LOCAL ROAD OFFICIALS are busy this year rating pavements under their jurisdiction and submitting the

results to the WisconsinDepartment of Transportation.Due every two years, the ratings give WisDOT a credibleway to analyze the conditionof the state’s local highwaysystem. The snapshot helpsWisDOT understand the needfor local street and highwayimprovements and spot trendsin pavement conditions on thelocal system.

The more accurate those ratings are, the more they communicate a realistic picture of what local publicagencies are managing, saysWisconsin Trans portationInformation Center DirectorSteve Pudloski. TIC hostswebinars and workshops for public road agencies on

effective use of the PASER rating system and WISLR analysis tools. Find information about upcomingsummer programs in the Calendar on page 12 and under Workshop listings at http://tic.engr.wisc.edu.

Pudloski encourages raters to takethe training so they can avoid over -rating their pavements, a tendencythat affects local planning but also the data’s usefulness in making a case for local road funding in the state budget process.

Cost-effective strategies

Joseph Nestler, Director of the Bureau of State Highway Programs forWis DOT, agrees about the value ofhaving accurate pavement conditiondata for funding decisions at the statelevel and suggests that same detail is

Rating this asphalt pavement a 4 on the PASER scale due to longi-tu dinal cracking in the wheel path indicates the need for structuralimprovement with an overlay or full-depth reclamation. Choosing a maintenance or improvement approach that effectively extends the life of a road depends on an accurate condition rating.

equally important for establishingcost-effective strategies at the locallevel. “Public agencies succeed at providing the best roads for themoney when they can base theirchoice of maintenance andimprove ment activities that achieveminimum lifecycle cost on goodinformation.”

Some public road agencies inWisconsin use PASER to rate conditions on every road surfaceand, after submitting the data to WisDOT, evaluate pavement condition and pavement manage-ment information using the WISLRPavement Analysis Tool. Users then

create road segment-specific estimates for repair and rehabi -li tation. They project future pavement condition according to the strategies selected. Theseprojections, based on averages ofstate wide pavement deteriorationdata, help highway and streetdepartments set priorities anddecide on the best treatment.

Ratings imply action

Ratings need to mean something,says Nestler. When they do, theyimply action. PASER ratings corre-late with the type, severity and

http://tic.engr.wisc.edu

WISCONSIN TRANSPORTATION INFORMATION CENTER – LTAP at the Univers i ty of Wiscons in–Madison

Accurate pavement ratings key to budget planning

Continues on page 6

SPRING / SUMMER 2013

The more accuratepavement ratingsare, the more theycommunicate arealistic picture ofwhat local publicagencies aremanaging.

Pavement Surface Evaluation and RatingPASER RATINGS

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AGRICULTURAL EQUIPMENT travel-ing on town and county roads inWisconsin is getting bigger andheavier. Understanding the impactof these loads on local roads andpublic policies that regulate weightlimits on roads statewide is thefocus of a task force established in 2012 by the Wisconsin Depart -ment of Transportation.

The Implements of HusbandryStudy Group emerged from aware-ness of the conflict between theincreasing size and weight of agricultural equipment and the ability of the existing road system to handle the impact, says RoryRhinesmith. Deputy Administratorof the WisDOT Division of Trans -portation System Development anda study leader, Rhinesmith notes, “It became apparent that currentroad and bridge designs, and existing statues are out of date with development of agriculturalequipment, so there was a strong

impetus to learn more so we couldrecommend and promote necessarychanges in public policy.”

Richard Stadelman, ExecutiveDirector of the Wisconsin TownsAssociation, is an active member of the study group, which enlists adiverse cross-section of individualsrepresenting the farming industry,equipment manufacturers, lawenforcement, transportationresearch, public policy, state trans-portation programs and others who speak for local government.Stadelman says the effort is bothcritical and timely as local roadagencies in Wisconsin struggle tomaintain the roads they manageand deal fairly with the expecta-tions of all road users.

“This issue heated up over thepast few years because of the sizeincrease but also the incidence ofsome intense hauling of commodi-ties like manure in certain placesand at certain times of the year,”

Farm equipment study weighs impact on roads

“It became apparentthat current roadand bridge designs,and existing statuesare out of date withdevelopment ofagricultural equip -ment, so there wasa strong impetus tolearn more so wecould recommendand promotenecessary changesin public policy.”

Stadelman notes. He says thatWisconsin is “ahead of the curve in the Midwest” by examining the equipment side of the issueand looking for solutions.

Explore issues, find balance

WisDOT prepared the group for its work by introducing membersto the issue from all viewpointsrepresented on the panel. Theyexplored where their interestsintersect and discussed howWisconsin can balance the needsof an important industry with thelimitations of existing statutes andthe transpor tation infrastructure.

Rhinesmith says they set out to address several closely linkedkey issues: • meet the demands of a

competitive agricultural industry that must conform to weight restrictions

• keep roadways safe for the traveling public

• protect public transportationinfrastructure from prematuredeterioration or catastrophicfailure

• modernize state statutes • apply weight-restriction

laws fairly and consistently

Recommendations

Chief among preliminary findingsreported to the Secretary of Wis DOT in January 2013 was the need to create or amend defini-tions for all classes of implementsof husbandry, or IoH. The purposeis to identify if a vehicle, piece ofequipment or trailer is designed for agricultural purposes and usedexclusively for that purpose. Thestudy singled out four categories of equipment for expanded or new definitions: 1) farm tractors2) self-propelled implements 3) converted motor vehicles/CMVs4) components towed, trailered

or pulled in a vehicle train

http://tic.engr.wisc.edu

Equipment like the sprayers pictured above and tractor tankercombination below are examples of the implements of husbandrysharing Wisconsin roads with other vehicles. A WisDOT studyrecommends redefining agricultural equipment categories to establishconsistent and enforceable limits related to size, weight and use.

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OTA

ROA

DRE

SEA

RCH

FAC

ILIT

Y

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The last of these is the largestand heaviest, Rhinesmith says, soidentifying which are allowable and which are not is important.

A second recommendation would establish an identificationand fee system for vehicles definedas self-propelled CMVs used only in farm operations. Law enforce-ment could use the system to identify both compliant and non-compliant vehicles. Any fees thesystem generates could help fundimprovement projects throughstate-administered programs.

The study group also outlined the need to establish a range ofmaximum widths and maximumallowable length and height limitsfor various implements operated on public roadways as definedunder the four categories in recommendation one.

Other proposals called for statutory changes that allow broader authorization of alter -natives like pipelines for liquid manure and the creation of a“standing forum” to continue theconversation about transportationneeds related to agriculture.

Observations

The challenge of managing largeagricultural loads on roads goesbeyond Wisconsin. It is an issue in other agricultural states and incountries across the globe, fromCanada to China. Michael Weberrepresents the Association ofEquipment Manufacturers (AEM) on the IoH study group and notesthat members of his associationserve farm businesses in all thosemarkets. Manager for Technical and Safety Services with AEM,Weber says he and others from the industry found the IoH discus-sions a good opportunity to hearother concerns and weigh in on the recommendations.

Weber reports on the discussionsand results to an internal AEMcommittee he created on the topicof agricultural equipment androads. He notes the Wisconsinstudy is of interest to many and he hears from people in other markets who want to adopt similarcategories and rules.

Manufacturers are looking forbalance and fairness, Weberobserves, as the study group identifies and proposes changes to state regulations that fit withhow farms operate these days andadvances in equipment design.

Equipment makers do not yet see a major shift in product designbecause local laws have a more-direct impact on the equipmentuser and, Weber notes, it is theuser who decides to take a piece of machinery on the road.

Study group member DavidVieth, who is Director of WisDOT’sBureau of Highway Maintenance,agrees that the issue is ultimatelylocal. He works with local govern-ments on road issues and says theyoften feel uncertain about what is a realistic weight limit posting asthey make trade-offs between tight budgets and serving the needs of commerce.

Vieth references a recommen -dation the study group madeabout greater use of best practices.“One of those is intercepting apotential problem by having earlydiscussions between farmer andlocal road officials to resolve aproblem or find temporary solutions,” he says, suggestingalternatives already in evidencearound the state, like setting seasonal limits, establishing temporary one-way roads or securing a performance bond from a farm operation or hauler.

Reasonable and scientific

Vieth, Stadelman and Weber allsay the give-and-take betweenparticipants gave them a broaderview of the ag equipment issue as the study group reviewed available research and developedtheir recommendations.

“There was asense that publicand privateinterests canstrike a balanceso farmers get a fair return ontheir investmentin equipment and localgovernmentshave the tools to protect thetaxpayer’sinvestment in good roads.”

http://tic.engr.wisc.edu

Continues on page 4

Consequences of bigger, heavier, wider ag equipment traveling on local roadsinclude tangling with utility poles and wires, damage to pavements and causing a bridge collapse. Local governments try to intercept potential problems througha range of best practices that serve the public and meet the needs of commerce.

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“I’m optimistic because throughthis process, I’ve seen all sidesengage with the question of howto reduce the impact of heavyloads on roadways,” Veith says.There was a sense, he adds, thatpublic and private interests canstrike a balance so farmers get afair return on their investment inequipment and local governmentshave the tools to protect the tax-payer’s investment in good roads.

Discussions in Phase II of theproject will concentrate broadly on issues specific to weight limits,responsible permitting and highway safety. Three workgroups will focus on equipmentdefinitions, examining the specialimpact of manure hauling opera-tions and developing materials to commu nicate study results. A second and final report is due out at the end of July 2013.

The IoH Phase I report is avail-able at http://www.topslab.wisc.edu/workgroups/waiioh.htmlalong with information on the full study group membership andbackground material provided tothe work group panels.

“Our approach brings together a knowledgeable group of peoplewho are committed to taking a reasonable and scientific look athow public policy can respondeffectively to the impact of modern agricultural equipment on our roads,” Rhinesmith says.“This includes weighing changesthat, applied in the right measure, we hope will produce long-lastingsolutions.” �

PEOPLE WHO MOVE UP throughthe ranks in public works and highway departments in Wisconsinhave a valuable resource in twosupervisory and management training programs offered by theWiscon sin Transportation Informa -tion Center (TIC) in cooperationwith the American Public WorksAssociation (APWA) WisconsinChapter. The 15 courses in twoprograms teach practical skills toindividuals who supervise peopleand manage projects, or aspire to take on more responsibility intheir agency.

In local government, most public works supervisors and engineers earn promotion because of their technical skillsand strong work ethic, but fewhave the oppor tunity to considerhow best to fulfill their leadership role within a public organization.The Public Works SupervisoryAcademy (PWSA) and PublicWorks Management Institute(PWMI) programs give them thechance to focus on those roles and responsibilities. They learnfrom a seasoned instructor andalongside others who are on thesame journey in a collegial andproblem-solving environment.

A closer look at the programsand impressions from participantsillustrate the value of professionaldevelopment in fostering effectivelocal government operations, nomatter the size or scope of theagency or the program.

From the basics to advanced

The training programs use lecture,case studies and discussion tocover a range of relevant topics.These include employee supervi-sion, leadership skills, work-placesafety, purchasing and inventorycontrol, local government organi-zation and personnel systems,ethics and communication skills.PWSA grounds lead workers, first- and second-line supervisors,and new managers in the funda-

mentals through nine one-daycourses. Public works managersand seasoned supervisors canapply for or follow up with PWMI,a five-class advanced program.

http://tic.engr.wisc.edu

One of the required PWMIcourses is a two-day courseoffered by UW-Madison. Munici -pal Engineer ing for Non-Engineersgives super visors and managersworking in public agencies a better understanding of the concepts, methods and vocabularyof municipal engineering so theycan make informed decisions related to alternatives guided bygood engineering practice. Itexplores the basics of how streets,water, sewer and utilities worktogether, budgeting for projectedcapacity and use, and other operational issues.

Jerry Benzschawel, Field Super -visor in the City of Sheboygan Falls Department of Public Works,describes the Municipal Engi neer -ing seminar as a real benefit tohim and his agency. Benzschawelsupervises work for the streetsdepartment, the water utility andwastewater services.

Having served in every capacityduring his 13 years with thedepartment, he says he brings a“well-rounded view” of operationsto his supervisor role. What cansomeone with Benzschawel’s yearsof experience gain from these

Contacts

Rory RhinesmithWisDOT Division ofTransportation SystemDevelopment608-266-2392rory.rhinesmith@dot.wi.gov

Richard StadelmanWisconsin Towns Association715-526-3157wtowns1@frontiernet.net

David ViethWisDOT Bureau of Highway Maintenance608-267-8999david.vieth@dot.wi.gov

Michael WeberAssociation of EquipmentManufacturers414-298-4149mweber@AEM.org

Resources

http://www.topslab.wisc.edu/workgroups/waiioh.html

Link to IoH study groupreport and other materials on the Wisconsin TrafficOperations and SafetyLaboratory website.

Supervisory and managementtraining a practical resource

Farm equipmentstudy

from page 3

Wisconsin TIC Director Steve Pudloskicon grat u lates Jenny Schultz, City of Columbus Public Works, oncompleting the PWSA certificate.

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courses? “Public agencies todayare subject to intense scrutiny from many quarters so managersneed to keep their skills sharp and geared toward good problem solving,” he says. Tapping into targeted training programs, likePWSA and PWMI, is one way he does this.

Among benefits from coursepresentations and discussions,Benzschawel picked up new waysto manage operational and per-sonnel issues that he put right intopractice and felt the reassurancethat his agency is doing manythings right.

Skills for advancement

Another program participant withyears of experience at many levelsin her department is Jenny Schultz.Currently a Maintenance Workerwith the City of Columbus, Schultzreceived her PWSA certificate inMay and plans to pursue thePWMI program next.

She started with the ColumbusPublic Works Department 17 yearsago in a part-time position thatevolved to fulltime. Her goal todayis promotion to Crew Leader, managing day-to-day jobs and taking more responsibility forbudgets and personnel.

Schultz credits the PWSA sessions for providing her withpractices she applies to handlingtricky personnel issues and implementing time management strategies. Discussions about setting budget priorities and defining leadership style helpedher hone skills that are importantas she advances in her career.

“Overall, I feel the trainingmakes me a better manager and,in that way, is a real benefit to my agency,” Schultz says.

Broader knowledge

Art Bahr recently completed thePWSA certificate and is close tocompleting the PWMI program. He calls both offerings worthwhilefor someone like him who wearsmany hats. Bahr is Public WorksDirector, Utility Manager andVillage Administrator for the

Village of Gresham inShawano County. Duringhis four years with the village, he has managed a wide range of municipalservices for the communityof about 600 people.

The management training programs gavehim a broader knowledgeof all the processes and practices required ofsome one in his role. “I came away with a better sense of setting up systems for doing preventive maintenance on all facilities and systems,” Bahr says,adding that he also gathered information to help educate village trustees about setting priorities.

Return on investment

Assistant Supervisor of HighwayDale Poggensee is close to earninghis Public Works Management certificate. Six years with theWalworth County Public WorksDepartment, two and a half assupervisor, Poggensee says he took something away from everyclass that he uses on the job. “The courses opened my eyes tohow things are supposed to workin local government and why,” he notes. “They also gave me a fresh angle on leadership, a better sense of what it takes tomotivate employees to performand do well.”

Poggensee follows in the stepsof two other supervisors in hisdepartment who completed thecourses and found them beneficial.The training “makes us a betterteam,” he says, a powerful returnon investment for the county.

Trading solutions

Networking with other publicworks professionals was anotherplus these recent participants valued. The sessions proved a welcome chance to learn from theexperience of others and comparenotes on challenges and solutions.

“Trading solutions with peers inthe field and hearing the creativeways people found to improve efficiency and effectiveness is a great benefit of the course sessions,” Benzschawel explains.“The instructors focus on every- day topics and generate good discussions about the real issuesand challenges that happen in our departments.”

Low cost and available

Supervisory and managementtraining for public works leaders isthe focus of a national movementfostered by APWA. The Wisconsinprogram, designed in cooperationwith the APWA WisconsinChapter, is one of the earliestapproved by the national organi-zation. TIC, which assumedresponsibility for the PWSA andPWMI programs in early 2013from the UW-Madison Depart -ment of Continuing Studies, iscommitted to sustaining the original program.

TIC will continue keeping classsizes small to encourage the freeexchange of ideas and problemsolving and make the courses available at reasonable registra-tion fees. The plan is to offer each of the 15 courses at leastonce a year so participants cancomplete their certificates in less than two years. �

http://tic.engr.wisc.edu

Contacts

Steve PudloskiWisconsin TransportationInformation Center608-262-8707pudloski@epd.engr.wisc.edu

Resources

http://continuingstudies.wisc.edu/pda/public-mgmt/academy.htmUW Continuing Educationpage with informationabout Public WorksSupervisory Academy.

http://continuingstudies.wisc.edu/pda/public-mgmt/institute.htmUW Continuing Educationpage with informationabout Public WorksManagement Institute.

“Trading solutionswith peers in the fieldand hearing thecreative ways peoplefound to improveefficiency andeffectiveness is agreat benefit of thecourse sessions.”

Posing with their certificates for completing the Municipal Engineering forNon-Engineers course in April, these eight public works and highway depart -ment supervisors all plan to complete the PWMI program in the near future.

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extent of surface distresses, andgive pavement managers budgetplanning information that makesbest use of existing resources.Accurate pavement ratings alsohelp justify requests for roadimprovement grants through various state programs.

The goal of budgeting betterover the long term for road projects is a good reason for localgovernments to improve ratingaccuracy. The City of Sun Prairie in Dane County and the Town ofWarren in St. Croix County aretwo communities making changesthey hope will result in more effective budget planning.

Question the accuracy

In Sun Prairie, the push for betterratings came after the city missedthe cut for a Local Road Improve -ment Program (LRIP) matchinggrant. Public Works Director LarryHerman says the major rehabilita-tion project they proposed was a rarity for a department that concentrates the majority of roadmaintenance resources on crack-sealing, seal coating and completereconstruction. As Herman explainsit, they submitted the LRIP applica-tion with the rating on file for the streets in question. The PASERrating of 7 they submitted did not

support the need for rehabilitation.While the high rating sank the city’schance to apply LRIP funds to theinitial group of streets, the programlet them use the matching dollars on other streets.

The experience also brought a serious problem to light.

“It made us question the accu racy of all the pavement rating numbers we used to fore-cast the next year’s rehabilitationplans,” Herman says. A sample survey of ratings on a group of citystreets proved many were higherthan warranted. Recalculating, theyfound that more than 25 percentof the streets inventory requiredrehabi litation versus an initial estimate of 8 percent.

The review also alerted Hermanto the fact the department wasapplying treatments to pavementsbased on these overratings, apotential waste of resources un -likely to produce the anticipatedextension of pavement life.

Re-evaluate

Sun Prairie Public Works made thecommitment to re-evaluate citystreets and adopt a more-concisepavement rating process. Thedepartment introduced a two-team rating process with a mix of veteran maintenance staff members and newer employees.The teams double-check each other to verify each rating. Theytrain with the PASER manual and a series of sessions conducted on city streets so the crews learn toidentify urban surface distresses.

Herman also is examining where the previous rating processwent wrong to avoid the misstepsthat caused inaccuracies. Were the rated segments too long? Was the averaging process errorprone? Did crew members have asub-conscious reluctance to ratelow? Sun Prairie’s quality assuranceprocess is ongoing as Hermanworks to answer these and other questions.

http://tic.engr.wisc.edu

Recalculating, the city found that more than 25 percent of thestreets inventoryrequired rehabili -tation versus aninitial estimate of 8 percent.

Accurate ratings

from page 1

Sun Prairie mighthave missed the

need to doreconstruction on

this pavement in very poor

condition beforethe city instituted

a quality assuranceprocess designed to improve the

accuracy of their pavement ratings.

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Already on the table is a strategyto divide the inventory up and ratea portion of it each quarter ratherthan during a concentrated fewweeks every other year. Making the process more routine shouldhelp people hone and maintaintheir rating skills, Herman reasons,and allow the department toreview and possibly correct inaccurate ratings sooner.

Planning beats reacting

A good program of preventive roadmaintenance starts with a budgetthat emphasizes planning over simply paving any problems thatcrop up after the spring thaw. Sosays Frank Phillips, a consultingengineer working with the Town of Warren. After inputting accuratePASER ratings for the town into theWISLR inventory, Phillips downloadsthe WISLR data into a parallel data-base he designed to help identifyand prioritize road projects. Thissystem also tracks the costs ofinfrastructure assets and improve-ments for Warren’s GASB 34Compliant Report.

Since the usefulness of a roadinventory system for forecastingcosts depends on the accuracy of the data entered, Phillips says

the first order of business wasamending the town’s pavementcondition ratings, many of them too high.

“Without such data, it’shard to plan rather thanreact, as Warren was doingbefore,” he notes. “Nowthe town has a seven-yearplan for preventive mainte-nance that takes a reasonableapproach to patching or replacingroads according to their actualrated condition.”

The improved inventory came in handy this spring when the town had to revise a road budgetstrained by late winter storms.Having a clear picture of pavementconditions helped Phillips adviseelected officials about which

http://tic.engr.wisc.edu

Rate failure by section

AN IMPORTANT STRATEGY in the PASERrating process is to differentiate between theoverall condition of a pavement section andfailures that occur on a small portion of thesection. It may not help, for example, to rate the entire stretch of the road in photoon left as POOR, or a 2 on the PASER scale,when only 200 feet of the section deserves

that rating. If the local road agency does afull-depth patch, they can rate the repairedsegment based on the condition of thelarger section. Consulting Engineer FrankPhillips explains this was the Town ofWarren’s strategy with the road picturedhere. The full-depth patch on right, done

after evaluating the segment, addressed the localized failure. Raters then based theoverall rating of the road on the predomi -nant condition of the entire section. Theapproach allows the town to plan the most cost-effective maintenance timing and treatment for the road.

Continues on page 7

The improvedinventory came in handy this springwhen the town hadto revise a roadbudget strained bylate winter storms.

Were the ratedsegments too long?Was the averagingprocess error prone?Did crew membershave a sub consciousreluctance to rate low?

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projects they could afford to defer.“The fact I had good informationgave them the confidence to bedecisive and keep critical roadimprovements in the budget,” says Phillips.

Another advantage is the savings that come from schedulingcontractors in advance. Phillips

Accurate ratings

from page 7

says Warren has seen a 10-to-15percent reduction in project costsbecause they plan and let the work early. The contractor can have crews ready to begin andcomplete projects on time with-out costly delays or disruptions.

Formal and fair joint mainte-nance agreements Warren has

http://tic.engr.wisc.edu

As tight budgetsbecome the newnormal for localgovernmentsacross the state,so does therequire ment forgood data to backup decisionsabout how todeploy limitedresources.

with neighboring local govern-ments, based on an up-to-dateWISLR inventory, also profit fromaccurate ratings. “They require acommitment to accuracy on bothsides so everyone can see whoowns what and determine howbest to share costs,” Phillips says.

Sound data make a strong argument

Due by December 15, the 2013ratings are the basis for a fact-based assessment of needs on the local road system as a whole.Closer to home, sound data collected and analyzed through a simple but systematic process

A PASER rating of 3 for this Sun Prairie street takesinto account the appearance of longitudinal andtransverse cracks with crack raveling and erosion.

The alligator cracking, potholes and patches in poorcondition visible on this pavement section justify aPASER rating of 2 and a place on Sun Prairie’s list forreconstruction.

Among Sun Prairie streets that rated a 6 on the PASER scale, the one pictured here from two perspectivesexhibits instances of longitudinal and transverse cracks with quarter to half-inch openings and slight raveling LEFT,and slight raveling and occasional patching in good condition RIGHT. With accurate pavement condition data,Public Works can budget appropriate time and money for preservative treatments.

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SIGNS THAT ARE CLEARLY VISIBLEboth day and night help makeroadways safe for all users. Public road agencies responsiblefor maintaining traffic signs at minimum retroreflectivity levelshave a compliance deadline coming up that is part of ensuring safety-critical signs meet federalstandards. By June 13, 2014, street and highway departments in Wisconsin and nationwide must establish and implement a management or assessmentmethod to monitor and maintainthe condition of regulatory andwarning signs.

The rule is outlined in the latest Manual on Uniform TrafficControl Devices (MUTCD), whichalso notes that while the standard does not require road agencies to include all traffic signs in themethods they implement, thosesigns still must meet minimumretroreflectivity levels.

Helpful fact sheet

Local governments across thestate can turn for guidance to a fact sheet published by theWisconsin TransportationInformation Center (TIC) in conjunction with the WisconsinDepartment of Transportation. An updated version of MeetingMinimum Sign RetroreflectivityStandards features a compre -hensive comparison of three

management methods and two assessment methods, and discusses how to work effectivelywith a combination of methods.There is information on the evolution in sheeting materials and recommendations for a sign inventory to augment any chosen method.

“TIC has always stressed theimportance of inspecting and maintaining signs to assure visibility day and night,” says TIC Staff Engineer Director Ben Jordan. “The new retro-reflectivity standards provide more certainty about minimumretroreflectivity levels and whatconstitutes an acceptable signmaintenance, assessment andmanagement program.”

For agencies that already have programs in place, he notes, adjust ments will be minor.Agencies starting a new programwill need to budget for signreplace ment as they begin implementing the managementor assessment methods.

See the links under Resources to order or download the TIC factsheet and learn more about theMUTCD at the Federal HighwayAdministration website. �

Contacts

Larry HermanCity of Sun Prairie608-825-0710lherman@cityofsunprairie.com

Joseph NestlerWisconsin Department of Transportation608-266-9495Joseph.Nestler@dot.wi.gov

Frank Phillips Consulting Engineer715-441-9572frankphillipspe@gmail.com

Steve PudloskiWisconsin TransportationInformation Center608-262-8707pudloski@epd.engr.wisc.edu

Resources

http://www.dot.wisconsin.gov/localgov/wislr/index.htm

Link to WisDOT informationabout WISLR, the WisconsinInformation System for Local Roads, including how to start using it.

http://tic.engr.wisc.edu/Workshops/index.lasso

Workshop listings on the TICwebsite include PASER/WISLRwebinars in July and August.

http://tic.engr.wisc.edu

Keep sign retroreflectivity in view

Resources

http://epdfiles.engr.wisc.edu/pdf_web_files/tic/bulletins/Bltn_023_Retroreflectivity.pdf

Digital copy of TIC Bulletin23 in the Publication sectionof the TIC website.

http://mutcd.fhwa.dot.gov

FHWA site with links todetails and downloads of theManual on Uniform TrafficControl Devices.

can improve budget planningand appropriate resource allo-cation. Phillips and Hermanboth see accurate pavementcondition information strength-ening their arguments locallyfor adequate funds to manageand maintain town roads andcity streets.

As tight budgets become the new normal for local governments across the state,so does the require ment forgood data to back up decisionsabout how to deploy limitedresources. Accurate pavementratings are part of that. Theyprovide local road officials with an unambiguous repre-sentation of the roads theymanage that supports realisticlong-range maintenance andreconstruction plans. �

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CROSSROADS

This index features articles from the last eight issues of Crossroadsnewsletter, listed by topic, title and issue date. Download theseand other issues of the newsletterat http://tic.engr.wisc.edu or call the Wisconsin TransportationInformation Center (TIC) at 800-442-4615 to request copies

Spring 2011 –Winter 2013 Administration/Budget Planning

Funding match for lower-cost safety improvements SPRING 12

Ethics in its place WINTER 13

Ethics Q&A WINTER 13

Ideas proposed for funding state’stransportation future WINTER 13

Bridges/Culverts

Bridge replacement solution saves money and time WINTER 12

Tests planned for new bridge-building technology WINTER 12

Equipment/Facilities

Plow blade innovations show potential FALL12

On the cutting edges FALL12

Pavement Maintenance

Safety Edge paves way to safer rural roads WINTER 12

Good gravel, good roads WINTER 12

Pavement Management/Ratings

WISLR adds features in time for rating deadline SPRING 11

Study shows farm equipment rough on roads WINTER 12

Road weight study provides answers SPRING 12

Town road projects emphasize safer, stronger roads WINTER 13

Data-driven improvement ideas target of safety funds WINTER 13

Typical HSIP safety improvement WINTER 13

WISLR-based update produces better crash data WINTER 13

Policies/Regulations

Temporary one-way routes protect roads SPRING 12

Study data justifies speed limit changes SUMMER 12

Use authority to post lower weight limits FALL12

DNR creates simplified General Permit process FALL12

Resources/Training

New safety resources in TIC library SPRING 12

TIC connects with webinars SUMMER 12

Make more use of TIC library SUMMER 12

Public Works Supervisory Academy moves to TIC SUMMER 12

Safety/Highway

Community Maps highlight crash data SPRING 11

Reduce risks of distracted driving SUMMER 11

TIC adds enforcement to its traffic safety outreach SUMMER 11

Visualize crash data via Community Maps FALL11

Reduce risks of drowsy driving FALL11

Crash calendar illustrates trends SPRING 12

State tests rumble strips on two-lane roads SPRING 12

Signs/Markings

Sign inventory makes it easier to meet the MUTCD SPRING 11

Street lighting with LEDs SPRING 11

LED checklist SPRING 11

Manage signs with inventories and inspections FALL11

Sign updates still matter despite revised deadlines SUMMER 12

Winter Roads

De Pere finds anti-icing benefits entire snow operation SUMMER 11

Webinars refresh winter maintenance techniques SUMMER 12

Snow solution saves resources SUMMER 12

ARTICLE INDEX

http://tic.engr.wisc.edu

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RESOURCES

CROSSROADS provides road andbridge information for local officials.Published quarterly by the WisconsinTransportation Informa tion Center(TIC) at the University of Wisconsin–Madison, it is part of the nationwideLocal Techni cal Assis tance Program(LTAP). TIC is oper ated by theUniversity of Wisconsin–Madison and sponsored by the WisconsinDepart ment of Trans por tation and the Federal Highway Adminis tra tion.Please contact us for permission toreproduce articles or graphics.

Steve Pudloski, Directorpudloski@epd.engr.wisc.eduBen Jordan, Staff Engineerjordan@epd.engr.wisc.eduJoni Graves, Program Directorgraves@epd.engr.wisc.eduKatie Pawley, Program Associatepawley@epd.engr.wisc.eduAndrea Loeffelholz, Outreach Specialistloeffelholz@epd.engr.wisc.eduMary Maher, Writer/Editor WRITING & CREATIVE CONCEPTS

Susan Kummer, Graphic DesignerARTIFAX, PUBLICATIONS BY DESIGN

EMAIL tic@epd.engr.wisc.eduTEL 800.442.4615

FAX 608.263.3160

Wisconsin Transportation Information Center432 N. Lake Street Rm 811Madison, WI 53706

http://tic.engr.wisc.edu

Print copies of listedpublications available free from TIC. Down - load or request items at Publica tions on TICwebsite. Video, CDs, and DVDs loaned free at county UW-Extensionoffices. Also see VideoCatalog on TIC website.

TIC websitehttp://tic.engr.wisc.edu/

CONTACT US VIA EMAIL, PHONE, FAX OR MAIL

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Publications

How Vehicle Loads AffectPavement Performance, TICBulletin #2, 4 pp. Describes pavement fatigue and discusseshow wheel loads, number of truckaxles and truck tires, various pave-ment characteristics and weatheraffect pavement condition.

Using Weight Limits to ProtectLocal Roads, TIC Bulletin #8, 8 pp., 2003. Reviews causes ofspring weakness in roads, howheavy loads do damage and the characteristics of vulnerable roads.

Setting Speed Limits on LocalRoads, TIC Bulletin #21, 6 pp.,2009. Contains information aboutresearching reasonable speeds onlocal roads, summarizes statutorylimits and reviews the process forchanging and enforcing limits.

PASER Manual Series. PavementSurface Evaluation and Rating manuals provide help with road ratings process; review of surfacecondition and repairs for most road surface types, describes andillustrates common defects. Includessurface rating system that links type,number and severity of defects withmaintenance methods. Six manualsavailable from TIC.

� Asphalt-PASER Manual39 pp., 2002

� Brick and Block-PASER Manual8 pp., 2001

� Concrete-PASER Manual48 pp., 2002

� Gravel-PASER Manual32 pp., 2002

� Sealcoat-PASER Manual16 pp., 2000

� Unimproved Roads-PASERManual, 12 pp., 2001

Web Sources

Sign inventory management systemspreadsheet, available for download,includes drop-down menus for signdescription, sign position, sign materials and sign and post condi-tion. Follow link below to NewsItems road sign and look under LTAP News/Events for the spread-sheet, also a sign field inspectionform and instruction manual.https://www.dot7.state.pa.us/LTAP

The American Concrete PavementAssociation and Federal HighwayAdministration offer two no-costonline training programs, with certificates of completion available,on Safety on Concrete PavementConstruction Sites and Proper Use of Stringless Paving Technology.Follow link to register using“Pavement1” coupon code.http://acpa.scholarlab.com/

Effects of Implements of Husbandry(Farm Equipment) on PavementPerformance, April 2012 report by the Minnesota Road ReseachFacility on study investigating theeffects of farm equipment on thestructural behavior of flexible andrigid pavements. http://purl.umn.edu/122668

Impacts of Overweight Implementsof Husbandry on Minnesota Roadsand Bridges, December 2004 report.http://www.intrans.iastate.edu/reports/implements_husbandry_mn.pdf

Phase I Report fromImplements of HusbandryStudy Group releasedJanuary 2013 by WisDOT.http://www.topslab.wisc.edu/workgroups/waiioh.html

11http://tic.engr.wisc.edu

SUMMER 2010

2013 CROSSROADS

SUMMERSPRING/12

Details, locations and registrationforms sent to all Crossroads recipientsprior to each workshop. Workshopinformation and online registrationalso available at: http://tic.engr.wisc.edu/workshops/listing.lasso

WEBINARSUsing PASER and WISLR to Manage Your Roads Four 90-minute sessions oneffective use of online tools torate pavement conditions andmanage data on road mainte-nance, repair and rehabilitation.Fee per site, per session: $25. Forone-day workshops, see below.

JUL 16 How to Rate Your Roads Using PASER Learn use of system for ratingpavement condition, how toidenfity the cause of deteriora-tion and select appropriate main-tenance treatments.

JUL 23 WISLR 101: The Basics Get access to WISLR road dataand learn how to modify it.Includes discussion of usingWISLR data in the yearly certifiedmileage process.

PRSRT-STDU.S. Postage

P A I DMadison,WI

Permit No. 658

© 2013 TIC–LTAP Printed on recycled paper

CALENDAR

Wisconsin Transportation Information Center432 N. Lake Street Room 811Madison, WI 53706

What’sINSIDE

1 Accurate ratings guide planning2 Farm equipment study weighs impact on roads4 Supervisory and management training a

practical resource9 Keep sign retroreflectivity in view10 Crossroads Article Index11 Resources12 Calendar ”

JUL 30 How Do I Submit My Pavement RatingImprove knowledge of WISLR toolsand forms, use system to inputpavement ratings, modify roaddata based on field inspection and plan maintenance work.

AUG 6 Using WISLR PavementAnalysis ToolsEnter cost data with confidence,prepare needs-analysis charts andgraphs, use mapping tools, createmulti-year budget plans, generatereports and maps to explain proposed improvement plans.

WORKSHOPSUsing PASER and WISLR to Manage Your RoadsOne-day classroom sessions covertopics and materials discussed inwebinars. FEE: $80AUG 19 OCONOMOWOCAUG 20 KIMBERLYAUG 21 MARSHFIELDAUG 22 RICE LAKEAUG 23 RICHLAND CENTER

Gravel Road Maintenance Review of maintenance methodsunique to gravel roads. FEE: $80

SEPT 20 BARNEVELD

SEPT 23 RHINELANDER

SEPT 25 HAYWARD

SEPT 27 MARSHFIELD

Watch TIC website for dates anddetails on Winter Road Mainte -nance workshops in October.

On-Site WorkshopsTIC brings instruction to shop oroffice that fits an agency’s specificneeds. Train more people for thesame cost or less. Contact TIC tobook date and choose topic area:

• Basic Surveying for Local Highway Departments

• Basic Work Zone Traffic Control• Flagger Training

UW-Madison SeminarsWisconsin local govern ment officials are eligible for a limited number of scholarshipsfor these EPD courses held in Madison. Find out more at http://epd.engr.wisc.eduor 800-462-0876.

J U L Y

16-17 Introductory Principles of Engineering ProjectManagement N831

S E P T E M B E R

4-5 Highway-Rail Grade Crossing Safety N739

10-11 Advanced Principles ofEngineering ProjectManagement N972

O C T O B E R

14-15 Using WinSLAMM v. 10.0.1:Meeting Urban StormwaterManagement Goals P010

21-22 Managing Snow and IceControl Operations P349

21-23 Essentials of Hydraulics for Civil and EnvironmentalProfessionals P372

N O V E M B E R

12-13 Soil Engineering for Non-SoilsEngineers and Technicians P565

12-13 Fleet Management - EffectivePractices for Public and PrivateFleets P251

Independent StudyProject Management 100: The Basics,Plus Important Insights P218

http://tic.engr.wisc.edu

It made us question the accuracy of all the pavement ratingnumbers we used toforecast the next year’srehabilitation plans.

– page 6

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