1. What’s New with County Road Construction Bruce G. Stelzner Bruce G. Stelzner Chippewa County Highway Commissioner Chippewa County Highway Commissioner Wisconsin County Highway Association – Past President National Association of County Engineers – Past State Director NACo – Transportation Steering Committee Member

2. FHWA “Every Day Counts”

3. Every Day Counts In 2009, the Federal Highway Administration (FHWA) launched Every Day Counts (EDC) in cooperation with the American Association of State and Highway and Transportation Officials (AASHTO) to speed up the delivery of highway projects and to address the challenges presented by limited budgets. EDC is a state-based model to identify and rapidly deploy proven but underutilized innovations to shorten the project delivery process, enhance roadway safety, reduce congestion and improve environmental sustainability. In 2009, the Federal Highway Administration (FHWA) launched Every Day Counts (EDC) in cooperation with the American Association of State and Highway and Transportation Officials (AASHTO) to speed up the delivery of highway projects and to address the challenges presented by limited budgets. EDC is a state-based model to identify and rapidly deploy proven but underutilized innovations to shorten the project delivery process, enhance roadway safety, reduce congestion and improve environmental sustainability. Proven innovations and enhanced business processes promoted through EDC facilitate greater efficiency at the state and local levels, saving time and resources that can be used to deliver more projects for the same money. By advancing 21st century solutions, the highway community is making every day count to ensure our roads and bridges are built better, faster and smarter. Proven innovations and enhanced business processes promoted through EDC facilitate greater efficiency at the state and local levels, saving time and resources that can be used to deliver more projects for the same money. By advancing 21st century solutions, the highway community is making every day count to ensure our roads and bridges are built better, faster and smarter.

4. How it Works Through the EDC model, FHWA works with state and local transportation agencies and industry stakeholders to identify a new collection of innovations to champion every two years. Innovations are selected collaboratively by stakeholders, taking into consideration market readiness, impacts, benefits and ease of adoption of the innovation. After selecting the EDC technologies for deployment, transportation leaders from across the country gather at regional summits to discuss the innovations and share best practices. These summits begin the process for states, local public agencies and Federal Lands Highway Divisions to focus on the innovations that make the most sense for their unique program needs, establish performance goals and commit to finding opportunities to get those innovations into practice over the next two years. Through the EDC model, FHWA works with state and local transportation agencies and industry stakeholders to identify a new collection of innovations to champion every two years. Innovations are selected collaboratively by stakeholders, taking into consideration market readiness, impacts, benefits and ease of adoption of the innovation. After selecting the EDC technologies for deployment, transportation leaders from across the country gather at regional summits to discuss the innovations and share best practices. These summits begin the process for states, local public agencies and Federal Lands Highway Divisions to focus on the innovations that make the most sense for their unique program needs, establish performance goals and commit to finding opportunities to get those innovations into practice over the next two years. Throughout the two-year deployment cycle, specifications, best practices, lessons learned and relevant data are shared among stakeholders through case studies, webinars and demonstration projects. The result is rapid technology transfer and accelerated deployment of innovation across the nation. Throughout the two-year deployment cycle, specifications, best practices, lessons learned and relevant data are shared among stakeholders through case studies, webinars and demonstration projects. The result is rapid technology transfer and accelerated deployment of innovation across the nation.

5. EDC-1 2011-2012 About Every Day Counts About Every Day Counts About Every Day Counts About Every Day Counts Adaptive Signal Control Adaptive Signal Control Adaptive Signal Control Adaptive Signal Control Clarifying the Scope of Preliminary Design Clarifying the Scope of Preliminary Design Clarifying the Scope of Preliminary Design Clarifying the Scope of Preliminary Design Construction Manager/General Contractor Construction Manager/General Contractor Construction Manager/General Contractor Construction Manager/General Contractor Design Build Design Build Design Build Design Build Enhanced Technical Assistance with Ongoing EISs Enhanced Technical Assistance with Ongoing EISs Enhanced Technical Assistance with Ongoing EISs Enhanced Technical Assistance with Ongoing EISs Expanding the Use of Programmatic Agreements Expanding the Use of Programmatic Agreements Expanding the Use of Programmatic Agreements Expanding the Use of Programmatic Agreements Flexibilities in ROW Flexibilities in ROW Flexibilities in ROW Flexibilities in ROW Flexibilities in Utility Accommodation and Relocation Flexibilities in Utility Accommodation and Relocation Flexibilities in Utility Accommodation and Relocation Flexibilities in Utility Accommodation and Relocation Geosynthetic Reinforced Soil-Integrated Bridge System Geosynthetic Reinforced Soil-Integrated Bridge System Geosynthetic Reinforced Soil-Integrated Bridge System Geosynthetic Reinforced Soil-Integrated Bridge System Planning and Environmental Linkages Planning and Environmental Linkages Planning and Environmental Linkages Planning and Environmental Linkages Prefabricated Bridge Elements and Systems Prefabricated Bridge Elements and Systems Prefabricated Bridge Elements and Systems Prefabricated Bridge Elements and Systems Safety Edge SM Safety Edge SM Safety Edge Safety Edge Use of In-Lieu Fee and Mitigation Banking Use of In-Lieu Fee and Mitigation Banking Use of In-Lieu Fee and Mitigation Banking Use of In-Lieu Fee and Mitigation Banking Warm Mix Asphalt Warm Mix Asphalt Warm Mix Asphalt Warm Mix Asphalt

6. EDC-2 2013-2014 Programmatic Agreements II Programmatic Agreements II Programmatic Agreements II Programmatic Agreements II Locally Administered Federal-Aid Projects Locally Administered Federal-Aid Projects Locally Administered Federal-Aid Projects Locally Administered Federal-Aid Projects Three-Dimensional Modeling Three-Dimensional Modeling Three-Dimensional Modeling Three-Dimensional Modeling Intelligent Compaction Intelligent Compaction Intelligent Compaction Intelligent Compaction Accelerated Bridge Construction Accelerated Bridge Construction Accelerated Bridge Construction Accelerated Bridge Construction Design Build Design Build Design Build Design Build Construction Manager/General Contractor Construction Manager/General Contractor Construction Manager/General Contractor Construction Manager/General Contractor Alternative Technical Concepts Alternative Technical Concepts Alternative Technical Concepts Alternative Technical Concepts High Friction Surfaces High Friction Surfaces High Friction Surfaces High Friction Surfaces Intersection and Interchange Geometrics Intersection and Interchange Geometrics Intersection and Interchange Geometrics Intersection and Interchange Geometrics Geospatial Data Collaboration Geospatial Data Collaboration Geospatial Data Collaboration Geospatial Data Collaboration Implementing Quality Environmental Documentation Implementing Quality Environmental Documentation Implementing Quality Environmental Documentation Implementing Quality Environmental Documentation SHRP2 National Traffic Incident Management Responder Training SHRP2 National Traffic Incident Management Responder Training SHRP2 National Traffic Incident Management Responder Training SHRP2 National Traffic Incident Management Responder Training

7. EDC-3 2015-2016 Shortening Project Development and Delivery Shortening Project Development and Delivery Regional Models of Cooperation Regional Models of Cooperation Regional Models of Cooperation Regional Models of Cooperation Improving Collaboration and Quality Environmental Documentation Improving Collaboration and Quality Environmental Documentation Improving Collaboration and Quality Environmental Documentation Improving Collaboration and Quality Environmental Documentation 3D Engineered Models: Schedule, Cost, and Post-Construction 3D Engineered Models: Schedule, Cost, and Post-Construction 3D Engineered Models: Schedule, Cost, and Post-Construction 3D Engineered Models: Schedule, Cost, and Post-Construction e-Construction e-Construction e-Construction Geosynthetic Reinforced Soil – Integrated Bridge System Geosynthetic Reinforced Soil – Integrated Bridge System Geosynthetic Reinforced Soil – Integrated Bridge System Geosynthetic Reinforced Soil – Integrated Bridge System Locally Administered Federal-Aid Projects: Stakeholder Partnering Locally Administered Federal-Aid Projects: Stakeholder Partnering Locally Administered Federal-Aid Projects: Stakeholder Partnering Locally Administered Federal-Aid Projects: Stakeholder Partnering Improving DOT and Railroad Coordination (SHRP2 R16) Improving DOT and Railroad Coordination (SHRP2 R16) Improving DOT and Railroad Coordination (SHRP2 R16) Improving DOT and Railroad Coordination (SHRP2 R16) Mobility Mobility Smarter Work Zones Smarter Work Zones Smarter Work Zones Smarter Work Zones Safety Safety Data-Driven Safety Analysis Data-Driven Safety Analysis Data-Driven Safety Analysis Data-Driven Safety Analysis Road Diets (Roadway Reconfiguration) Road Diets (Roadway Reconfiguration) Road Diets (Roadway Reconfiguration) Road Diets (Roadway Reconfiguration) Quality Quality Ultra-High Performance Concrete Connections for Prefabricated Bridge Elements Ultra-High Performance Concrete Connections for Prefabricated Bridge Elements Ultra-High Performance Concrete Connections for Prefabricated Bridge Elements Ultra-High Performance Concrete Connections for Prefabricated Bridge Elements

8. County Highways Safety Edge Safety Edge Warm Mix Asphalt Warm Mix Asphalt GRS Bridges GRS Bridges High Friction Surfaces High Friction Surfaces Local Certification for Federal Aid Projects Local Certification for Federal Aid Projects Railroad Coordination Railroad Coordination Data Driven Safety Analysis Data Driven Safety Analysis Roadway Diets Roadway Diets

9. Safety Edge

10. Pavement edge drop-off on highways has been linked to many serious crashes, including fatal collisions. To mitigate vertical drop-offs, FHWA advocates installing the Safety Edge SM on pavements during paving or resurfacing projects. This technology allows drivers who drift off highways to return to the pavement safely. Pavement edge drop-off on highways has been linked to many serious crashes, including fatal collisions. To mitigate vertical drop-offs, FHWA advocates installing the Safety Edge SM on pavements during paving or resurfacing projects. This technology allows drivers who drift off highways to return to the pavement safely. Roadway departures account for over half of all fatal crashes. Not all of these crashes involve speeders and drunk drivers. Some could have been easily prevented if a vertical pavement edge drop-off had not been present. Roadway departures account for over half of all fatal crashes. Not all of these crashes involve speeders and drunk drivers. Some could have been easily prevented if a vertical pavement edge drop-off had not been present. Between periods of maintenance, pavement-edge drop-offs can form along the edge of highways. When a driver runs off the roadway, such drop-offs can hinder reentry and may lead to driver overcorrection, loss of control, or overturning on the roadway or roadside. The safety edge is a treatment that is implemented in conjunction with pavement resurfacing and is intended to help minimize drop-off-related crashes Many of these tragedies might have been prevented by a cutting-edge technology known as the Safety Edge SM. This simple, inexpensive solution is a focus of the FHWA's Every Day Counts program. Many of these tragedies might have been prevented by a cutting-edge technology known as the Safety Edge SM. This simple, inexpensive solution is a focus of the FHWA's Every Day Counts program.

11. Warm Mix Asphalt

12. WMA Warm Mix Asphalt (WMA) is the generic term for a variety of technologies that allow producers of Hot Mix Asphalt (HMA) pavement material to lower temperatures at which the material is mixed and placed on the road. It is a proven a technology that can: Warm Mix Asphalt (WMA) is the generic term for a variety of technologies that allow producers of Hot Mix Asphalt (HMA) pavement material to lower temperatures at which the material is mixed and placed on the road. It is a proven a technology that can: Reduce paving costs. Reduce paving costs. Extend the paving season. Extend the paving season. Improve asphalt compaction. Improve asphalt compaction. Allow asphalt mix to be hauled longer distances. Allow asphalt mix to be hauled longer distances. Improve working conditions by reducing exposure to fuel emissions, fumes, and odors. Improve working conditions by reducing exposure to fuel emissions, fumes, and odors. Lower Temperatures, lower costs, more opportunities Lower Temperatures, lower costs, more opportunities Better Performance Better Performance Good for Workers and Good for the Environment Good for Workers and Good for the Environment

13. GRS Bridge

14. Instead of conventional bridge support technology, Geosynthetic Reinforced Soil (GRS) Integrated Bridge System (IBS) technology uses alternating layers of compacted granular fill material and fabric sheets of geotextile reinforcement to provide support for the bridge. GRS also provides a smooth transition from the bridge onto the roadway, and alleviates the "bump at the bridge" problem caused by uneven settlement between the bridge and approaching roadway. The technology offers unique advantages in the construction of small bridges, including: Instead of conventional bridge support technology, Geosynthetic Reinforced Soil (GRS) Integrated Bridge System (IBS) technology uses alternating layers of compacted granular fill material and fabric sheets of geotextile reinforcement to provide support for the bridge. GRS also provides a smooth transition from the bridge onto the roadway, and alleviates the "bump at the bridge" problem caused by uneven settlement between the bridge and approaching roadway. The technology offers unique advantages in the construction of small bridges, including: Reduced construction time and cost, with costs reduced 25 to 60 percent from conventional construction methods. Reduced construction time and cost, with costs reduced 25 to 60 percent from conventional construction methods. Easy to build with common equipment and materials; easy to maintain because of fewer parts. Easy to build with common equipment and materials; easy to maintain because of fewer parts. Flexible design that's easily modified in the field for unforeseen site conditions, including unfavorable weather conditions. Flexible design that's easily modified in the field for unforeseen site conditions, including unfavorable weather conditions.

15. High Friction Surfaces

16. Maintaining the appropriate amount of pavement friction is critical for safe driving. In locations where drivers may brake excessively; for example, when going around curves, down hills or steep grades, or when approaching an intersection; the road surface can become prematurely polished, reducing the pavement friction and allowing vehicles to skid when the drivers brake. Drivers may also be speeding or distracted, contributing to the high-crash rates in critical locations. Wet road surfaces can also reduce pavement friction and cause skidding or hydroplaning. Maintaining the appropriate amount of pavement friction is critical for safe driving. In locations where drivers may brake excessively; for example, when going around curves, down hills or steep grades, or when approaching an intersection; the road surface can become prematurely polished, reducing the pavement friction and allowing vehicles to skid when the drivers brake. Drivers may also be speeding or distracted, contributing to the high-crash rates in critical locations. Wet road surfaces can also reduce pavement friction and cause skidding or hydroplaning. Motorists may notice rougher riding surfaces in treated areas; however, they also will experience greater pavement friction resulting in better control of their vehicles. Friction improvement projects have been well received by the public and elected officials because the results are measurable, the costs are relatively low, and the products produce negligible environmental impacts Motorists may notice rougher riding surfaces in treated areas; however, they also will experience greater pavement friction resulting in better control of their vehicles. Friction improvement projects have been well received by the public and elected officials because the results are measurable, the costs are relatively low, and the products produce negligible environmental impacts

17. Local Certification for Federal Aid Projects

18. To aid Local Public Agencies (LPAs) through the complexities of the Federal- aid Highway Program's requirements and processes for establishing and administering Federal-aid projects, a three-pronged strategy has been developed to assist these local agencies. To aid Local Public Agencies (LPAs) through the complexities of the Federal- aid Highway Program's requirements and processes for establishing and administering Federal-aid projects, a three-pronged strategy has been developed to assist these local agencies. First, to improve the Federal-aid projects administered by LPAs and mitigate the potential for noncompliance, State Transportation Agencies (STAs) have developed certification/qualification-type programs. These programs use criteria for LPAs to ensure that the LPA is certified and/or qualified to manage project activities that use federal-aid funds. First, to improve the Federal-aid projects administered by LPAs and mitigate the potential for noncompliance, State Transportation Agencies (STAs) have developed certification/qualification-type programs. These programs use criteria for LPAs to ensure that the LPA is certified and/or qualified to manage project activities that use federal-aid funds. The benefits of a certification/qualification program are: The benefits of a certification/qualification program are: Compliance: Limits LPAs that administer Federal-aid projects to those with the demonstrated qualifications and experience for handling projects. Compliance: Limits LPAs that administer Federal-aid projects to those with the demonstrated qualifications and experience for handling projects. Risk mitigation: Reduces the program accountability risk and ensures projects follow federal regulations and guidelines. Risk mitigation: Reduces the program accountability risk and ensures projects follow federal regulations and guidelines. Resource reduction: Allows STAs to reduce oversight resource needs for LPA-administered projects. Resource reduction: Allows STAs to reduce oversight resource needs for LPA-administered projects. Local ownership: Allows certified LPAs to manage and own their projects. Local ownership: Allows certified LPAs to manage and own their projects.

19. Railroad Coordination

20. Each year, transportation agencies construct hundreds of highway projects that cross over, under or parallel to railroad rights-of-way, requiring extensive coordination between the organizations responsible for these structures. Although most projects go smoothly, delays in development and construction do occur. Each year, transportation agencies construct hundreds of highway projects that cross over, under or parallel to railroad rights-of-way, requiring extensive coordination between the organizations responsible for these structures. Although most projects go smoothly, delays in development and construction do occur. Railroads must carefully evaluate transportation agency projects in terms of safety, engineering and operational impacts both during construction and for decades afterward. For agencies, delays incurred while waiting for railroad reviews and agreements can increase project costs and extend renewal needs for users. Railroads must carefully evaluate transportation agency projects in terms of safety, engineering and operational impacts both during construction and for decades afterward. For agencies, delays incurred while waiting for railroad reviews and agreements can increase project costs and extend renewal needs for users. With railroad volumes projected to grow, the need for project coordination will continue to increase. Cementing mutual understanding and streamlining processes will save money and time for both railroads and public agencies. With railroad volumes projected to grow, the need for project coordination will continue to increase. Cementing mutual understanding and streamlining processes will save money and time for both railroads and public agencies.

21. Railroad Coordination Benefits Improved Communication. A suite of tools helps public transportation agencies and railroads to identify and circumvent sources of conflict. Improved Communication. A suite of tools helps public transportation agencies and railroads to identify and circumvent sources of conflict. Expedited Project Delivery. MOUs developed for project and program needs can expedite delivery. Expedited Project Delivery. MOUs developed for project and program needs can expedite delivery. Reduced Project Costs. Less delays incurred while waiting for reviews and agreements equals less increases in project costs. Reduced Project Costs. Less delays incurred while waiting for reviews and agreements equals less increases in project costs.

22. Data Driven Safety Analysis

23. Data-Driven Safety Analysis builds upon decades of work and collaboration to promote the integration of safety performance into all highway investment decisions. Broader implementation of quantitative safety analysis, so that it becomes an integral component of safety management and project development decision-making, will lead to better-targeted highway investments, resulting in fewer fatal and serious injury crashes on our nation’s roadways Data-Driven Safety Analysis builds upon decades of work and collaboration to promote the integration of safety performance into all highway investment decisions. Broader implementation of quantitative safety analysis, so that it becomes an integral component of safety management and project development decision-making, will lead to better-targeted highway investments, resulting in fewer fatal and serious injury crashes on our nation’s roadways Predictive analysis uses crash, roadway and traffic volume data to provide reliable estimates of an existing or proposed roadway’s expected safety performance in terms of crash frequency and severity. These methods can help state and local agencies quantify the safety impacts of transportation decisions, similar to the way agencies quantify traffic growth, construction costs, environmental impacts, pavement life, and traffic operations to come up with the best overall solution. Predictive analysis uses crash, roadway and traffic volume data to provide reliable estimates of an existing or proposed roadway’s expected safety performance in terms of crash frequency and severity. These methods can help state and local agencies quantify the safety impacts of transportation decisions, similar to the way agencies quantify traffic growth, construction costs, environmental impacts, pavement life, and traffic operations to come up with the best overall solution.

24. Roadway Diets

25. Improved safety and congestion relief on public roadways are high-priority national goals. Innovative reconfigurations such as Road Diets can help achieve these goals for motorists and non-motorists on mixed-use streets by reducing vehicle speeds and freeing space for alternative modes. Road diets can reduce collisions, increase mobility and access, and improve a community’s quality of life. Improved safety and congestion relief on public roadways are high-priority national goals. Innovative reconfigurations such as Road Diets can help achieve these goals for motorists and non-motorists on mixed-use streets by reducing vehicle speeds and freeing space for alternative modes. Road diets can reduce collisions, increase mobility and access, and improve a community’s quality of life. Road Diets are a safety-focused alternative to a four-lane, undivided roadway. The most common type of Road Diet involves converting an existing four-lane, undivided roadway segment that serves both through and turning traffic into a three-lane segment with two through lanes and a center, two-way left-turn lane (TWLTL). The reclaimed space can be allocated for other uses such as bike lanes, pedestrian refuge islands, bus lanes and parking. Road Diets are a safety-focused alternative to a four-lane, undivided roadway. The most common type of Road Diet involves converting an existing four-lane, undivided roadway segment that serves both through and turning traffic into a three-lane segment with two through lanes and a center, two-way left-turn lane (TWLTL). The reclaimed space can be allocated for other uses such as bike lanes, pedestrian refuge islands, bus lanes and parking. BENEFITS BENEFITS Safety. Road Diets can make the roadway environment safer for all users. Studies indicate a 19 to 47 percent reduction in overall crashes when a Road Diet is installed on a previously four-lane undivided facility. For pedestrians, Road Diets result in fewer lanes to cross and provide an opportunity to install refuge islands that slow vehicles in the midblock crossing area, which is where 70 percent of pedestrian fatalities occur. Safety. Road Diets can make the roadway environment safer for all users. Studies indicate a 19 to 47 percent reduction in overall crashes when a Road Diet is installed on a previously four-lane undivided facility. For pedestrians, Road Diets result in fewer lanes to cross and provide an opportunity to install refuge islands that slow vehicles in the midblock crossing area, which is where 70 percent of pedestrian fatalities occur. Low Cost. Road Diets make efficient use of the roadway cross-section. The majority are installed on existing pavement within the right-of-way. When planned in conjunction with reconstruction or simple overlay projects, the safety and operational benefits of Road Diets are achieved essentially for the cost of restriping pavement lanes. Low Cost. Road Diets make efficient use of the roadway cross-section. The majority are installed on existing pavement within the right-of-way. When planned in conjunction with reconstruction or simple overlay projects, the safety and operational benefits of Road Diets are achieved essentially for the cost of restriping pavement lanes. Quality of Life. Road Diets can make shared spaces more livable and contribute to a community- focused, Complete Streets environment. On-street parking and bike lanes can also bring increased foot traffic to business districts. Quality of Life. Road Diets can make shared spaces more livable and contribute to a community- focused, Complete Streets environment. On-street parking and bike lanes can also bring increased foot traffic to business districts.

26. EVERY DAY COUNTS http://www.fhwa.dot.gov/everydaycounts/ www.fhwa.dot.gov/everydaycounts

27. QUESTIONS???? BRUCE G. STELZNER CHIPPEWA COUNTY HIGHWAY COMMISSIONER WCHA – PAST PRESIDENT NACE – PAST STATE DIRECTOR NACo - TRANSPORTATION STEERING COMMITTEE bstelzner@co.chippewa.wi.us 715-726-7914