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TRANSPORTATION Information Center — LTAP University of Wisconsin–Madison

Winter 2001

Idea Exchange: Backhoe converted

to roadside mower; Underdrains

extend pavement life; Alerting

citizens to sign vandalism hazards . . . 2

Taking aim at deer-vehicle crashes . . . 3

Resources . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

Better bidding for local road projects 5

Bidding quiz: What’s the better deal? 4

Help with finding an architect

or engineer . . . . . . . . . . . . . . . . . . . . . . . . . . . 5

Plan ahead with utilities; avoid

costly construction delays . . . . . . . . . . . 6

Calendar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7

New opportunities with

Comprehensive Planning . . . . . . . . . . . . . 8

Inside

Many communities improve low volume

gravel roads by applying a seal coat.

This thin layer of asphalt covered with

aggregate weather-proofs the surface,

eliminates dust and maintains the ride.

Sealcoated roads look and perform

differently from either gravel roads or

asphalt pavement roads, so it takes some

special information to evaluate and rate

their surface conditions. Knowing the

right time to reapply sealcoat can save

money. It prevents complete deteriora-

tion, extends the service life and keeps

the surface in good riding condition.

Maintenance generally involves patch-

ing failed areas, wedging raveled edges,

and improving drainage. Crack sealing is

mostly not effective unless the road has

several sealcoat layers.

Just in time for spring road inspections,

the T.I.C. has published a new PASER

manual showing how to evaluate and rate

sealcoated roads. More than 50 photo-

graphs illustrate common types of surface

distress and a simplified rating system.

Learning to rate sealcoated roads using

the Sealcoat PASER Manual will be part

Special rating system for sealcoated roads

of statewide training sessions offered in

February and March (see story below).

Help with evaluating and rating local roads

Next year the annual WisDOT local roads

certification must include an evaluation rating

for each local road segment. The Transporta-

tion Information Center (T.I.C.) will be helping

local agencies with this responsibility by offer-

ing training in the PASER Pavement Surface

Evaluation and Rating system.

Workshops throughout the state in February

and March will teach how to use PASER to

rate asphalt, concrete, gravel, and sealcoat

roads. The sessions will help prepare local

officials and staff for their annual spring road

reviews. Ratings can then be included with

Fall local road certification materials in time to

meet WisDOT’s December 2001 deadline.

Participants will also learn how to evaluate

drainage on local roads. Poor drainage is a

frequent cause of pavement deterioration but

may go unrecognized. The latest information

on WisDOT’s local road inventory will be pre-

sented, including the new format now being

developed for describing segment locations.

Regional Planning Commissions and your

County Highway Department will be playing

a major role in helping local agencies with

their pavement evaluations. They will host

the training sessions planned for nearly every

county in the state.

All local highway agencies will receive invita-

tions when plans are completed. For additional

information on workshop times and locations

contact the transportation planner at your

Regional Planning Commission or your

County Highway Commissioner.

LEFT

Road with a good seal

and excellent drainage;

no maintenance required.

BOTTOM LEFT

Road with 3-year-old

surface; aggregate loss

and wear; good drainage.

BOTTOM RIGHT

Poor drainage causes

failed pavement. Needs

ditching and edge

wedging.

Crossroads

CrossroadsWinter 20012

Backhoe converted to

roadside mower

“Like most rural towns, we have a limited

equipment budget,” says Chuck Sleeter,

Chairman of the Town of Nashville near

Merrill, Wisconsin. “We can’t justify

purchasing a mower tractor for two weeks

work each year, and it is increasingly

difficult to contract our mowing out.”

Instead, they decided to buy a backhoe

that could perform a variety of functions.

For $26,000 they were able to buy a used

426 Cat backhoe 4x4 with extended boom.

Mounting a McKenzie Wood Chuck rotary

mower to the end of the stick turned it into

a powerful mower tractor.

“We can use it all year round as a

loader-tractor-backhoe and mower tractor,”

says Sleeter. “We can even use it for heavy

brushing by planting the down-riggers and

extending the stick.”

Finding the right size backhoe with a

large enough hydraulic pump system was

important. It was also important to get a

mower deck compatible with the back-

hoe’s systems. Town employees did the

equipment installation, using a mower

priority Hammer Kit on the backhoe and

a Kwick Hitch on the mower deck.

“We didn’t cut any corners in equip-

ping our machine,” says Sleeter. “Since

we can use the machine for three different

functions, the $26,000 total amounts to

about $8,500 per function, less than one

over-sized lawn tractor.”

For additional information call chairman Chuck

Sleeter, Town of Nashville, 715/484-8166.

Idea Exchange

Lover’s Lane

STOP

Underdrains extend

pavement life

When city engineers noticed that asphalt

pavements were deteriorating faster at low

points, they decided to try underdrains.

“It adds about $3000 per low point, or

about 1.5% of the project cost,” says Rob

Phillips, Deputy City Engineer in Madison.

Most of the city’s soils are poor-draining

clays, so when water gets into the street

base through pavement cracks or by

infiltrating terraces, it tends to stay there.

To help move that water, the city now

routinely lays six-inch perforated pipe in

eight-inch-deep trenches under the curb

and gutter. The pipe collects water and

directs it into the storm drains.

The trenches, which are lower than

the street’s base course, extend for about

75 feet in either direction from the low

point. The city uses geotextile filter fabric

to wrap the trench and also lays it under

the pavement base in the area. The pipe

is surrounded with #2 gradation aggre-

gate as specified by WisDOT (section

501.3.6.4.5). The city is following the

WisDOT standard specifications for

underdrain (section 645.2.2).

In addition to reconstruction projects,

the city also requires underdrains in new

subdivisions, providing developers with a

standard detail showing the specifications.

“We feel it’s going to help,” says

Phillips. “We’ve only been doing it since

1995, so we can’t yet say ‘this road would

have looked a lot worse at this point.’”

For information contact Rob Phillips, 608/266-

4090 or e-mail rphillips@ci.madison.wi.us.

Consult the T.I.C.’s Drainage Manual for help

in evaluating drainage along roads and streets.

This newsletter provides information on roads and

bridges to local officials and is published quarterly by

the Wisconsin Transportation Information Center, part

of the nationwide Local Technical Assistance Program

(LTAP). Crossroads is produced with assistance from

the Federal Highway Administration, the Wisconsin

Department of Transportation, and the University of

Wisconsin–Extension.

Non-profit organizations are welcome to reproduce

articles appearing here. Please contact us first for any

updates or corrections.

Wisconsin Transportation Information Center

(T.I.C.),

UW–Madison Department of Engineering Professional

Development, 432 N. Lake St., Madison, WI 53706.

Phone: 800/442-4615 Fax: 608/263-3160.

Don Walker, director donald@engr.wisc.edu

Steve Pudloski, staff pudloski@engr.wisc.edu

Jane Sauer, program assistant sauer@engr.wisc.edu

Lynn Entine, writer and editor Entine & Associates

Susan Kummer, graphic artist Artifax

Alerting citizens to sign

vandalism hazards

Last fall, vandals removed signs

two weekends in a row—stop

signs as well as street signs—in the Town

of Dodgeville and on local county roads.

“Our road patrolman was frustrated

and worried,” says Laurie Maloney, town

administrator. “He wished he could get the

word out to the public about how stupid

and dangerous it is to remove stop signs.”

Since school was just getting ready to

start Maloney thought a letter to the local

paper might get some attention. The letter

appeared in the Dodgeville Chronicle

where the letters to the editor section is

very popular, Maloney says.

“Nearly every week something in the

op ed is a topic of discussion around

town,” she says. “I wanted to let teachers

know you can get a video on it. I also

thought parents could talk about it at the

dinner table.” The letter provoked some

comment, Maloney reports. Since the most

commonly stolen signs are for “Lover’s

Lane,” the town council is considering a

name change to remove the attraction.

A video, Danger Signs, reports on a

Florida traffic fatality that resulted from a

stolen stop sign. It’s useful in driver’s ed

classes or other public presentations—

especially when local streets and law

enforcement officials talk about safety.

Also, take time to write or call the local

media when sign vandals hit your area.

Danger Signs, 9 min., video #18326, loaned

free from T.I.C. and county Extension offices.

Deer-vehicle collisions have more than

tripled in the past 20 years, representing

one in six of all reported crashes. In some

counties, nearly half of all crashes involve

deer. With the annual collisions estimated

at more than 60,000 per year, this is a

highway safety issue of major proportions.

The peak deer crash season, November

and December, has just passed. However,

a second peak occurs in April and May.

Deer are drawn to roadside grass recently

freed of snow and yearlings are newly on

their own.

Despite the frequency and economic

impact of deer-vehicle collisions, they have

received relatively little attention. Data is

limited and there is little reliable research

on prevention measures. To address this

issue, WisDOT and the DNR held a

conference last April bringing together

leaders in insurance, highway safety, local

government ecology, and related fields.

Cutting the deer population would be

best, experts agree. Tools for changing

deer behavior have been developed, but

research on them is limited. Wildlife over-

passes and fences seem effective but very

expensive. Whistles, scent repellants and

reflectors haven’t been studied rigorously

and existing results appear to be weak

and contradictory.

One of the most effective tools for

reducing the number of deer crashes

appears to be driver education.

“Drivers need to maintain awareness of

the four-legged hazards bouncing around

out there,” says Dennis Hughes, WisDOT,

Chief of Policy Analysis Section, Bureau

of Transportation Safety, “especially in

rural Wisconsin and at dawn and dusk

when the deer are on the move.”

Safety education materials and

coordinated messages are one option

being considered by a regional coalition

which grew out of last April’s meeting.

Other proposed efforts include organizing

a clearinghouse to gather and disseminate

data, research and experience.

Local officials should make sure

that deer crossing signs reflect the

current situation. They could consider

local media announcements and

special postings at seasonal peaks

to promote driver awareness.

Your county highway safety

coordi-nator may be able to help

coordinate awareness efforts. A

detailed report is available on the

Web at www.deercrash.com.

A limited number of copies are

also available from the T.I.C.

Crossroads Winter 2001 3

Taking aim at deer-vehicle crashes

Resources

Deer crashes as a percentage of all crashes (1999)

Booklets and material packets are avail-

able from the T.I.C. Videotapes are

loaned through County Extension Offices

at no cost.

Sealcoat PASER Manual,

December 2000, 16 pp.

A new T.I.C. manual that guides

local officials in evaluating and rating

the condition of sealcoated gravel roads.

Dozens of photos make it easy to

recognize common defects and to use

the manual’s simple rating system.

The information will help you prioritize

maintenance and repairs to sealcoat

roads. The ratings can be used in the

PASERWARE pavement management

system. This is a companion to the

T.I.C.’s Asphalt, Gravel and Concrete

PASER Manuals.

Sample bidding documents, 35 pp.

Make bidding your project more

effective with help from T.I.C.’s sample

contract bid forms, project timeline and

checklist, quantity estimation charts

from Wisconsin Asphalt Pavers

Association, and quality management

information from WisDOT. This packet

was used in the March 2000 ETN

program “Quality Control for Asphalt

Paving.”

Utility Coordination Task List, WisDOT,

2 pp. To avoid costly delays, utilities

need at least six months’ notice of

construction projects; a year is best.

WisDOT developed this task list for

consultants or staff to identify the many

necessary activities. It will help ensure

each critical task gets done and assigns

responsibility for doing it.

Videotapes

Preventive Maintenance: Project

Selection, FHWA, 2000, 30 min #18332.

Good overview of the benefits and

current techniques used to preserve

pavements. Covers initial condition

assessment, importance of timing, and

climate effects. Crack and joint sealing,

surface seals, functional enhancements,

and minor rehabilitation for asphalt and

concrete pavements are included.

Danger Signs, FHWA, 8 min. #18326.

Presents dramatic consequences of

sign vandalism, including actual case

involving stop sign vandalism that

contributed to traffic deaths, trial,

and prison terms for the vandals.

NEW!

Adams

Ashland

Barron

Bayfield

Brown

Buffalo

Burnett

Calumet

Chippewa

Clark

Columbia

Crawford Dane

Dodge

Door

Douglas

Dunn

Eau Clair

Florence

Fond du Lac

Forest

Grant

Green

Green

Lake

Iowa

Iron

Jackson

Jefferson

Juneau

Kenosha

Kewaunee

La Crosse

Lafayette

Langlade

Lincoln

Manitowoc

Marathon

Marinette

Marquette

Milwaukee

Monroe

Oconto

Oneida

Outagamie

Ozaukee

Pepin

Pierce

Polk

> 45%

30-45%

15-30%

0-15%

Portage

Price

Racine

Richland

Rock

Rusk

St. Croix

Sauk

Sawyer

Shawano

Menominee

Sheboygan

Taylor

Trempealeau

Vernon

Vilas

Walworth

Washburn

Washington

Waukesha

Waupaca

Waushara Winnebago

Wood

Driver education can help lower

deer-vehicle crashes. In some

counties almost half of all

crashes involve deer.

under repair and specify which mix

design is appropriate.

Another common area of confusion

is the type and amount of preparation

to be done before the contractor begins

paving, overlaying or sealcoating. It is

important to determine the amount of

patching and preparation necessary,

who is responsible for doing the work,

and how it will be coordinated with the

paving contractors.

Plan ahead and save

Scheduling construction is also impor-

tant. It can be to your advantage to take

bids early in the year before contractors

have a full load. Bids taken in February

and March are likely to be to the advan-

tage of the local agency. Early bid dates

also make it possible to specify comple-

tion dates early in the summer when

weather is most likely to be favorable.

Some con-

tractors are will-

ing to provide

warranties for

sealcoat and

overlay projects.

Wisconsin DOT

has been using

these for several

years with good

results. You may wish to explore the

advantages and costs of a warranty for

your maintenance and improvement work

for next construction season.

Coordinate early with local utilities to

improve timing and avoid long delays.

While the contractor notifies the utility

immediately before construction, the local

agency is responsible for giving longer

advance notice. You will find that planning

three to five years in advance jointly with

utilities is mutually beneficial.

Cost-effective and efficient construction

projects require planning, starting early,

and coordination with utilities, land

owners and the public. You and the

traveling public will benefit from well-

planned projects.

To request sample bid documents, use the

form on pg. 7, call 800/442-4615, or e-mail

tic@engr.wisc.edu

CrossroadsWinter 20014

Better bidding for

local road projects

Wisconsin statutes require local agencies to

bid road improvement projects when they

are using a private contractor and the cost

exceeds $15,000 ($25,000 for counties).

Projects using Local Road Improvement

Funds (LRIP) must also be bid.

Over the years, local agencies have

learned that using an organized approach

to the bidding process can eliminate

problems and provide the lowest cost and

highest quality. However, it can be easy

to leave out a crucial item, making a bid

less useful when it comes in. It is important

to include materials estimates and comple-

tion dates, to estimate traffic volume, and

to clearly describe preparation.

The T.I.C. has prepared a set of sample

bidding documents that can help by

reminding you of the types of information

needed. You must include your own

specifics: miles of road, tons of gravel,

asphalt, etc. To help you estimate, the

T.I.C. materials include tables like the one

shown here.

The unique aspects of each local road

project must be clearly communicated to

bidders. For example, if you want the proj-

ect completed by a certain date, you must

say so clearly. If there are local festivals or

critical events that must not be interrupted

by construction, you must make this clear.

Referencing the standard specifications

from the Wisconsin DOT can be very help-

ful too. However, these often designate

materials in several categories. For exam-

ple, asphalt mixes are designed to handle

the whole range of traffic volumes: low,

medium and high. You should determine

the projected traffic volume for the road

Quantity of sealcoat in square yards per mile

Width of road 16 ft 18 ft 20 ft 22 ft 24 ft

Quantity (yd2) 9,387 10,560 11,733 12,907 14,080

Example estimate: Road is 6.7 miles long and 22 feet wide

Project total: 6.7 mi x 12,907 yd2per mi (22 ft width) = 86,477 yd2

Crossroads Winter 2001 5

Every year local governments spend

millions of dollars to develop and

maintain their facilities and infrastructure.

Involving professional service providers,

like engineers and architects, is often

crucial to the quality, functionality, and

costs of these projects.

Hiring professional service providers,

and determining a fair value for their

work, is very different from pricing bricks,

mortar, asphalt, or concrete. You can pretty

accurately describe commodities and get

competitive price quotes. However, hiring

professional services involves seeking

solutions to problems that are more

clearly defined or discovered as the

process continues.

To help local officials select professional

services based on qualifications, and to

meet federal and state requirements, there

is a process called Qualification Based

Selection, or QBS. This procedure helps

eliminate guess work in selecting an engi-

neer or architect, and tailors the process

specifically to the owner’s and project’s

needs.

QBS Wisconsin, a partnership between

American Institute of Architects-Wisconsin

and the Wisconsin Association of

Consulting Engineers, has developed a

variety of guides and forms. These tools

can be very useful for owners who are

accustomed to developing selection

processes. Others who do not undertake

projects often, and newly elected public

officials, may benefit from working with

a facilitator who can advise them.

“The QBS program involves working

one on one with public owners to develop

a process for selecting an engineering or

architectural firm,” says Christine Sloat,

program facilitator.

Help with finding an architect or engineer

Quiz yourself

What’s the better deal?

Which of the two quotes below is a

better deal for the town? Let’s say you

have solicited prices from asphalt

paving contractors using this statement:

“Reclaim and pave one mile of Valley

Road with two inches of hot mix.”

The facilitator can educate owner

representatives about the process, assist

in developing selection criteria, support

the owner in preparing proposals which

include clear project statements, and train

selection teams on interview techniques.

“QBS has several benefits,” says Sloat.

The process saves the owner time and

money. Involving the engineer or architect

early will improve project planning and

prevent costly mistakes. Also, the process

develops sound relationships between

owners and professionals which can be

a basis for tackling future projects.

QBS Wisconsin is a public service. There is

no charge to owners. For QBS Wisconsin

materials, or to talk about an upcoming

selection, please contact QBS Facilitator

Christine Sloat, 608/524-1397 or e-mail

wace@wace.org or aiaw@aiaw.org

Answer At first it appears that Contractor B

offers the better deal to the town by $1,660.

However, the request did not specify

estimated quantities for the job: square

yards for reclaiming and tonnage for paving.

So contractors estimated it themselves. Each

gave different estimates.

Since the town will be paying for the actual

square yards and actual tons (unit costs),

Contractor A might be a better deal. But it

all depends on the amount of material

actually pulverized and the tons of asphalt

actually put in place. To be more assured of

the quantities, you have to do a little math.

Square yards First measure the exact length

of the road segment. Is it 5,280 feet or

perhaps 5,493 feet? How wide is it? 19 feet,

20 feet? One foot in width can make a big

difference in the final cost. Multiply the

length by the width to get square feet.

Divide that number by 9 to get square

yards. Be sure to also specify

the depth of pulverizing in

your request for proposals.

Tons of asphalt mix To figure

the number of tons, use a

chart. The T.I.C. sample

bidding materials include one

supplied by the Wisconsin

Asphalt Pavement Associa-

tion. Make sure you specify

the finished thickness as

“compacted in place.”

Even if you do the math correctly, your

estimates for total tonnage might be off.

Do you expect the contractor to pave

aprons to driveways and side roads, for

example? Are there irregularities in the

existing surface that need leveling?

Those quantities can add up.

To protect yourself and insure that con-

tractors are bidding on the same specifi-

cation, use unit prices. Units and unit prices

will prevail in the final analysis. Without

them, if your estimated quantities are lower

than what is needed to do the job, your

final cost may be well over budget.

This example is adapted for Wisconsin prices

and conditions from an article that appeared

originally in the Vermont Local Roads News.

Two contractors submitted these prices:

Contractor A Quantity Price Total

Pulverize 10,600 yd2$1.10/yd2$11,660

Pave 1,200 ton $25/ton $30,000

Total $41,660

Contractor B Quantity Price Total

Pulverize 10,000 yd2$1.20/yd2$12,000

Pave 1,000 ton $28/ton $28,000

Total $40,000

Quantity of hot mix asphalt

Tons per mile

Depth Width

(in) 18 ft 20 ft 22 ft

1.0 607 tons 675 tons 742 tons

1.5 911 1,012 1,113

2.0 1,214 1,349 1,484

2.5 1,518 1,687 1,855

3.0 1,822 2,024 2,226

Unit weight of 115 pounds/square yard/inch

CrossroadsWinter 20016

The utility business has changed a lot in

the last few years, and that can play havoc

with your street or highway construction

project. There are more players — fibre

optic and cable tv companies, pipeline

owners, transmission companies that are

separate from utilities — and they may be

based out of state. They no longer stock-

pile materials but use just-in-time deliver-

ies on cable, poles, towers, and the like.

Delivery can take weeks or months.

Currently it takes 18 weeks to get fibre

optic cable.

“It’s important to establish good com-

munication with the utilities so they’re

aware of what’s being planned,” says Ernie

Peterson utility engineer for WisDOT. “We

usually want them to move their facilities

before we begin our work.”

The alternative can be construction

chaos, expensive delays, and even law

suits. One project had to be redesigned,

while the contractor sat idle, because the

utility wasn’t consulted in advance and

could not move its facilities.

“We urge communities to have an

Operational Planning Meeting early in

the year and talk about what they’re

planning for the next couple years,” says

Ruth Alfaro, WisDOT District 1 utility

coordinator.

Some county highway offices have

begun organizing such meetings for

January or February, inviting local

community representatives to meet with

utilities and discuss plans and logistics.

“It can be very helpful just to hear about

all the options,” says Alfaro.

For example, community

leaders who want to bury

transmission lines in down-

town areas may not realize

that it costs the utility $1

million per mile, and it may

cost each business up to

$200,000 to rebuild their

individual connections.

optics cable, four different gas lines, a

major pipeline, and electrical transmission

and distribution. The City of Janesville had

no idea there were so many utilities there.

It’s going to be a huge utility move.”

Sometimes talking with utilities can

even cut construction costs. If they’re plan-

ning to move or replace a facility anyway,

local officials can adjust their street or

highway construction plans so the utility’s

restoration actually improves the road.

What can a local community do?

•Encourage county or nearby city

officials to host a utility coordination

meeting, or organize one yourself and

involve neighboring communities.

Ernie Peterson is prepared to bring

a team of utility representatives and

contractors out to meetings around

the state.

•Go to such a meeting, even if a road

project is still at the “what if” stage.

You will learn a lot.

•Use a utility coordination checklist

like the one Peterson has prepared

(available from the T.I.C.) to make

sure that everyone involved in a

project knows what needs to be

done and who will do it.

•Call Diggers Hotline to locate utilities

for planning purposes. They will

respond in about three weeks and

flag the locations.

•Plan ahead. Talk to the utilities early

even though you don’t yet have the

project in the budget.

For help in planning a utility coordination

meeting, contact Ernie Peterson at 608/266-

3589, e-mail ernest.peterson@dot.state.wi.us.

For copies of the utility planning checklist,

use the coupon on page 7 or call the T.I.C.

at 800/442-4615, e-mail tic@engr.wisc.edu.

Local projects often produce the most

headaches, according to Ernie Peterson.

The Wisconsin Transportation Builders

Association is trying to get the word out

on how important it is to coordinate early.

“In the worst case, utilities are getting a

call on Wednesday about a project starting

the following Monday where they have to

move a line of cable,” says Peterson.

Utilities would like to have finished

plans for smaller projects at least six

months ahead of time. They may need a

year’s lead time or more for complex

urban projects or moving large facilities.

It is very important that the consultant or

engineer not write bid specs without first

consulting the utility.

Early discussions avoid unpleasant sur-

prises. “We had a meeting for a highway

exchange in Janesville, going into General

Motors,” says Alfaro. “We discovered that

there’s up to 16 buried lines, a huge fiber

Plan ahead with

utilities; avoid costly

construction delays

Utilities need to know about road construction projects six months or more before the start date.

Crossroads Winter 2001 7

If you have a comment on a Crossroads

story, a question about roadways or

equipment, an item for the Idea Exchange,

a request for workshop information or

resources, or a name for our mailing list,

fill in this form and mail in an envelope to:

Crossroads

Transportation Information Center

University of Wisconsin–Madison

432 North Lake Street

Madison, WI 53706

Or call, fax, or email us:

phone 800/442-4615

fax 608/263-3160

email

tic@engr.wisc.edu

Please put me on your Crossroads mailing list.

Please send me information on ______________________________________________

__________________________________________________________________

__________________________________________________________________

__________________________________________________________________

My idea, comment or question is ____________________________________________

__________________________________________________________________

__________________________________________________________________

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Name ____________________________________________ Title/Agency ________________________________

Address ____________________________________City __________________ State ____ Zip ____________

Phone ( ) ________________ fax ( ) __________________ email __________________________

(We’ll contact you to get more details or answer your question.)

✁

Reader Response

T.I.C. workshops

Specific details and locations are in the

announcements mailed to all Crossroads

recipients. For additional copies, or more

information, call the T.I.C. at 800/442-4615.

Basic Work Zone Traffic Control For road

supervisors and maintenance personnel who

plan and set up work zones. This workshop

covers traffic control devices, the parts of

a work zone and a variety of set ups, includ-

ing mobile operations, plus pedestrian,

worker, and flagger safety. Participants will

set up work zones using the Wisconsin

Pocket Guide to Work Zone Safety.

Jan 9 Tomah Jan 17 Brookfield

Jan 10 Eau Claire Jan 17 Brookfield

Jan 11 Cable Jan 18 Brookfield

Jan 12 Rhinelander Jan 19 Barneveld

Jan 16 Green Bay

Local Transportation Issues ETN Series

The T.I.C. and UW Local Government

Center will present sessions on transpor-

tation on Wisconsin’s 103 ETN locations on

the Thursdays listed below from 10:30 a.m.

to 12:20 p.m. $10 per session.

Call 608/262-9960 for a brochure.

Transportation Planning – January 18

Focus on the transportation element of the

state’s Smart Growth comprehensive plan-

ning requirement and how to do a trans-

portation plan. Hear about grants for

comprehensive planning.

Liability and Legal Issues – February 15

Improve your understanding of road related

legal issues and liability management tech-

niques. Topics include liability of elected

officials, agency responsibilities, and sugges-

tions for sound management.

Local Road Database and Transportation

Aids – Mar 8

Update your understanding of the local road

inventory and the WISLR system. Review the

status of local transportation aid programs.

Asphalt Roadway Maintenance Learn how

to improve your street and road maintenance

operations. Topics will include basic

information about road construction and

maintenance as well as techniques for

preventive maintenance and rehabilitation.

Mar 7 Green Bay Mar 13 Eau Claire

Mar 8 Brookfield Mar 14 Cable

Mar 9 Barneveld Mar 15 Rhinelander

Mar 12 Tomah

The New MUTCD Early in 2001 a new

version of the MUTCD, the Manual on

Uniform Traffic Control Devices, will be

released. There are some significant changes

in how the requirements and recommen-

dations are presented. Learn what has

changed and been added to the manual.

Apr 4 Green Bay Apr 10 Cable

Apr 5 Brookfield Apr 11 Eau Claire

Apr 6 Barneveld Apr 12 Tomah

Apr 9 Rhinelander

UW-Madison Seminars

Local government officials are eligible for

a limited number of scholarships for the

following engineering courses in Madison.

For details, use the form on page 7, call

800/442-4615, or e-mail: tic@engr.wisc.edu

Improving Public Works Construction

Inspection, Jan 16-17

Maintaining Asphalt Pavements, Jan 18-19

Traffic Signal Design, Operation, and

Maintenance, Mar 26-28

Managing Street and Highway Design

Projects, Mar 29-30

Traffic Impact Analysis, Apr 24-27

Other opportunities

Pesticide Applicator Training for Right-of-

ways will be offered in Milwaukee on Jan.

30 and in Wausau on Jan. 31. Preregistration

deadlines are January 16 and 17. For

registration information call 608/262-7588,

e-mail PAT-Program@facstaff.wisc.edu, or

check the web site: http://ipcm.wisc.edu/PAT.

Fees are $45/person. Training videos are also

available to employers.

Public Works Supervisory Academy is a

certificate program in supervisory skills that

consists of 10 one-day courses offered by

UW-Madison and taught at locations around

the state on an ongoing basis. Contact Gregg

Miller, Professional Development and

Applied Studies, for more information at

(608) 263-8256.

Calendar

CrossroadsWinter 20018

Last spring the Governor signed the first

major rewrite of land use planning laws

in more than 30 years. The new regula-

tions spell out nine required elements

and set 2010 as a deadline for complet-

ing comprehensive plans. Transportation

is one of the nine required elements.

“It’s a local community by community

decision what to include in the plan,”

says Rick Stadelman, Executive Director

of the Wisconsin Towns Association.

“There is no mandate to plan, per se.

However, if a community doesn’t have

a comprehensive plan, it will have no

authority to enforce land use activities

and zoning regulations after 2010.”

For most smaller communities, the

road system is the transportation system.

For the first time, however, they must

coordinate it with land use plans.

“In the past plans primarily had a

land use focus. They didn’t plan trans-

portation, utilities, sewer, water, or

how it would affect the neighbors,” says

Stadelman. “They didn’t start with what

is our vision of our communities?”

People looking to develop housing or

expand businesses were often frustrated

because plans were incomplete.

The new process also requires sharing

plan information with neighboring com-

munities. In the past that often hasn’t

been the case. Now, annexations,

boundary issues, and extra-territorial

powers have to be consistent with the

comprehensive plan. “It will force cities

and villages to plan for annexations and

talk to towns before they get into these

things,” Stadelman says.

Plenty of help will be available.

Regional Planning and Metropolitan

Planning Commissions will be deeply

involved, as will state agencies. WisDOT

is developing a handbook for the trans-

portation element. Most communities

will work with consultants who are also

gearing up to provide assistance.

The first round of state-funded plan-

ning grants will be announced in late

winter. The application deadline was

November 15. Another grant cycle is

anticipated for next year to help

communities.

“I think it’s important for people to

realize that there’s lots of help out there,

and the process can be broken down

into bite-sized pieces,” says Phil Scherer,

Executive Director of the Transportation

Development Association and a former

town chairman. “Also, the plans are

not cast in stone. They’re made to be

reviewed. Folks should look at it as a

continuing process.”

Stadelman agrees. “A plan at maxi-

mum is good for 5-10 years, and then

it has to be revisited. There’s been a lot

of planning done in recent years. People

don’t have to go back and recreate

everything. What has been done recently

is a basis for comprehensive planning.”

To get communities started with Compre-

hensive Planning, the T.I.C. is cooperating

with the UW Local Government Center to

present an ETN program on Transportation

Planning on Jan 18. See Calendar on page 7.

TRANSPORTATION Information Center — LTAP

University of Wisconsin–Madison

432 North Lake Street

Madison, WI 53706

Route To

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phone 800/442-4615 • fax 608/263-3160 •email tic@epd.engr.wisc.edu

Local Technical Assistance Program (LTAP)

New opportunities with Comprehensive Planning