Good afternoon or good morning to those of you to the West. Welcome to the Talking Freight Seminar Series.
My name is Jennifer Symoun and I will moderate today's seminar.
Today's topic is "The Effects of Construction Zones on Freight Movement." Please be advised that today's seminar is being recorded. Today we'll have five presenters.
Chung Eng of FHWA, Tammy Stewart of North Carolina DOT, Rick Cates of North Carolina Trucking Association and Randal Thomas of Oregon DOT.
Chung Eng is the Work Zone Mobility and Safety Team Leader in the Office of Transportation Operations in FHWA Headquarters.
He graduated from George Washington University in 1982.
She has coordinated safety on am rollup program launching an updating the travel program.
She is also responsible for overseeing the men's across the state she is a member of the Institute of Transportation engineers.
She began her career with North Carolina DOT in 1990.
She holds a BSCE from North Carolina State University.
Tammy Stewart is a public relations specialist with North Carolina DOT.
She has been with it for most seven years.
She continues to work on various programs.
Rick Cates is director of safety for North Carolina Trucking Association.
And state court metaphor I watch.
He has been in the truck industry for over 36 years.
He spent many years with Burlington industries.
He is actively involved with the North Carolina Trucking Association Safety council.
He is chairman of various committees.
He is chairman of North Carolina Trucking Association truck driver training board.
Randal Thomas is statewide traffic manager for Oregon DOT.
He managed intelligent transportation systems including the award winning grin light truck current program.
He served as membership director for Oregon trucking Association.
He holds a B.S. in management and communications from Western Baptist College where he was awarded most outstanding project thesis.
He is an international published also on the various papers.
It is also an allotted city council in seven Oregon where he lives with his wife and two children.
I would like to go over some logistical details.
It will last 90 minutes.
Sixty minutes allocated for the speakers and final 30 minutes for questions and answers.
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Presenters will be able to answer during the presentation.
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The operator will give you instructions on how to ask the question over the phone.
If you think of a question after the seminar you can ask them directly.
The list service is a forum for a commission and you can find out of the subscribers the web address is provided on your screen.
This session is being recorded.
A file containing the audio and visual portion will be posted within the next week.
We encourage you to direct others in your office that may not have been able to attend to access this.
The power point presentation will also be available.
All attendees will be notified of infallibility.
During today's seminar we will show a video.
The audio will be heard through your computer and not York Telephone.
Please ensure you have the speakers on your computer are turned up.
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Today's topic is "The Effects of Construction Zones on Freight Movement." Our first presentation will be given by Chung Eng of FHWA.
Good afternoon. everyone, for my presentation I will start of with humor.
I am sure that all of you can light.
In today's it seems construction zones are everywhere.
They have an impact on all of us.
Just yesterday, the Vatican issued ten commandments for drivers.
Beyond the personal inconvenience that we all experience, it also has an impact on our nation's economy because they impede the movement of freight.
Trucks carry 70% of the value and 60% of the tonnage.
This does not include trucks moving in in combination with other modes.
Anything we can do to minimize the impact of work zones traffic can benefit individuals and the nation.
I am going to begin by talking about some of the reasons why the number of work site is growing.
And why it is important.
Then I will get into the specifics that we are doing to make things work better on federal highways.
Our nation's highways are getting up there in an age, we celebrated the 50th anniversary last year.
About 30% or about 200,000 bridges are more than 50 years old.
That translates to a lot more work to maintain the system.
The construction work that is increasing, it is evident, there was a study done in 2001 estimating there were 3,100 work zones on the national highway systems during the peak summer season.
An active work design was expected to be encountered in one out of every 100 miles driven.
In 2002 vehicle travel increase by to thousand% while lanes only increased by 2% the increase in traffic lead to greater wear and tear and more congested.
The next slide shows more of the magnitude of the amount of congestion.
Over the last 20 years the hours lost due to congestion increased from 17 to 50 hours.
Work zones only accounted for 10%, but they have a significant impact because they are often unexpected.
They often take place where congestion already exists and exacerbate the problem.
In terms of the impact on business, you see some of the samples in the slide.
I am not going to read through every example, but you can see how significant the impacts can be.
One study estimated each 10% increase in the distance travelled resulted in a $1 billion increase in logistic costs.
Crashes are also increasing.
The table shows there were 949 fatal crashes in 2005 only a slight reduction from a thousand 35 in 2002.
There were an average of more than 1,000 people killed every year.
The trend is for more work under increasingly heavy traffic conditions.
What can be done to reduce delays and crashes.
Develop projects that include strategies help minimize them or avoid them completely.
Reducing the number of works funds by coordinating all combining work zones.
Looking beyond the project to determine regional impacts.
Using more terrible to.
Material to reduce the number of future work sites.
Using innovative contract construction methods to reduce the duration.
For example full road closures can reduce time and an improved safety.
Consider a nice work.
There is less traffic and flexibility in terms of Lane closures.
The rush hour window that we have keeps expanding.
The frequency of not work is increasing.
An analysis in 2002 showed 22% of the work was being done at night.
A lot of jurisdictions are using this as a technique to lessen the impact.
Provide realtime information on conditions so travelers know what to expect they can plan and make decisions accordingly.
The use of technology such as I T S have been shown to improve safety and reduce the like.
What specifically are some of the things federal highway is doing?
This chart does not identify everything.
Some of the key things are, we issued a rule of setting workplace relations to address issues in the current environment.
I will get into more details in the next few slides.
The other look points are a combination of outreach training guides, technical assistance activities, that we also been committed to support implementation of the rule.
Also to support good works own practices in general.
The work is on safety and mobility will, policy and procedures that support the policy and assess and manage impact on individual projects.
The intent is to encourage agencies to consider what and safety impact, both early on and throughout delivery.
Also to expand the planning beyond the project itself to address impact on the broader network and region.
The goal becomes a effective October 12th this year.
Worked zone in packs are considered throughout the project delivery the environment process.
All the way down to the worker.
More effective communication with the public.
More performance wondering assessment.
We have a Best practices Guide as well as examples on our website to highlight good practices it covers a broad range of topics from policy, designed, enforcement, to conduct of the Russian.
These to not specifically singled out freight operations, but contribute to the movement of traffic which impact freight movement.
There is a recent fact sheet that describes what North Carolina and other states are doing to communicate.
Making sure the truck drivers receive accurate and timely information about worked sign schedules help them improve safety.
Kiosk's at rest areas and we stations and truck stops help promote the availability of alternative routes and the courage of their use when major lane closures are scheduled.
Where work zones are located near businesses there is coordination with local manufacturers to help of a planned delivery.
We have a number of training -- I guess some of the more recent trading we have developed is what I am highlighting.
You will see more to go to our web site.
I will have an address on my last slide.
First we have a course on advance work design mentioned.
While not based on the role it addresses could work practices.
We anticipate it to be available by late summer.
We have worked stone training that targets more enforcement officers working in work zones.
To help them better understand could practices and procedures and the principles of temporary traffic control.
So many times you drive by a work so when you see a policeman sitting in their vehicle when they could be doing much more to help manage the conditions.
New driver training to increase awareness of new drivers to hazards.
A software analysis package that can be helped and now allies delays.
Work Zone safety grants.
To address work designed injuries and fatalities.
These are under development now and you should start seeing them hit the streets soon.
What I have highlighted were actually a suite of guides designed specifically to help support safety and mobility rule.
Obviously a lot is available on a website.
In addition, to our resource officers, we recently launched a work zone appear to give program.
It is a mechanism to exchange information to help make work zone work better.
The intent is to provide access to experienced peers to share the lessons learned to help others.
The best feature is that it is free.
It serves to provide and help the users and help themselves by sharing experiences.
I encourage you to not only take advantage but to volunteer as peers.
It is going to be as good as you make it by your participation.
In closing I want to thank you for your interest and attention.
I know I have covered a range of material.
There is a lot more that is available through our web site.
I will provide contact information for myself and Tracy who will be part of the federal highway safety Tim.
The address for our web site is there.
If you have questions after this presentation, feel free to contact us.
If you have any questions please go ahead and press them to the chat area.
We will get to them at the end of this seminar.
Our next presentation is by Joanne or the from North Carolina DOT.
Is my pointer showing up?
If you move it I will tell you.
I just saw it.
Do you see it now?
Just click on the slide.
You may need to select it.
There you go.
Do you see it now?
Thank you for letting us anticipate.
We think it is very important in North Carolina to provide information not only for cars but also to trucking fleets.
We are very concerned about movement of trucks from our ports to the mountains.
We do have a high volume of trucks on our roads.
We have six major interstates that cross North Carolina.
We are very concerned about providing information not only for work zone but also for any impediment to that movement of freight.
I was looking at the previous presentation.
There are a lot of things I am pleased we are addressing to reduce exposure to work zone.
We look at working at night, we do for closures if possible.
My job is to provide as much information as possible to motorists and fleets so they have the best information available.
Also reducing the hazards in the work zones, which you will hear more about.
As was stated I to work for North Carolina's incident Management program.
My prayer responsibility is travel information and getting information out to buttress however possible.
We have merged with our work Sun Safety and impact unit.
We are very excited about that.
We feel our resources, together will better work out work zone across North Carolina.
Our incident management portion of IDS is to improve the response by all the agencies.
To get out of the road as quick as possible.
Also to give the most as much information as possible.
Do they want to choose a different route?
To they want to choose to delay when they go out?
Or choose a different time friend?
We also provide resources during emergencies, such as hurricanes.
Our goal, pertaining to the truck industry is to provide them with as much information as possible.
Our current delays that we have argued to unusual events.
We classify that as anything that causes disruption.
Is it a work zone or an accident, a stalled car.
We try to provide information to those agencies and travelers to make the trips easier.
The tools that we use very throughout the state.
They vary from speed sensors so we can see if people are starting to slow down.
We can verify with a camera if one is available or using incident management assistant patrols in our metro areas across the state.
They just trouble the freeways providing assistance to stranded motorists and accident scenes.
They can also verify if we are seeing a slowdown.
They can provide more information.
How do we get the information out, and disseminate?
We have a Web site in North Carolina that provides delays that are on our roads ITS construction, work zone, and accidents.
We also have Highway advisory radius.
That allows us to put short messages out that people can tune into and get information.
A lot of those I used to modified motorists about work zone.
Where there are delays and what is the schedule they can expect.
We have a 511 system.
That is the portable form of how people can call in and get travel delays on our road west.
We also have the ability to our web site to sign up for text messages sent to your phone, e-mail, pager, device or something like that.
We have a very close association with North Carolina Trucking Association.
We have worked for many years to give information that can be passed on to fleets.
We try to put information up on the dynamic message signs that are populated throughout the state.
That can tell people more about the delays that are ahead.
If you go to a website at www.inCDOT.org you can choose a county or region and you will see a region.
If you click on one of those it will give you more detail.
One of our work zone projects we are advertising very heavily and 18 p month project.
I will talk more about how we have provided information and partnering with North Carolina Trucking Association to avoid this area.
All of this information is available on the 511 system.
Our web site has over 1100 people that enter data into the system.
From maintenance personnel across the state, transportation management center operators, they also coordinate with state and local law-enforcement, the media and our incident management controls.
And the devices we have out there.
That information will feed to the Web.
Dickensian the various means that we disseminate it.
As I stated we send it to North Carolina Trucking Association.
We think it is a great partnership we learned recently that they send it out to 750 people with the trucking Association to let them know where problems are.
If it is an accident or construction or maintenance that is impeding trouble.
We are trying to give them as much information as possible.
This is a targeted zone we have in the rally from area that I work in.
It is only an 18 month project, but we have gone into very detailed accounts, advertising and promoting this project.
Advising people to avoid this project.
It is a six plane facility, three in each direction.
During the evenings and some weekends we close traffic down to one Lane in each direction.
Before this project even started, we started communication with our partners.
State, local law enforcement, North Carolina Trucking Association, some of the chambers of commerce.
We tried to get everyone in to let them know about this project.
So they could avoid this work sign.
On the bottom there is an Orange line.
That is the actual work son.
It is 9 miles in length.
It is on Interstate 40 and if you go to the top where there is a purple route that is in the state 95.
That is out alternate route.
We were very lucky in this situation.
We put a great effort into letting motorists know about delays as well as tracking.
We have CB wizards there is a way station to the left of the screen.
It is a readiness stationed at frequencies on CB channel 19 for truckers.
When they are in range it will play information about the works UN and the alternate route so they can avoid the work zone construction delays.
We also work with the Division of Motor vehicles to operate that way station to hand out fliers to the truckers.
Let them see where the alternate route is and that it is better to take the ultimate Lao.
It is only 1 miles longer than the original.
We are not sending them up to 40 miles out of their way.
It is on interstate facilities.
We have also deployed portable changeable message signs along that route as you proceed from the West into the work is done.
Again to let people know to avoid the work zone.
We have a permanent facilities there where we post messages about the latest.
We have installed a static signing telling people to use it.
We do press releases weekly sent out through epi, Associated press.
We do daily notifications that people can sign up to know where the work will be and the situation in each night.
We also have instant management controls, they don't rove after 9 p.m.
We have contacted a telling Association to immediately remove any vehicle that is broken down or blocking the line on the shoulder or abandoned.
They will immediately remove accident because if there are no fatalities or major injuries involved.
We have tried to take a proactive measures to say we are not going to have obstacles in the way that are going to cause may congestion and the delay.
We also have sensors on the route.
On this next slide, this is the area we have.
The project is the green balls, when the camera is it's like a circle.
We have installed sensors on the this and the alternative route.
It will show us if speeds are slowing down.
It will show us why that is happening.
We also put it on the alternate route, because if we are telling people to take it and we have a major accident on 85 we are creating more of a problem that if they had traveled through the work zone.
We have to much of both of those.
To consider the cameras in the area, the blue dot here.
We are able to visually see what is happening on both the old cement and primary work zone.
I talked about notifications for the project you can go to www.andseetheOT.org and click on the dedicated work Sun project.
This is the top of the web page.
It gives an update on the information.
At the bottom it asks if you would like to be e-mailed about notifications that are happening with the project.
We allow close motorists, passenger and truck fleet to sign up if they wish.
This is what the notification page looks like.
They go in and can see it asks if they want notification.
They put in the name and e-mail address and that is how we sign them up.
Before this started we already had a strong relationship with North Carolina Trucking Association.
We feel there are a vital in transportation in North Carolina.
As was stated, 70% of our goods are transported the way.
We make sure we keep them informed.
We have what we call a special check list.
It basically lets us step up the procedure and to whatever needs during a major incident, accident or work zone.
It make sure we get our information on the web site and put it on 511, have contacted other divisions, have contacted other states?
We also worked with the eye 95 corridor coalition.
If one or more lanes out delayed for four hours or more.
If that happens we start.
Can see from Arequipa as, if the interstate is completely closed for two hours we contacted Rick Cates from North Carolina Trucking Association.
We feel that giving the information is vital.
We are very excited by our partnership and think we have a great relationship.
I know we are not taking questions now, but if you have any I would be glad to answer them at the end.
If you have any questions feel free to post them to the chat area.
I do believe she has to leave only and may not be on for the question and answer portion but feel free to contact her directly.
I will bring up for information at the end of the seminar.
Our next presentation is going to be given by Tammy Stewart of North Carolina DOT.
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The presentation is not learning.
Let me look for a moment.
If everyone could just stand by.
I am going to close it and try a new one.
If everyone could stand by, we are experiencing technical difficulties.
Please stand by.
Goer I am Tammy Stewart with North Carolina DOT.
I will briefly discuss an educational video we produced targeting the trucking industry to help keep them safe during work zone.
ITS the increase of incidence we recognize the need to target the trucking industry.
We have ranked among the top states with the highest number of crashes involving trucks since the late 1990s.
We decided to produce is feared to video to increase safety.
Is it not learning for?
I can move this lot for your.
Go to the next one.
We wanted to educate the trucking industry about the hazards in work zone.
We pondered with the Carolina and North Carolina Trucking Association.
We held several focus groups.
There were comprised of truck drivers and safety officials.
The feedback we would give and we were able to develop this.
The video was filmed in an actual work zone.
But Fitch's their petitions.
We tried to not make it North Carolina at specific so other states could use it.
Can you get to the budget, the next flight?
There you go.
Thank you the video cost us about $35,000 to produce.
This included production, talent, filming and replication.
The Carolina Association of General contractors and North Carolina Trucking Association played a large role in helping with financing and resources.
The video is up today and has been distributed widely.
We have distributed over to thousand free of charge.
We are going to play a quick trailer to give you a tease of what it is about.
If you would like one, the next slide shows my phone number where you can call me and I will be more than happy to forward you a copy at no charge.
It is on DVD.
I appreciate the opportunity to speak today and if you have any questions please feel free to ask them.
We are going to try to bring up the video.
As I mentioned, the ordeal is going to come through your computer.
Make sure you have the volume turned up on your computer.
Everyone might need to click the play button.
If you are not seen the video plan you can click on the play button on your record.
I will give everyone a few moments just in case the video is finishing for you.
I that video is available.
You can contact to Tammy Stewart and she will get that to you.
Also in the drama is available through the North Carolina DOT Web site.
I will now turn it over to Rick Cates off North Carolina Trucking Association to allow him to speak on this.
I am Tammy Stewart of North Carolina Trucking Association, about-free or four is ago we knew we were going to have large construction projects in North Carolina.
North Carolina DOT invited us over and we were able to give some information out.
North Carolina has the most paved highways in the nation.
Construction has been with us, is with us, and will be with us in the future.
At these meetings we try to find some alternate ways around this.
We were having crushes with large tickles.
We had some working groups to work with fatalities in construction funds.
We partnered with the North Carolina DOT and are able to have, when we have a long term construction projects coming up as was mentioned, we are able to get that information out.
We are able to find an alternate route for the trucks to follow.
I am able to go, through the computer, and get that information out to approximately 700 trucking companies in North Carolina.
If anyone is familiar with the trucking industry, if there is a road closed for any recent we can get that information out.
Anyone who is familiar with the industry we only have to tell one and within a few hours it gets out.
We came up with a plan covering with the hardware control and North Carolina DOT and they are able to send me those alerts.
Whenever there is a road closure for more than two hours, any time 24 hours a day, seven days a week.
I will look at it and ask if there is any chance the road will open up.
Sometimes there is.
I send out that allow it to the trucking companies.
If they are a company in Charlotte to and are sending something out to New York they could take an alternate route for example it helps them if they have a window of a few hours.
During the Hurricanes we had a tremendous amount of flooding and birds I was getting messages.
We were able to re-route them and keep the flow of commerce and keep them out of this area.
We wanted to reduce not only crashes in the state but also in work zone.
Working with the construction folks in the work zone for their safety, not just public safety.
Working with the 15 and Oregon DOT we develop that video.
We have had requests from all over the world from a rack and Canada and also in Mexico.
During the time of the Hurricanes, you have to see the humor in a lot of things.
I get messages from this office on a text service.
The vice-president of Nextel wanted to know why I had about 3,000 text messages in a month.
I explained to him what it was.
He wondered why it almost brought the system down.
If we know there is going to be a road closure for a long term or there is a crash, they will notify people as far south as Georgia.
I will give one example.
We had a crush on by 95 northbound on at the Labor Day holiday a few years ago.
We were able to notify the people in South Carolina and the police and those in Georgia.
The backup had grown at a few miles.
The us for help with the trucks and we were able to route them to 26, through Colombia and Charlotte.
That road was closed for approximately eight hours on a holiday.
We have to get the National Guard out.
It worked very well.
The information that comes to our office and we can get in out.
It has worked tremendously with the work zone in North Carolina.
If we get advanced notice and we know there is a large project anywhere in North Carolina, not just Interstate's, we can help North Carolina DOT and law enforcement get the trucks rerouted.
It is like the old traffic on the Mississippi River.
If you get a large vehicle broken down in a construction zone it doesn't take long to get traffic backed up.
We want to help people, protect the workers, and keep, slowing.
I will take questions later.
We are now going to move on to a formal presentation by Randal Thomas of Oregon DOT.
We are running a little bit over, but please go ahead and give you for presentation.
Thank you for the opportunity to share what we're doing regarding traffic mobility.
I am just briefly going to discuss the goals of our program and focus of a program.
And some of the results.
It was mentioned earlier that there are aging bridges at Nash like.
In Oregon we have a report that determined we have hundreds of aging bridges and if we did not take action it would limit freight mobility because of weight restrictions.
The report recommended repair or replace more than 300 statewide on state highways, which are also a major freight routes.
Freight mobility, job creation and program expenditures are linked to the economy and recovery of the state of Oregon.
This is the largest investment in Oregon's high way it is structure since it was built 50 years ago.
The legislature passed a ten here $3 billion improvement bill.
Is the Oregon Transportation Improvement Act.
The slight you are looking at shows how much it is statewide.
Our challenge is to keep Oregon moving during a period of historic construction.
We have legislation, but we also have statewide improvement projects.
We have other state projects and ongoing maintenance work.
We also have to consider County, utility and real work.
Unlike when the interstate was built 50 years ago, with new roads and fewer users.
Our program today is to keep traffic moving to reconstruction while minimizing disruption to the motorists, the freight industry and communities, without compromising public all worker safety.
The focus of our efforts are like, how big is the hole in the construction fund?
Can it fit through the whole, is the call going to cause traffic to queue up.
Can we go around the whole.
Can you get to where you need to go?
This is similar to a remodel of a Kroger store.
Generally they do not close the store.
Their customers expect to have easy access, a good sign it, no where things have been moved to, to traverse the store safely and have good service upon exiting.
For us, our efforts are oversized and avoid restrictions.
We are ensuring that over the life of the program for it can move undated throughout the state.
We get the information from Oregon DOT.
Or out the routes have established restrictions for weight, height, and with.
Out teams collaborate with the freight industry stakeholders, if modifications are needed.
Starting at the scoping phase of a project, mobility freight traffic issues must be considered.
Possible impacts to freight traffic must be identified and considered.
Coordinators' should be notified with potential impact at the start of development.
The coordinator will help identify stakeholders' that will be identified and involved with the process.
Stakeholders are to despite initial conversations about mitigation requirements said project teams can take advantage of their knowledge and build trust.
This afternoon, A meeting is occurring with industry stakeholders with friends and Project teams.
They will discuss in southern Oregon, for example, in Ashland there was a mistake five.
We had I bypassed.
On another project on Interstate five there was no up and over opportunity.
Traffic would have to the to for miles around the project.
By collaborating with the freight industry, the result was a full closure of the interstate at night from 10 p.m. to 5 a.m.
for two nights.
This eliminated the need to the tumor and just had a short night breaks when volume was low.
We require that notification to the trucking industry 21 days in advance.
We have a North and South freight routes.
We will always accommodate threshold's.
We allow loads that can travel that are wider than 16 feet.
This is just a minimum requirement.
We took about delays, where the hours of operation of the zones and restrictions, we have work zone and we use engineering judgment in determining restrictions.
We consider detours and diversions.
A detour is considered off Route.
A diversion is the alignment to existing provide.
We may build a D to bridge next to a bridge that is being replaced.
The toes must be able to carry freight traffic that is on the original route.
We keep in contact Angela Wright with all stakeholders.
Access is entrance and exit ramps on the highways.
Businesses, manufacturers, homes.
We are considering bloods that must traverses for out and how to perform along with emergency services.
Every time we limit access we always have conversations with our stakeholders.
In order to accommodate this new focus and approach in Oregon, it is simply a time for a new approach.
In the past, we designed projects and then looked at traffic control and then went out to bid for construction.
Today we are considering the mobility constraints up front, just like we are doing with environmental issues.
We tend design our issues tour, and mobility.
Then we go out to get bits and construction.
This is a flow chart of how this process works.
On the bottom we have our Tammy Stewart regions and delivery partners.
That is to manage our program.
We have our call committees and steering committee statewide.
We have traffic mobility management division that reports directly to the deputy director of Oregon DOT.
There are three levels, traffic, program level to insure we always have an unrestricted freight route in all directions.
For the level.
To monitor our key corridors and that they do not exceed limits and how many can be away at once.
At the project level to insure that each project deserves and preserves the ability requirements for unrestricted freight.
Out statewide planning level, we have a mobility steering committee.
The mission includes the Oregon at trucking Association, the manufacturing and housing association, basically of freight industry, along with General contractors AA And County.
We have a statewide traffic mobility manager.
That position is to focus and resolve conflicts that would be considered an independent arbitrator with faille or 40 if there is a conflict between a project team and freight and a region or a city And County.
We have developed systems including how will the training space system and your and database.
The highway operations manual establishes Oregon DOT procedures and responsibilities.
It is about 125 pages double sided.
Taxes include communication coordination processes, vertical clearance, horizontal currents, weight restrictions, there is a delay chapter, D to a chapter, and design considerations and other considerations.
I am just going to quickly quote from the manual to give you an idea and vertical clearance policy consideration.
" maintaining is essential for successfully transporting freight within Oregon.
The movement of mobile homes, construction materials, construction equipment and many other types of freight critical to organs are commonly occur in restricted to to insufficient vertical clearance on many routes.
Vertical clearance of some of Oregon's he freight routes have slowly eroded as additional layers of ash fall have been added under structures.
Oregon DOT will not reduce existing vertical clearance on the interstate except when it at some of the cannot be avoided.
It is understood that such an exceptional requirement would be rare.
We will maintain 17 feet of clearance is crucial throughout the state.
In order to meet the requirements Oregon DOT or the requirement at least 17 feet 16 inches.
This will provide 17 feet of vertical height for vehicles and 6 inches from the top of the vehicle to the bottom of this structure for future overlays.
" then we have a requirement to also maintain a north-south east-west route.
We have a corridor committees to discuss concerns between various regions of the projects.
The use of the late threshold on out corridors and also construction stages for the corridors.
These are the key corridors in Oregon.
Oregon has the Cascade Mountains that are east of Interstate five.
We're using delay corridors.
We have to divided them into segments.
It has a delay threshold.
Basically to calculate delay threshold's are an attempt to qualify the maximum delay the would be considered tolerable by the travelling public as a result of construction activity.
That is the key, construction activities.
It is established by the statewide traffic's mobility steering committee that includes members from freight committee.
Delays threshold account elected to the 10% of the peak travel time.
In the design process and construction process as part of the planning activities, the amount of the lake from any project will be estimated.
The total is then added for the Torrance segment of the coral.
Delay estimates can then be compared to the delay the threshold for any point in time.
This is what it looks like.
This is an actual example.
We have a core segment which allows seven minutes of the late.
It could be 100 miles long.
In this case we have a project, one has a two estimate, two has a two estimate and three has a one minute and so it is below the allowable threshold of seven minutes.
If an additional delay came along then we would need to consider rescheduling projects to avoid some tennis over that is expected to result in motorists the lead.
Revising, delay or using alternate strategies such as lane restrictions to reduce the length of the delay.
We also applaud this operationally day-to-day.
We actually measured delays and make sure we are meeting those thresholds.
This is the stage for construction.
States one is the red route that you see, that is our north, south, east, west freight route.
Then our approach on our region level, we have five regions.
We have committees that meet and discuss all the projects and estimate delays.
The look at Megan's and it is a place for managing that.
At the project level we are doing three things.
We have transportation management plans, we have traffic control plans and we have traffic specifications.
The object specifications is will we include the hours for enclosures and notification to the freight industry.
When like to say that these three documents complement each other.
It was discussed there were provisions for transportation management plans.
All states the to or implement by October 12th 2007.
The plans document the overall approach for maintaining mobility.
In an Oregon we include any commitments that were made for Fred mobility in those plans.
We like to say that Oregon is open for business.
We are managing mobility for both tourists, motorists, and freight.
We did not anticipate major traffic delays from construction.
We are using night and off-peak work to minimize delays.
There are going to the Times when there is some impact to the travelling public.
Since I work for Oregon DOT I like to state that safety is number one.
We just had the work zone Memorial in Portland.
It was a grim reminder for bus to work and drive safely through our work zone plus.
To conclude some of our results to date and collaboration between design and construction of the highway division and motor carrier truck transportation division.
We have a better understanding between all the various stakeholders regarding each other's needs.
We have completed work on U.S.
24 oversize freight touring construction.
We continue to resolve all conflicts that occur and we have elevated awareness of the impact on the economy in Oregon.
I have included our web site here at the bottom of the slide.
On they will find the mobility manual and information on how we are managing delays and a lot of links.
I hope it wasn't fast.
I appreciate I feel we have a number of people who have been unable to log into the web site.
We have been experiencing some technical difficulties today.
The transcripts will be posted on line in the next few weeks and I will make sure you are aware of that.
We have two questions in the chat area.
I was up with those and then we can open the phone lines.
The first question was directed to Joanne.
I believe she has gone to another meeting.
I believe Rick may be able to answer.
" what does the North Carolina Trucking Association to with the information that North Carolina DOT sends over?
When they send the information I have a list of the computer and also on Nextel if I am out traveling.
I send it to the 700 trucking companies if they choose to send it out, if they think it is an area they think they will be affected.
To answer that we send it out to 700 trucking companies throughout the Southeast.
Thank you the next question is to you as well.
"back to you communicate unusual events with other state associations?
As I said the one that comes to mind was the crash we had Labor Day 2000.
I-95 was closed for an extended period of time on a holiday.
We were able to commit a K with Virginia, and South Carolina and Georgia.
They were able to assist us in setting up message boards.
Stopping trucks at rest areas and buzzing them that the road was closed in North Carolina.
They were able to reroute some of that traffic to relieve congestion.
Work in partnership with Tennessee, Virginia and sometimes as far south as Florida if we have to to relieve some of that ingestion.
That is all the questions IC type in.
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I was curious about routing of oversized vehicles and notification of other states surrounding your state.
Is there some innovative ways that you have found would notify surrounding states of construction activities?
This is Rick Cates.
We notify surrounding state trucking associations working in conjunction with the state law or enforcement and North Carolina DOT.
We let North Carolina DOT notify neighboring states and Highway patrol notify their counterparts.
We also have contact with those groups.
Our contacts with surrounding trucking associations will send information on and long term project and that them send it out.
I knew there?
I was really more interested if you have a routing agency or department.
I was wondering if you send the information directly to them and told them what restrictions, with or height restrictions caused?
If we have a long-term construction project the North Carolina DOT will send us a detour.
A lot of times they will ask for our input.
We will know what kind of loads are supported before put in place.
If it is a crash, the most the tool will be on the interstate.
The local law enforcement will determine if it is safe for trucks and large combination vehicles.
This is Randal Thomas in Oregon.
We are doing several things.
We are communicating and clever writing with neighboring states.
One of our concerns, we discovered early on, if we route oversized loads down U.S. 97, we don't want them to cross into California and then come into a restriction.
We communicate regularly with our neighboring states Angela Wright.
We have had to make some adjustments based on their activities.
The other thing we do, part of our product specifications, is the project team notifies our motor carrier division with 28 days in advance.
We notified truckers 21 days in the advance.
That is how we manage notify and restrictions.
We are also ensure we don't have some tennis restrictions.
We don't have to primary north-south routes instead five and 97.
We don't want restrictions simultaneously on both.
At this time I am showing nothing further.
I think at that point then we will go ahead and close out today.
I want to thank everyone for attending today.
I want to thank all five back presenters for great presentations.
The recorded version of this event will be available on-line.
I will send an e-mail when it becomes inviolable.
The next seminar will be July 18th and it is time Quebec freight Technology assessment tools." If you have not done so yet I encourage you to visit the talking freight Web site.
The address is showing on the slide on your screen.
I also encourage you to join the list serve.
Thank you and enjoy your day.
That concludes today's conference call you may disconnect.