A new research study has shown that few landowners know about MnDOT’s snow fence program, its benefits to community safety and mobility, and incentives to install snow fences. Following community meetings and surveys in four regions of Minnesota, researchers identified promising promotional methods for the snow fence program, the constraints landowners face in adopting snow fences, and incentives and assistance to improve snow fence adoption. Project results will guide MnDOT’s efforts to expand the use of snow fences around the stateContinue reading Promoting Snow Fence Adoption in Minnesota
Working with an advisory panel of road managers from local agencies, researchers have developed a practitioner-ready guide for converting severely distressed low-volume paved roads to improved, easily maintained gravel roads. The guide includes decision-making tools and an online webinar for training.Continue reading Guide for Converting Distressed Low-Volume Paved Roads to Unpaved Roads
An evaluation of five maintenance paint coating systems on Minnesota steel bridges with localized corrosion found that each maintenance coating performed well, and, if corrosion is identified early and maintenance painting occurs, the service life of the paint coating system can be extended five years before repainting is required. Based on the test data, researchers recommended an update to MnDOT’s Bridge Maintenance Painting Manual that includes guidance on when to apply maintenance paint coatings and when to remove paint and recoat bridges.Continue reading Detecting Corrosion Early Extends Service Life of Bridge Paint Coating
Keeping Minnesota’s roadsides green is about more than just aesthetics—healthy turfgrass can improve water quality, reduce erosion and road noise, and provide animal habitat. However, harsh conditions such as heat, drought, and salt use can make it difficult for roadside turfgrass to thrive.
Researchers tested a wide variety of turfgrass cultivars over several growing seasons—in both urban and rural environments across five states.Continue reading Performance Testing of Regional Roadside Turfgrass
Managing a fleet of trucks, heavy equipment, and other vehicles challenges road agencies large and small. While large agencies like MnDOT use software and specialized administrators to manage fleet management systems electronically, city and county agencies often do not. For some small agencies, fleet management may fall to a shop mechanic or two.Continue reading Guidebook helps cities and counties choose tools for managing fleets
In a newly completed study, researchers found that stabilized full-depth reclamation has produced stronger roads for commercial loads in Minnesota, and the method shows promise for uses in rural agricultural areas. How much greater the strength gained with each stabilizing agent is better understood, though not conclusively.Continue reading Recycling Asphalt Pavement Offers Strong Alternative to New Aggregate Base
The Minnesota Department of Transportation (MnDOT) has 137 truck stations across the state. These stations house and allow maintenance of MnDOT highway equipment as well as provide office and work space for highway maintenance staff. Within 20 years, 80 of these stations will need to be replaced as they reach the end of their effective life spans. Researchers developed a geographic information system based modeling tool to determine the most effective locations for truck stations in the state. Using data from many sources, a new research study has determined that MnDOT could rebuild 123 stations, relocate 24 on land available to MnDOT and combine two. MnDOT would save millions of dollars using the location optimization alternatives over the 50-year life cycle of a typical truck station.Continue reading New Tools to Optimize Truck Station Locations
In a recently completed study, Minnesota researchers compare the performance and cost-benefit of the clean-and-seal versus rout-and-seal techniques for repairing asphalt pavement cracks.Continue reading Rout-and-Seal Offers Slight Cost–Benefit Over Clean-and-Seal Repairs
The second phase is nearing completion for a project aimed at creating a Unified Permitting Process (UPP) for oversize/overweight (OSOW) vehicles in Minnesota. One outcome of this phase is a roadmap that will define steps for future phases, including statewide implementation.
Currently, haulers need to apply for OSOW permits with each individual roadway authority they will travel through. MnDOT, counties, townships, and cities all administer permits for their own roadways—so several different permit applications and processes can be required for a single haul.
“The streamlined permitting process is expected to increase efficiencies for the freight industry, which is good for our economy,” says Clark Moe, systems coordinator with MnDOT’s Operations Division, Office of Maintenance. “It will also enable more effective enforcement and help us preserve the quality of our road network.”
Through the UPP, agencies should have a better idea of what’s happening on their roads, says Rich Sanders, county engineer for Polk County. “Throughout the state, there are a lot of hauls we don’t even know about, let alone if they will use a restricted bridge or road.”
UPP Phases I and II
Phase I of the UPP project examined the feasibility of implementing a permitting platform. Completed in 2017, this phase included listening sessions across the state with the hauling industry, local agency engineers, law enforcement, state agencies, and MnDOT staff. Eighteen public and private entities collaborated to develop policies, processes, and plans for UPP technology. The final report concluded that a reference platform system for processing permit applications would be the best approach to explore.
Phase II was a proof-of-concept pilot project spanning St. Louis County, Polk County, the City of Duluth, and MnDOT Districts 1 and 2. The goal was to see if a permitting platform would work across jurisdictions connecting various permitting software and using multiple system processes. “The platform has to be usable in different ways and be able to channel payment back to MnDOT or a county or city,” Sanders says. “Phase II showed UPP could work.”
Phase II also underscored the complexity of the issues to come. “The vision is for haulers to enter their license data, and the required permit data would automatically populate the permit,” says Mitch Rasmussen, assistant commissioner with MnDOT State Aid. “But all kinds of software systems are now in use by local agencies, and MnDOT’s Office of Freight and Commercial Vehicle Operation is preparing to replace the two online systems it’s been using for decades. All the systems will need to talk to the unified platform. It will take time and money to build. The roadmap from Phase II can help us get there.”
Policy and fee differences are another challenge. To gather context and ideas, MnDOT recently completed a Transportation Research Synthesis to explore the practices of other state transportation agencies in setting, collecting, and distributing permit fees for heavy commercial OSOW vehicles (see related article). Another MnDOT study is under way to gather basic data about the permit fee policies of counties in Minnesota and throughout the country, including authority for the fees, cost range, and fee types.
When Polk County switched from a paper system to an electronic one, industry started applying for permits more consistently, Sanders says. With the paper system, five or six permit applications would be faxed in each year, and approval could take two days. But with its online system, the county received 201 applications between January 1 and October 26, 2018. “Approval might take us 30 seconds,” he notes.
UPP work to date has been funded by MnDOT and the Minnesota Local Road Research Board. Others involved include the Federal Highway Administration, state agencies (Minnesota Department of Public Safety, Driver and Vehicle Services, Minnesota State Patrol, Minnesota IT Services Geospatial Information Office), associations (Minnesota Association of Townships, Minnesota County Engineers Association, Associated General Contractors of America), private businesses (ProWest, SRF Consulting, Midstate Reclamation & Trucking, Tiller Corporation), and educational institutions (Upper Great Plains Transportation Institute, NDSU; Alexandria Technical & Community College). UPP Phases I & II were a unique collaborative public-private partnership to resolve a long-standing problem.
Next phases and final outcome
Moving forward, Phase III will begin development of the unified system using real data from multiple road authorities and databases in MnDOT Districts 1 and 2. Phase IV will take the platform beyond Districts 1 and 2 and roll out the system for testing statewide. Estimated completion is two to three years.
“Under current plans for the unified system, Minnesota road authorities will continue to set their own fees and may be able to connect their existing software, although some interoperable adaptations will be needed,” Moe says. “The new permitting process will focus on education for haulers, permitting agencies, and the public, as well as engineering decisions by agencies. This, in turn, will lead to increased enforcement effectiveness to help preserve road quality while boosting the economy.”
“Many decisions are still on tap,” Rasmussen adds. “There’s no decision yet of who’s going to own it and manage it, for example, or what fees might be recommended. There are a million moving parts, and many agencies and interests are involved. But we’re taking big strides toward our central goal: putting the right load on the right road, the right way, right away.”
This article by Pam Snopl originally appeared in the December issue of the Minnesota LTAP Technology Exchange newsletter.
Snowplow operators face harsh driving conditions and must also deal with fatigue and drowsiness. A recent multi-state research project identifies factors that cause driver fatigue in snowplow operators and recommends cost-effective solutions to help reduce it.
Clear Roads – a winter maintenance research initiative – surveyed 33 member states to gather data on snowplow operators’ experiences with fatigue. More than 2,000 snowplow operators from 23 Clear Roads states responded.
Nearly all the respondents (94 percent) reported feeling fatigue at some point while operating a snowplow during winter weather events. The majority of vehicle operators (59 percent) reported their shifts of 8 to 16 hours included both daytime and nighttime segments. Smaller proportions reported that they worked primarily during the day (22 percent) or primarily at night (18 percent).
Survey results also indicated that more experienced operators were more prone to fatigue, and those who worked shifts lasting longer than 16 hours reported significantly higher levels of fatigue.
Based on the results and analysis, researchers ranked the in-cab and external equipment that caused fatigue. The top four equipment-related sources of fatigue were bright interior lighting, standard windshield wipers, misplaced or insufficient auxiliary lighting, and old or uncomfortable seats.
Among the non-equipment-related sources of fatigue, the most commonly reported factor was silence (lack of music or talking), followed by length of shift, lack of sleep, and insufficient breaks.
Using the same ratings, researchers developed a list of recommended actions that can be implemented by agencies to decrease driver fatigue. The recommendations were based on a comparison of each solution’s costs (equipment costs and potential risk of adversely affecting fatigue) and benefits (effectiveness in reducing operator fatigue).
Among the researchers’ equipment-related recommendations, the most cost-effective called for adding:
- A CD player or satellite radio to deliver music or speech, preventing short-term fatigue.
- Dimmable interior lighting to reduce reflections on the windshield and windows, providing better visibility.
- Dimmable warning lights to reduce back-reflected light from the warning lights, lowering visual distraction.
- Snow deflectors to reduce the amount of snow blown on the windshield, providing better visibility.
- Heated windshields to reduce snow and ice buildup on the windshield, providing better visibility.
Non-equipment solutions included encouraging adequate breaks, limiting shifts to 12 consecutive hours when feasible, developing a fatigue management policy, encouraging a healthy lifestyle, and designating dedicated rest locations for operators.
According to the report, both the equipment-related and non-equipment-related solutions provide easy and quick corrective actions that agencies can implement immediately to increase the health and safety of snowplow operators.
- Identification and Recommendations for Correction of Equipment Factors Causing Fatigue in Snowplow Operations (Clear Roads, Nov. 2017) (LRRB/MnDOT 2017-31, July 2017)
- “Truckers disregarding sleep apnea treatment show greater crash risk,” CTS Catalyst (Apr. 2018)
Clear Roads is a multi-state winter maintenance research initiative. This article originally appeared in the September issue of the LTAP Technology Exchange.