’s Exchange will be the addition of an Innovative Equipment vendors on March 8.

The event is open to all transportation professionals including MassDOT, municipalities, consultants, contractors, vendors and manufacturers. The exchange will take place on March 8-9, 2016 at the DCU Center in Worcester, MA. Don’t miss the largest tech transfer event in the state! For more information on attending the 2016 Innovation & Tech Transfer Exchange please visit www.MassDOTInnovation.com or www.Mass.gov/Baystateroads.

Interested in being an Exhibitor or Sponsor at this year’s event? Please contact Baystate Roads at 413-577-2743.

Gravel Roads Construction & Maintenance Guide

The original “Gravel Roads Maintenance and Design Manual” was published in 2000. It became an invaluable resource for managing gravel surfaced roads throughout the nation. Through a joint effort by the Federal Highway Administration (FHWA) and South Dakota Local Technical Assistance Program (SDLTAP) a revised manual is now available.

The revised manual is designed for local agency officials, managers, and grader operators who are responsible for designing and maintaining gravel-surfaced roads. The technical information is presented in layman’s terms without sacrificing clear guidelines and instructions on how to perform the operation well.

Good gravel road maintenance or rehabilitation depends on two basic principles: proper use of a motorgrader and use of good surface gravel. The use of the grader to properly shape the road is obvious to almost everyone, but the quality, volume and size distribution of gravel needed is not as well understood. This manual provides information on what makes a good gravel road surface. Another important matter to consider is the dramatic change in the vehicles and equipment using low volume roads. Tire pressures have increased to accommodate an ever expanding fleet of commercial trucks and agricultural equipment increasing in size, weight and horsepower. The damaging effect of larger and heavier vehicles on gravel roads is serious and it is often not recognized. Sections of this manual are focused on construction, drainage, surface gravel, and stabilization of these roads. The final section of the manual covers innovations in the gravel road maintenance and rehabilitation industry. There are new ways of stabilizing roads, new methods of dust control, and different kinds of equipment available for maintenance or rehabilitation of gravel roads.

The first and most basic thing to understand in road maintenance and construction is proper shape of the cross section. In addition, a ditch must be established and maintained to drain water away from the roadside. Once the correct shape and adequate drainage is established on a roadway, attention must be given to obtaining and properly placing good gravel.

When the proper shape is established and good surface gravel is placed, many gravel road maintenance problems simply go away and road users are provided the best possible service from gravel roads.

Local government agencies can obtain a copy of “Gravel Roads Construction & Maintenance Guide” online at http://www.fhwa.dot.gov/construction/pubs/ots15002.pdf

TECH Note #71 - Model Exposure Control Plan for Syringe Pick-Up

Background In 2015, several municipal and state facilities have noticed an increase of occurrences where used syringes are found discarded in public parks, lobbies, or bathrooms.   Used syringes can be contaminated with blood that may be infectious for Hepatitis, HIV or other bloodborne pathogens.  Municipal and state employees who are assigned to clean up discarded syringes must be protected from unprotected contact with discarded syringes.

Purpose This Exposure Control Plan is developed to provide minimum procedures for protecting employees from contacting illness when handling used syringes.  

This sample plan is specifically designed for public works, parks, library, transportation and water department employees whose job descriptions do not include providing healthcare, dental services.

Fire/EMS should reference “Exposure Control Plan for Healthcare Providers”

Schools may reference the “Exposure Control Plan for Schools”

A copy of the Exposure Control Plan can be downloaded by visiting http://www.mass.gov/lwd/labor-standards/massachusetts-workplace-safety-and-health-program/public-sector-employee-health-and-safety/services-available.html

What to Do when a Used Syringe is Observed

There are designated staff who will be delegated responsibility for cleaning up used syringes that have been left behind by the public. These staff will be provided with gloves, tools and a puncture-proof sharps container, and will be offered the Hepatitis-B vaccine.

All discarded syringes should be assumed to be contaminated with blood that could contain Hepatitis, HIV or other bloodborne disease. This is called “Universal Precautions” when all blood-contaminated items are considered infectious. How to Pick Up Discarded Syringes

• Bring gloves, pliers and a sharps container to the location of litter.

• Put on puncture resistant gloves, such as a leather glove. The purpose of the leather glove is to reduce the risk of skin puncture.  

• In outdoor, library, or office settings, the leather gloves can be re-used.

• In manhole and sewage treatment settings, the gloves should be discarded if they become contaminated with sewage.  Gloves can be discarded in regular trash.

• Do not touch the syringe with your hands.

• Use pliers to pick up the syringe, or • Use a dustpan and broom.

• Put the syringe immediately into a Sharps Disposal Container. Place the syringe needle-first into the container.

• Do not recap the needle.  If a syringe was already capped, keep the cap on, and still discard in a Sharps Disposal Container.

• Bring the Sharps Disposal Container with you to location of syringe. Do not walk across park or down a hallway to get to the sharps container, bring the container with you.

• Do not hand the syringe to another person. If a member of the public wants to hand you a syringe that they found, ask them to: 1) place the syringe directly into a sharps disposal container; or 2) if a container is not available, ask them to put the syringe on a table so you can pick the syringe up from a stationary surface when the container is obtained.

• Remove your gloves.  Leather gloves can be reused.

• Wash hands, or use alcohol gel to clean your hands as soon as possible.

• Keep the sharps disposal container in a secure location. This must be disposed as biohazard waste.

What to Do if You Experience a Needlestick

If you experience a needlestick, get medical treatment within the first 24 hours.

Report the injury immediately the injury coordinator at your workplace.

If you are punctured or get a laceration by a used syringe, lancet, razor or other medical “sharp,” getting medical treatment within the same day is required.  Studies have shown that receiving medical treatment for a needlestick within the first 24 hours is able to prevent transmission of HIV and Hepatitis.

Employees may not decline going to a healthcare provider for evaluation.  (The employee may decline the advice or treatment offered by a healthcare provider, but they must obtain the evaluation.)  The medical exam is confidential – the employer should not receive medical test results or other medical information regarding the employee.

Instructions after a Needlestick:

• Discard the syringe into the Sharps Disposal Container. • Do not bring the syringe to the doctor – the blood in the syringe is not tested for HIV or Hepatitis.

• Wash the puncture area with soap and water.

• Do not disinfect your skin with bleach or disinfectant – this can damage the skin and make transmission of Hepatitis or HIV easier.

Be prepared to tell the healthcare provider about: • Location of  puncture on your skin • How deep the puncture/laceration • Whether or not there was visible blood inside the syringe tube • Whether or not there was visible blood on the needle

Requirements for Tools and Equipment

Sharps Disposal Container • Must be puncture-proof and leak-proof.

• Should have a cap that allows the container to be carried to different locations without spilling.

• Should be replaced when 3/4th full.

• Never pour out contents of a smaller sharps container into a larger container.

• Must be labeled with a Biohazard label.

• Vendors are available on the state vendor list.

Tools: • Use pliers, long-handled picker tool,  or a dustpan and broom to pickup syringe so that hand contact is not required.

• Dispose syringe directly into sharps container without hand contact.

Gloves • Should be puncture resistant.

• Look for ANSI-rated puncture resistant glove when cleaning areas with a high density of syringes.

• Do not use healthcare latex/nitrile gloves – these are too thin to resist a needle.

• The puncture-resistant glove can be re-used.  

Shoes • Closed-toe shoes are required.

• Leather shoes with sturdy sole required for Public Works.

• Rubber overboots may be required for areas with high-density of syringes in debris.

Handwashing

• Handwashing with soap and water is required after handling a used syringe.

• Alcohol hand-sanitizer can be used when a sink is not available. 

Hepatitis B Vaccine

• The Hepatitis-B vaccine must be offered to employees who are given the job duty to pick up discarded syringes.

The Federal Aviation Administration estimates that more than a million Unmanned Aircraft Systems (UAS) or drones will be sold this 2015 holiday season.

The FAA has documented hundreds of incidents this year where aircraft pilots have encountered drones while in flight.

“Recreational drones can be a fun and innovative way to experience aviation. However, operators must keep in mind that drones can cause serious damage if not handled properly or if they are flown in inappropriate areas,” said Dr. Jeff DeCarlo, Administrator of MassDOT’s Aeronautics Division. “If an operator loses control of a drone, or if a drone experiences a mechanical issue, it can cause serious injuries or damage to other aircraft or property.” If you are planning on buying or giving a recreational drone this holiday season, MassDOT suggests the following guidelines (along with common sense) to assist users with safe operation:

Contact an airport or control tower if you are operating (or planning to operate) a drone within five miles of an airport, no matter the size of the airport. Stay within an appropriate operational area. Drones should not be flown above populated areas, sporting events or private properties, such a neighbor’s backyard. Do not fly in bad weather conditions or low visibility. Operate drones only during daytime hours and within sight. Do not rely on binoculars or following a drone with a moving vehicle to maintain visual contact. Fly no higher than 400 feet. Fly more than 25 feet away from vehicles, boats, buildings or people. Avoid other aircraft, including other drones. Land as soon as it is safely possible if an aircraft comes within the vicinity of your drone.

In addition, please note that the FAA has implemented new registration requirements that go into effect, today, Dec. 21, which require registration of drones weighing less than 55 pounds and more than 0.55 pounds. These requirements are in addition to existing FAA registration requirements for drones weighing more than 55 pounds. Visit the FAA online for more information on registering your drone at https://www.faa.gov/uas/registration/. Source: MassDOT Blog Written by Klark Jessen

Complete Streets can benefit all communities - rural, suburban and urban! By attending this workshop, local decision makers, consultants and advocates will gain a solid framework for planning and delivering Complete Streets.  Learn how the new Complete Streets Funding Program can help you design and fund Complete Streets projects. After this training you will understand how Complete Streets can benefit your community.

Instructors will discuss the benefits a multi-modal transportation network has on public health and the environment. The class will build upon the guidance provided in MassDOT’s 2006 Project Development and Design Guide and MassDOT’s 2012 Healthy Transportation Policy Directive and supporting Engineering Directives.  

Instructors will walk you through the Complete Streets 3-tier funding program to show you how all municipalities - regardless of size or location - can benefit.  You will have an opportunity to grade a sample policy and learn about the Policy Development process. Lastly, the class will provide guidance on how to build a municipality-wide Complete Streets Prioritization Plan.

Attendance by one municipal official is a prerequisite for eligibility for MassDOT’s Complete Streets Funding Program.

For more information on dates and locations for upcoming classes, please visit the Baystate Roads workshops page at http://baystateroads.eot.state.ma.us/workshops/.

The 2015 Moving Together Conference Be a part of the conversation at MassDOT’s annual healthy transportation conference

Are you part of the conversation that will determine the future of transportation in Massachusetts? Make your voice heard by attending this year’s Moving Together Conference (MT15). MT15 will bring together leaders who are advancing healthy transportation.

A Full Schedule of Activities Individuals attending this year’s conference will have a full schedule of activities to choose from including:

• Attend workshops and panels that highlight current pedestrian, bicycle and public transportation topics.

• Network with colleagues representing diverse interests from the public, academic and private sectors.

• Participate in site visits and mobile workshops led by engineers and bicycle/pedestrian advocates.

• Attend a public meeting on the Program for Mass Transportation - “Focus 40” – the MBTA’s 25-year Capital Plan, co-chaired by MassDOT Secretary Stephanie Pollack, or attend the interactive mega session on MassDOT’s Complete Streets Program.

We can all move together toward healthy transportation in Massachusetts by attending this year’s conference on Wednesday, November 4, 2015, from 7:45 AM to 4:30 PM, at the Boston Park Plaza Hotel, 50 Park Plaza at Arlington Street, Boston, MA.

MT15 is a MassDOT/GreenDOT event. GreenDOT is MassDOT’s comprehensive sustainability policy that helps promote the healthy transportation modes of walking, bicycling and transit

. This is the one conference you don’t want to miss. Register today at www.MovingTogetherMA.org!

UMass Dartmouth creates new sustainable asphalt overlay from unique blend of recyclables

We would like to thank Paul Montenegro for suggesting this article to Baystate Roads.

The Department of Public Works (DPW) in Wellesley, Massachusetts recently overlaid the pavement at the town recycling and transfer center with a new sustainable asphalt maintenance mix that incorporates recycled materials and newly developed “green chemistry.”  Designed by Professor Walaa S. Mogawer, P.E., F. ASCE, Head of the Highway Sustainability Research Center (HSRC) at the University of Massachusetts Dartmouth, the experimental mix was produced by Benevento Companies of Wilmington, Massachusetts, and installed over a 2,200 square yard area at the facility by U.S. Pavement Services Inc. of Woburn, Massachusetts.

Installed just three-quarter inches thick, the dense-graded mix is designed to resist cracking and preserve the underlying pavement with an engineered blend of virgin asphalt binder and aggregates. This mix consists of recycled asphalt pavement (RAP), recycled asphalt shingles (RAS), a new polymer containing recycled ground tire rubber (GTR), asphalt rejuvenator, and warm mix asphalt technology (WMA).

GreenDOT Backs Warm Mix The use of sustainable, or green, components in the new asphalt mix is in keeping with the GreenDOT initiative launched several years ago by the Massachusetts Department of Transportation (MassDOT). GreenDOT aims to incorporate sustainability into all of MassDOT’s activities, with a focus on reducing greenhouse gases that contribute to global warming. One of the measures taken by MassDOT is the promotion of WMA for its asphalt paving projects.

WMA is produced by adding such materials as zeolites, waxes or other proprietary chemicals to the asphalt binder. These additives allow significantly lower temperatures for producing and installing asphalt mix, resulting in lower consumption of fossil fuels leading to the production of less carbon dioxide and other greenhouse gases. Furthermore, the WMA technologies help ease mix compaction and allow for paving in colder weather and longer hauls between asphalt plants and job sites.

In a move designed to take advantage of these benefits, MassDOT established WMA pavement as the standard state specification while phasing out hot mix asphalt. As an illustration of  this commitment, approximately 68 percent of the 891,000 tons of asphalt mix placed by MassDOT on its projects in 2013 was WMA.

A Growing Trend MassDOT’s switch to more sustainable asphalt mixes reflects a growing trend across the U.S., according to the National Asphalt Pavement Association (NAPA). In partnership with the Federal Highway Administration (FHWA), NAPA conducted a mid-2014 survey of asphalt mix producers and state asphalt pavement associations.  Survey results  indicate that 106.4 million tons of WMA – almost a third of all asphalt pavement mix production – was used during the 2013 construction season. NAPA notes that this is a 533 percent increase in the use of WMA since 2009. NAPA reported that the use of reclaimed and recycled materials in asphalt pavements in 2013 totaled almost  72 million tons of RAP and 1.7 million tons of RAS in new asphalt pavement mixes in the U.S. Reclaiming and reusing the asphalt binder in RAP and RAS saved about $2 billion in 2013 than if  100 percent virgin asphalt binder was used. The use of RAP also conserved more than 68 million tons of virgin aggregate according to the survey report.* As reported by NAPA, other waste material was also repurposed into pavements. Survey respondents reported using nearly 1.2 million tons of steel and blast furnace slag and GTR in 2013 in the production of more than 6.6 million tons of asphalt paving mixes. (*National Asphalt Pavement Association, Annual Asphalt Pavement Industry Survey on Recycled Materials and Warm-Mix Asphalt Usage: 2009–2013.)

Building on Prior Success With the trend to green materials use in mind, Pavement Consultant R. Paul Montenegro, based in Rhode Island, approached Wellesley DPW Director Mike Pakstis with the idea of installing a thin asphalt maintenance mix incorporating the latest sustainable technology over existing pavement at the community’s recycling and transfer center. Pakstis was responsive to the idea, indicating that the DPW was “willing to try new things,” if the cost-effective alternatives can prolong pavement service life. As a case-in-point, Pakstis had approved an earlier project involving a trial mix overlay for the road leading to the recycling center. Director Pakstis and Town Engineer David Hickey had worked with Montenegro and Dr. Mogawer on the overlay installed late in 2007,that was witnessed by officials from the state and more than 20 other municipalities. The overlay placed in 2007 had a three-quarter inch compacted thickness and consisted of a dense-graded material containing 30 percent RAP, a proprietary warm-mix formulation, and an asphalt binder modified with 1.5 percent latex polymer. Dr. Mogawer’s intent was to provide a thin wearing surface that would slow cracking.

The 2007 overlay was installed as a preventive maintenance treatment, which is one of several methods of pavement preservation defined by the FHWA. Pavement preservation treatments can be used on pavements still in good condition before the onset of serious damage from weather and wear, thus restoring pavement to almost original condition and postponing costly rehabilitation and reconstruction. Other preventive maintenance treatments are asphalt crack sealing, chip sealing, slurry sealing and microsurfacing. Pakstis and Hickey have monitored the condition of the thin overlay for the past seven years. “We’ve had good performance from that three-quarter inch mix” Pakstis said.

After reviewing the concept with Montenegro, Director Pakstis decided to try the new sustainable asphalt maintenance mix developed at the UMass Highway Research Center to resurface the pavement at the recycling and transfer center. He said he was encouraged by the fact that Dr. Mogawer was already involved in designing crack-resistant, high-RAP, WMA-based asphalt mixes under a research program for MassDOT.

Recycling-Focused Research Dr. Mogawer was looking for a sustainable mix that would use recycled asphalt pavement and recycled asphalt shingles, and would advance cost-effective and environmentally friendly pavement preservation strategies. In addition, Dr. Mogawer  wanted to develop a mix that would prevent pavement cracking propagation and have the potential to result in a service life of 12 years or more.  “Using as much recycled asphalt pavement and shingles as possible conserves stone and asphalt and therefore offsets the high cost of virgin asphalt,” said Dr. Mogawer. “In addition, we are interested in achieving lower mix production temperatures resulting in emission reductions and contribute to  better for the health of workers.”

He added that coincident to the research being conducted, Montenegro wanted to put together a demonstration project in Wellesley similar to the one performed in 2007, but this one would use RAS and other sustainable products. Since Montenegro’s proposal meshed well with Dr. Mogawer’s ongoing research for the GreenDOT initiative, he provided Wellesley with the mix design for the demonstration.

Tough Test for Sustainable Mix Using the highway research center design for the Wellesley demonstration also offers researchers an opportunity to study the performance of a lab-designed, thin overlay on a 3 to 4 inch bituminous concrete pavement subjected to long-term weather and harsh traffic.

“We get between 800 and 1,500 residents’ vehicles each day and about 4,000 on Saturdays,” Pakstis said. “In addition, each day our own regular six wheel, 35,000 pound collector trucks use the facility, plus six to eight tractor-trailer trucks periodically pick up compacted refuse.”

The trial overlay places Wellesley in the forefront of testing sustainable asphalt mixes. Furthermore, it provides experience with meeting requirements of provisional specifications for sustainable asphalt mixes for municipalities being developed by MassDOT. The provisional specifications will allow municipalities to obtain affordable maintenance asphalt mixes for the state’s Chapter 90 projects, according to Montenegro. Massachusetts’ Chapter 90 entitles municipalities to 100 percent state reimbursement of expenditures for highway construction, preservation and improvement projects.

“The specification requires the mix to contain a minimum amount of asphalt from RAS and meet the new performance graded acceptance criteria,” said Montenegro. “This is a step forward, because the State will not give recipe specs. Rather, the manufacturer will meet performance tested acceptance criteria developed at UMass Dartmouth,” he said.

Shingles are a Rich Resource The manufacture of the new mix  for this particular project is unique, in that all of the green chemicals are added to the RAS at one plant, after which the treated RAS is shipped to a hot mix asphalt plant where it is in turn combined with RAP and virgin materials to make the final product. The Asphalt Roof Recycling Center in Stratford, Connecticut, grinds asphalt shingles and adds other products to the ground shingles inline at its new indoor facility. Shingles are a rich source of asphalt binder, with the asphalt cement content of fiberglass matt base shingles running between 19 and 22 percent, and asphalt cement content on felt matt base averaging between 30 and 36 percent, according to the National Association of Home Builders (NAHB). This compares to approximately 6 percent asphalt binder in RAP. NAHB estimates that shingle tear-off waste and installation scrap amounts to between 7 and 10 million tons each year.

‘Green’ Treating Ground Shingles While the potential for recycling asphalt shingles is promising, there are limits to using RAS in pavement mixes according to PQ Corporation, the maker of Advera WMA. PQ Corporation notes that one of the challenges to using RAS in producing asphalt mix is that the RAS tends to clump together in the stockpile and in the mix. This can lead to an inconsistent feed rate, causing inconsistent mix results. Moreover, the mix is stiffer, making it difficult to handle. The company’s proprietary Advera WMA, designed to reduce clumping, contains zeolite, a mineral that occurs naturally but is also produced industrially for use in making WMA . It was one of the chemicals added at the Connecticut facility to the RAS destined for the Wellesley project.

Another contributor to the sustainable Wellesley mix is a re-engineered, waste-stream modified polymer that includes GTR. The polymer is added to RAP or RAS on the conveyor belt – hence its name, Belt Added Modifier (BAM). Produced by EVR International, BAM is designed to improve mix resistance to cracking and rutting, and enhance resistance to tire skidding.

One characteristic that limits the amounts of RAS and RAP that can be used in hot or warm mix asphalt is the tendency of recycled binders to be stiffer and less strain-resistant than virgin asphalt, and therefore more susceptible to cracking. This is primarily due to oxidation from long-term exposure to weather. One deterrent to oxidation is a class of recycling agents known as rejuvenators. Research has shown that adding a rejuvenator to high-RAP and RAS mixtures improves the crack resistance of the asphalt mix.

The rejuvenator added to the RAS for the Wellesley mix was developed by a team from Warner Babcock Institute of Green Chemistry, headed by Dr. John Warner. The Delta S rejuvenator, added to the RAS at the Connecticut facility, is designed to reverse existing asphalt aging and oxidation, and to retard future aging and oxidation. A product of Collaborative Aggregates LLC, Delta S is also a warm mix additive, and is marketed as a dual-action WMA and rejuvenator.

Mix Production and Installation The completed RAS was transported to Benevento Companies’ asphalt plant in Wilmington. Dr. Mogawer’s design called for 5 percent RAS and 25 percent RAP (based on total weight of mix). The RAS and RAP mix was blended with three-eighths inch top size virgin aggregate and asphalt to produce the final mix for the Wellesley trial. The virgin asphalt binder was a PG64-28.

The mix was manufactured in Benevento’s 300 ton per hour batch plant at between 250 and 255 degrees Fahrenheit. Benevento’s trucking fleet delivered the mix to U.S. Pavement Services’ LeeBoy 8510B Paver at between 200 and 215 degrees. Meanwhile, the paving crew had employed a LeeBoy Tack Wagon to cover the area with an RS-1 asphalt tack coat. Mat temperatures ran between 170 and 180 degrees after breakdown rolling by the crew’s 3 ton, double-drum Volvo DD29 Roller operating in static mode.

Pakstis pointed out that the new overlay resembled the 2007 overlay in color and texture. He said the town will closely monitor the performance of this new sustainable pavement preservation treatment over the coming years, with the hope that it could achieve a service life of at least 12 years.

State Encourages More Recycling MassDOT has expressed a strong interest in projects that utilize recycled materials such as the Wellesley overlay. Ed Naras, Pavement Management Engineer for the Highway Division of MassDOT, summed it up this way: “The efforts to expand the use of recycled material in a responsible and sustainable manner is consistent with MassDOT’s GreenDOT Policy and other long-standing initiatives. We hope to see an increase in the use of these products in pavement preservation and maintenance activities.”

Reprinted with permission from New England Construction magazine.

MassDOT’s Real-Time GPS Network Now Available For Use

MassDOT is now granting public access to its CORS/Real-Time GPS Network.  The MaCORS Network is administered by the Survey Section of the MassDOT Highway Division.  Many sectors throughout the Commonwealth that utilize precise positioning applications will benefit from its availability.

Follow the link below for access to the MaCORS website.

http://macors.massdot.state.ma.us

About MaCORS The Massachusetts Continuously Operating Reference Station Network (MaCORS) is a system of continuously operating Global Navigation Satellite System (GNSS) reference stations located throughout Massachusetts. It is designed to assist surveying, engineering, and GIS mapping professionals in a variety of static and real-time differential GNSS positioning applications. It is comprised of 18 GNSS base stations located in MassDOT maintenance facilities throughout Massachusetts which are approximately 50 km apart.

Positional information can be obtained from this network through the post-processing of raw static GNSS data downloaded from this website, or in real-time through the use of correction data broadcast via the internet. Depending on equipment and procedures, MaCORS can provide users the ability to achieve 1-3 centimeter positioning for surveying applications or sub-meter positioning for GIS mapping applications. The MassDOT Survey Office is responsible for the maintenance of the horizontal and vertical network of geodetic survey control stations throughout Massachusetts; MaCORS serves to enhance this network.

Background STOP signs are traffic control devices that drivers come across regularly. The function of a STOP sign is to improve the safety and operation of intersections by defining who has the right of way. Since STOP signs have considerable control over traffic, they should be installed only where necessary. The Manual on Uniform Traffic Control Devices (MUTCD) provides guidelines for the installation of STOP signs through the development of warrants. Unwarranted STOP signs may create problems either at the intersection or along the roadway itself by: • Encouraging motorists to drive faster between intersections in order to save the time lost by stopping. • Encouraging violation of traffic laws. For example, if STOP signs are installed at a location where the driver does not perceive a need for them, the rate of STOP sign violations tends to increase at that and other locations. • Encouraging the use of alternate, often more local, routes by drivers trying to get around the STOP sign. • Increasing the chance that drivers will disregard conflicting vehicle and pedestrian traffic, thus increasing the risk of collisions and injuries.

STOP Sign Regulations In accordance with the MUTCD, a STOP sign shall be an octagon with white legends and border on a red background, and include only the word STOP. An “ALL WAY” supplemental plaque may be necessary when more than two directions are controlled by STOP signs. STOP signs shall be located on the right side of the roadway, however a secondary STOP sign can be installed on medians or on the left side of the road to supplement the sign on the right side if the road is very wide. The STOP sign shall be installed as close as practical to the intersection and should be visible to the driver as soon as possible. A STOP line or the word STOP on the pavement may be used along with a STOP sign. STOP signs and YIELD signs shall not be mounted on the same post. In addition, no sign should be mounted to the back of a STOP sign other than a DO NOT ENTER sign so the octagon shape of the STOP sign is always visible. Where two roads intersect at an angle, the sign should be placed out of view to the other roadway. A STOP sign in rural areas should be located 6 feet from the shoulder, or if there is no shoulder 12 feet, and the height from the roadway to the bottom of the sign shall be a minimum of 5 feet. In urban areas, a lesser lateral clearance is permissible as necessary (i.e., 2 foot clearance from the curb is allowable), and the height shall be a minimum of 7 feet from the ground to the bottom of the sign.

Technical Information The MUTCD provides technical information and guidelines for the usage of STOP signs. The sections on the next page highlight some of the more critical guidelines from the MUTCD.

For two way stop control, the MUTCD indicates that STOP signs should be used if engineering judgment justifies that one or more of the following exist: A. An intersection of a less important road with a main road where application of the normal right-of-way rule would not be expected to provide reasonable compliance with the law;

B. A street entering a designated through highway or street; and/or

C. An un-signalized intersection in a signalized area.

D. High volume, restricted view, or crash records indicate a need for control by the STOP sign.

A different application of the STOP sign is multiway control, which is limited to intersecting roads of relatively equal volume and characteristics. In accordance with the MUTCD, the following criteria should be considered in an engineering study for a multiway STOP sign installation:

A. Where traffic control signals are justified, the multi-way stop is an interim measure that can be installed quickly to control traffic while arrangements are being made for the installation of the traffic control signal.

B. Five or more reported crashes in a 12-month period that are susceptible to correction by a multi-way stop installation. Such crashes include right-turn and left-turn collisions as well as right-angle collisions

C. Minimum volumes: 1. The vehicular volume entering the intersection from the major street approaches (total of both approaches) averages at least 300 vehicles per hour for any 8 hours of an average day; and

2. The combined vehicular, pedestrian, and bicycle volume entering the intersection from the minor street approaches (total of both approaches) averages at least 200 units per hour for the same 8 hours, with an average delay to minor-street vehicular traffic of at least 30 seconds per vehicle during the highest hour; but

3. If the 85th-percentile approach speed of the major-street traffic exceeds 40 mph, the minimum vehicular volume warrants are 70 percent of the values provided in Items 1 and

D. Where no single criterion is satisfied, but where Criteria B, C.1, and C.2 are all satisfied to 80 percent of the minimum values. Criterion C.3 is excluded from this condition.

Additional criteria that may be considered in an engineering study related to installation of multi-way stop control is available in MUTCD Section 2B.07. Once the decision has been made to install a stop sign, there are several critical elements to consider regarding the placement of the sign. Specifically, the MUTCD list three standards governing the placement of a STOP sign as follows: • The STOP sign shall be installed on the right side of the approach to which it applies. When the STOP sign is installed at this required location and the sign visibility is restricted, a Stop Ahead sign shall be installed in advance of the STOP sign. • The STOP sign shall be located as close as practical to the intersection it regulates, while optimizing its visibility to the road user it is intended to regulate. • STOP signs and YIELD signs shall not be mounted on the same post.

Additional Considerations Many traffic safety problems are complex and cannot be resolved by installing a STOP sign. For example, STOP signs should not be used to reduce speed or cut-through traffic. In fact, the improper use of STOP signs in these instances may have unintended and adverse impacts which may be opposite of the original intent. In addition, another consideration may be cost. Although the physical installation of a STOP sign is relatively inexpensive, other costs that need to be considered relate to its maintenance, and to extra fuel consumption, increased air and noise pollution and lost driver time. If a STOP sign is not necessary, other countermeasures may be considered. For example, trees and bushes can be trimmed or parking restrictions can be installed to increase visibility at the intersection. YIELD or warning signs, police enforcement, or traffic calming measures may also be effective strategies for consideration.

Earle Elliott is the Operations Manager of Highway and Fleet for the Town of Bedford. Earle has held this position since 2000, after previously working as a District Superintendent at the former Metropolitan District Commission (MDC).  He is responsible for planning and the oversight of roadway, drainage and sidewalk projects, as well as, specifying and maintaining a fleet of 135 vehicles and pieces of equipment.  The fleet includes construction equipment, police cruisers, and the Town’s new 10-wheel Mack, which was out fitted with a 10-foot wing plow and a pre-wetting system.  Earle is part of the Town’s Emergency Management Operations and has been involved with blizzards, hurricanes, and flooding events.  In 2009, the Town of Bedford was noted as one of the top municipalities in the International City/County Management Association (ICMA) Citizens Survey for snow and ice removal. Earle has been attending Baystate Roads seminars throughout his tenure in Bedford and uses the knowledge gained to help his crew’s work effort.  He also benefited from information presented at the various asphalt workshops and appreciates the numerous and various training opportunities available through Baystate Roads.  

Steven J. Tyler, P.E. is the DPW Director for the Town of Spencer. Steve also serves as Chairman of the Central Massachusetts Transportation Improvement Program (TIP) Advisory Committee (2 years), as a member of the Regional Homeland Security Emergency Evacuation Planning Committee and on the Baystate Roads Program Advisory Committee. In addition, he is an Executive Committee Member and a Certified Trainer for the Traffic Incident Management System (TIMS) Training Task Force and an Executive Committee Member for the Strategic Highway Safety Plan Program. He is also a member of the MassHighway Association and the Worcester County Highway Association.   Steve’s prior experience includes 20 years as Vice President, Environmental Manager, and Project Manager/Engineer at Bayside Engineering. In those capacities, he worked on a wide variety of bridge, roadway and highway projects for MassDOT and municipalities.  Notable bridge projects include the 2010 Award Winning Historic Stone Arch Design-Build Bridge Replacement on Pleasant Street over the Blackstone River in Grafton, MA, and the 1800 foot long Summer Street Bridge Replacement over the Reserved Channel in South Boston, MA.   Steve has been trained as an emergency first responder and site supervisory since 1988 and is trained in the Incident Command System.  His knowledge includes: hazardous, radioactive and mixed waste remediation transport and disposal; super-overload transportation; and all aspects of environmental permitting in Massachusetts. Steve is currently manager for the Design Engineering Department at an environmental engineering firm specializing in the assessment, remediation and cleanup of contaminated sites including hazardous, radioactive and mix waste materials. Steve holds a Bachelor of Science Degree in Engineering Design from East Tennessee State University, and a Master of Science Degree in Environmental Health Sciences with an emphasis in Hazardous and Solid Waste Materials Management from East Tennessee State University. He has lived in Massachusetts, Rhode Island, North Carolina, Puerto Rico, Georgia, Texas, California, Philippines and Tennessee.  

Carl Maria is the Crew Leader of the Highway Department for the Town of Acton Carl Maria began working for the Town of Acton in 1998 as a Grounds Keeper in the Cemetery Department. In 1999, he transferred to the Highway Department and became a Light Equipment Operator. Over the next few years, he was able to gain valuable training and mentoring from experienced co-workers at the Highway Department. He participated in various town-wide projects including drainage and paving work, sidewalk construction, and snow and ice removal. To further advance his career he sought training from the Baystate Roads Program. Some of the classes he participated in were Snow and Ice Operation, Paving, Plan Reading, Basic Surveying, and Succeeding as a Foreman series (1-5). As a result of his experience and training, Carl was promoted to Heavy Equipment Operator in 2007. In 2008, Carl became a Roads Scholar. He was also promoted to his current position as Crew Leader of the Highway Department. He is thankful for the opportunities the Town of Acton and the Baystate Roads Program have afforded him and he was proud to become a Master Roads Scholar in 2014.

Kevin Farrell is the Assistant Superintendent of Streets for the Town of Acton. In 1980, Kevin Farrell began his municipal career working for the Town of Stow. While there he obtained his Commercial Driver’s License and Hoisting license. In 1988, he began working for the Town of Acton in the Transfer Station/Recycle Department. Kevin started taking Baystate Roads classes to gain knowledge to move forward in his career. He has progressed from truck driver laborer, to heavy equipment operator, to crew leader, to his current position as Assistant Superintendent of Streets. The following statement shows Farrell’s gratitude to his employees and the Baystate Roads classes: “I would like to thank my 15 member crew for their help and cooperation during my transition from a union worker to manager. Because of them it went very smoothly. My favorite Baystate Roads classes were the Succeeding as a Foreman Series (1-5) by Rockie Blunt”.

Chris Pompi is the DPW Superintendent for the Town of Lee. Chris graduated from UMASS/Amherst in 1986 with a BS in Civil Engineering and again from UMASS/Amherst in 2001 with an MBA.  He is a Licensed Professional Civil Engineer in Massachusetts.  His  Civil Engineering career began in 1981 in the private sector working for one of the largest civil consulting firms in the country.  While in the private sector he designed and built buildings, dams, bridges, roadways, landfills, water treatment plants, and wastewater treatment plants.  Chris remained in the private sector until 1992. In 1992, He began working for the Massachusetts Highway Department (MHD) where he was involved in the design and construction of roadways and bridges. In 1999 he left MHD to pursue management positions and to utilize his MBA and Civil Engineering degrees. Chris manages the day-to-day operations of the Water, Sewer, and Highway Departments with the assistance of talented supervisors and crew members.  Chris has been attending Baystate Roads seminars/classes for years.  Chris explained that “They (Baystate Roads Classes) are extremely beneficial to myself, both personally and professionally,...thank you to Dr. Chris Ahmadjian and the rest of the Baystate Roads team.”

Don't Miss the 2015 Innovation & Tech Transfer Exchange!

Are you wondering how to improve both the efficiency and effectiveness of your operations? Are you looking for the latest technology or equipment for your organization? Don’t stay trapped in the 20th century. Take the leap forward by discovering 21st century innovations and technologies at the first annual MassDOT Innovation and Tech Transfer Exchange. 

You will learn about the latest innovations being made in the fields of Construction, Safety, Maintenance, Projects and Design, and Materials at this two-day conference. There will be over 30 breakout sessions, where you will have the opportunity to discuss with your peers, the advantages and challenges associated with the methods and technologies being presented. There will be demonstrations from vendors displaying the latest products and technologies. 

The event is open to all transportation professionals including MassDOT, municipalities, consultants, contractors, vendors and manufacturers. The exchange will take place from March 11-12, 2015 at the DCU Center in Worcester, MA. Don’t miss the largest tech transfer event in the state! For more information on attending the 2015 Innovation & Tech Transfer Exchange please visit www.MassDOTInnovation.com or www.Mass.gov/Baystateroads. 

Do you have an exciting new innovation or technology you would like to present at the exchange? Interested in being an Exhibitor or Sponsor at this year’s event? Please contact the Baystate Roads Program at 413-577-2762.

Tech Note #69 - SIGHT DISTANCE

Background According to the American Association of State Highway and Transportation Officials (AASHTO), the ability of a driver to see ahead on the roadway is of paramount importance for the safe and efficient operation of a vehicle. In general, sight distance refers to the driver’s line of site. Sight distance can be categorized into various types: (1) stopping sight distance (SSD), (2) decision sight distance (DSD), (3) passing sight distance (PSD), and (4) intersection sight distance (ISD). Each of these sight distances considers the reaction time of the driver and the subsequent time to complete the associated task (e.g., stopping, slowing, or maneuvering). Although summaries of these sight distance values are provided in this fact sheet, the actual formulas and figures used to determine these values should be obtained from AASHTO’s A Policy on Geometric Design of Highways and Streets (AASHTO Green Book).

Stopping Sight Distance Stopping sight distance is calculated as the sum of (1) the distance a vehicle travels from the instant a driver sees an object necessitating a stop until the instant the brakes are applied, and (2) the distance required to actually stop the vehicle once the brakes are applied. In roadway design, the SSD is used to determine if drivers will have sufficient time to stop. The SSD is affected by both horizontal and vertical curves in a roadway’s alignment. It is important to understand the SSD available, to determine if motorists are being afforded sufficient time to stop their vehicle. In the event that appropriate SSD is not available there are various countermeasures that can be considered. For example, one countermeasure that could improve conditions immediately is the trimming of brush that obstructs sight lines. Longer-term solutions may include geometric changes in horizontal and vertical curves and dynamic signage (illuminated RED signal ahead)

Intersection Sight Distance Intersection sight distance (ISD) refers to the line of sight between a driver on a roadway and a vehicle attempting to enter from a side street or driveway. This value is critical in determining where driveways or other access points should be located, or what traffic control devices are necessary, to ensure that adequate ISD is provided. ISD is easily measured in the field, and information on this procedure can be found in the AASHTO Green Book.

Passing Sight Distance Passing sight distance (PSD) is the length of roadway needed to complete a normal passing maneuver. PSD is the distance required to make the decision, react, pass, and rejoin the traffic stream. A calculation of PSD helps to determine if sufficient distance is available to allow for a passing zone to be installed or to determine if a current passing zone actually affords motorists sufficient distance and time to complete a passing maneuver.

Decision Sight Distance Decision sight distance (DSD) refers to the sight distance needed for a driver to (1) detect an unexpected or difficult-to-perceive condition in a roadway environment, (2) recognize the threat condition, (3) select an appropriate speed and path, and (4) initiate and complete the maneuver safely and efficiently. Some common examples of DSD on the roadway include the distance required to slow down for a turn, a merge, a lane drop, or an exit. It is important to consider DSD at locations where drivers may require additional time or distance due to complex driving situations. Because DSD is a greater distance than SSD, advance warning signs of an upcoming maneuver may be warranted.

Countermeasures for Improving or Mitigating Sight Distance

A simple and relatively low cost and quick solution can be trimming trees, bushes, and plants within the right of way. Without disturbing private property or historic sites, one possible approach is to take annual visits around town and trim overhanging branches or trim bushes that affect the driver’s line of sight. On private property, a respectful conversation with residents or property owners can often result in permission to trim vegetation. Many communities throughout Massachusetts have public safety trimming ordinances. In addition MGL, Chapter 87, Sec. 5 states “tree wardens and their deputies… shall trim or cut down trees and bushes, if the same shall be deemed to obstruct, endanger, hinder or incommode persons traveling”.

Installing traffic signs can also be an effective strategy. Signage can be added to alert drivers of an upcoming situation that is out of sight distance range. For example, adding a turn ahead or railroad grade crossing sign can help mitigate limitations in available sight distance. Also consider that some signs may inhibit sight distance, so removing unnecessary signs that interfere with sight distance can also be effective.

Another option that may help mitigate sight distance issues is the establishment of an advisory speed. Although an advisory speed plaque does not guarantee that a driver will slow down, it may alert the driver that this section of roadway could be hazardous. Please note that these speeds are not enforceable, and advisory speed plaques should be mounted with the warning sign it is intended to supplement.

Resources A Policy on Geometric Design of Highways and Streets The AASHTO Policy, also know as the AASHTO “Green Book”, is based upon established design practices, and is intended to provide guidance in roadway design. This document is available for purchase through AASHTO at https://bookstore.transportation.org/

Massachusetts Traffic Safety Toolbox Series This series of facts sheets provides information on safety improvements that can be implemented at the local level. Information on problem areas, possible countermeasures, and implementation considerations is included in each fact sheet which can be found at www.mass.gov/mhd/safetytoolbox/

MassDOT developing Complete Streets Program for local roads

The Massachusetts Department of Transportation (MassDOT) was directed in the 2014 Transportation Bond Bill (An Act financing improvements to the Commonwealth’s transportation system: Chapter 79: Acts of 2014: Dated April 18, 2014) to establish a Complete Streets Certification Program to encourage municipalities to regularly and routinely include Complete Street design elements and infrastructure on locally-funded roads. To be eligible for the program the Bill specified the following criteria that are currently under review and refinement at MassDOT (Title XIV: Public Ways and Works: Chapter 90I: Complete Streets Program: Section 1 (c): “To be certified as a complete streets community, a municipality shall: (i) file an application with the department in a form and manner prescribed by the department; (ii) adopt a complete streets by-law, ordinance or administrative policy in a manner which shall be approved by the department and which shall include at least 1 public hearing; provided, however, that the by-law, ordinance or administrative policy shall identify the body, individual or entity responsible for carrying out the complete streets program; (iii) coordinate with the department to confirm the accuracy of the baseline inventory of pedestrian and bicycle accommodations in order to identify priority projects; (iv) develop procedures to follow when conducting municipal road repairs, upgrades or expansion projects on public rights-of-way in order to incorporate complete streets elements; (v) establish a review process for all private development proposals in order to ensure complete streets components are incorporated into new construction; (vi) set a municipal goal for an increased mode share for walking, cycling and public transportation, where applicable, to be met within 5 years and develop a program to reach that goal; and (vii) submit an annual progress report to the department.” 

MassDOT anticipates that the final Program Guidance, Application Materials, and new training sessions will be available in late spring.

Congratulations Master Roads Scholar Michele Jodar Stein, P.E.

Michele Jodar Stein, P.E. graduated with her bachelor’s degree in Civil Engineering from Merrimack College and her Master’s Degree in Civil Engineering with a focus on Geotechnical Engineering from UMass Lowell. She immediately began working as a Geotechnical Engineer. After five years working in the private sector, she took a position working for the Town of Tewksbury as a Project Manager. In less than three years she was promoted to Town Engineer where she held that position until this past January 2014. In January, Michele accepted her dream job to where she is a professor in Engineering, working at Middlesex Community College in the Science, Technology, Engineering and Math (STEM) Department. Michele has the great pleasure of preparing our future engineers for the working world. She has referred to her current position as the most rewarding job she has ever had! Michele has also been teaching as an adjunct professor at Merrimack College since 2006 in the Civil Engineering Department.

Congratulations Master Roads Scholar Lisa Demeo

Lisa DeMeo has been the City Engineer for the City of Lowell since May 2007. She has a Bachelor of Science, Civil Engineering (UMass Lowell), MBA (UMass Lowell), and Project Management Certification (Stevens Institute) and is a Registered Professional Engineer in Massachusetts and New Hampshire. Lisa is a member of ASCE and BSCES, Essex County Highway Assoc., Mass Highway Association, New England Water Environment Association (NEWEA), and MA Municipal Engineers Assoc.

  She has 16 years’ experience in the private sector. This includes time at Lucent Technologies where she was a structural engineer in the Microwave Tower group as well a Product Engineer of telecommunications equipment. She also worked at Hancor, a manufacturer of HDPE storm drainage products, where she was the Area Engineer providing technical support to the sales team covering New York and all six New England states. 

Lisa has over 10 years’ experience in municipal work (both city and town governments). In this capacity, she has overseen the largest municipal sewer project in the state, advises city boards, conducts project reviews relative to storm water, roadways, sidewalks, and provides contract management for many public works projects. 

Lisa and the staff of her division are responsible for the condition of the roads and bridges in Lowell, and manage the procedures for Street Opening Permits, Trench Permits, and Paving/Driveway Permits. 

Her civic involvement includes The Walnut Square Tower Clock Foundation, Board of Directors Haverhill Initiative, Chair of Haverhill Historic Commission and a variety of positions within both the Boy Scouts and Girl Scouts organizations. 

Lisa feels her greatest accomplishments are her three children. Her oldest, Robert, has his Masters in Criminal Justice and is a Massachusetts State Trooper. James has a Bachelor’s degree in International Relations and is attending UMass Lowell graduate school to continue his education. He aspires to work for the State Department. Her daughter, Laura, has two associate degrees; Criminal Justice and Laboratory Sciences concentrating in Analytical Chemistry. Laura, who lives in Haverhill, MA, would like to work for the State Police Crime Lab.

James Downey – Town of Plymouth Timothy King – Truro DPW Bruce Kinsman – Framingham DPW Janhavi Limaye – AECOM Reed Mancari – Mass DOT District 1 Eric Nova – Mass DOT District 6 John O’Leary – Plympton Planning Dept. Ryan Shimmon – Sheffield Highway Dept. Matthew Smith – Chesterfield Highway Dept. Courtney Sulerud – Mass DOT District 4 Scott Sullivan – Colrain Highway Dept. Misrak Sultan – Mass DOT District 4 Ronald Sweet – Conway Highway Dept. Sonnia Tejada – Mass DOT District 6 Terry Walker - Heath DPW Stanley Wood – Mass DOT District 6

The APWA New England finals were held on Nov. 5th with first place going to West Stockbridge, MA. Southbridge, MA finished in second place with Bridgeport, CT coming in 3rd place. Teams were represented from MA, CT, VT, and RI. Story provided by http://berkshirecountyhighway.org