Oregon's ACTs, Collaboration, and Improved Planning
Project Coordinator:
Alan Kirk
Research Agency:
Portland State University
Principal Investigator:
Susan Brody
Start Date for ODOT:
October 2007
Completion Date for ODOT:
November 2008
BACKGROUND:
Many transportation and land use problems are integrated, interconnected and regional in nature. Federal transportation legislation post-ISTEA has significantly increased state and regional transportation planning, and the role of metropolitan planning organizations (MPOs) in regional planning (Taylor & Schweitzer, 2005). Furthermore, modifications to metropolitan planning under SAFETEA-LU increase the expectations for coordination of planning activities affected by transportation, “including planned growth, economic development, environmental protection…” [6001(g)]. There is also an expectation for greater consistency between transportation improvements and growth patterns [6001(h)].
Research and related work that has been done on some of these issues provides useful background for undertaking targeted research on this issue. ODOT’s 2005 Local Consultation Survey found that local officials varied considerably in their views on the effectiveness of communication and coordination with neighbor ACTs and MPOs. In 2004-05 the Oregon Consensus Program worked with Region 2 to assess and improve its STIP prioritization process through collaborative participation of the ACTs in the region. In 2006 the MPO Consortium conducted an analysis of travel-shed issues. A 2006 project conducted by the National Policy Consensus Center for FHWA (Transportation Collaboration in the States) identified opportunities to improve local and regional consultation and collaboration, particularly in light of the new consultation requirements under SAFETEA-LU.
OBJECTIVE: · Assess the current role and experience of ACTs and MPOs, and their interactions with each other, in addressing travel-shed, cross-jurisdictional and cross-sector (public-private) issues.
· Research best practices (including collaborative processes and governance approaches) in Oregon and elsewhere in the nation for effectively bridging jurisdictional and institutional barriers.
· Develop and assess options (in both policy and process) available to ODOT, ACTs, and MPOs for improving coordination of transportation and land use across jurisdictions, corridors and travel-sheds.
3.1 Benefits
The accomplishment of the objectives will benefit ODOT in the following ways:
· Provide a deeper understanding of how ACTs operate and how ODOT might more effectively support the role of ACTs.
· Provide a deeper understanding of travel-shed, cross-jurisdictional, and cross- sector issues and identify barriers to better coordination and communication.
· Provide recommended strategies and best practices for improving the coordination and effectiveness of ACTs , MPOs, and ODOT.
· Increase understanding of individuals in ACTs and MPOs of their respective roles and responsibilities.
The accomplishment of the objectives will also benefit transportation planning in general by expanding the body of research and literature on collaborative approaches, and by learning from cross-jurisdictional experiences in other parts of the country and in non-transportation applications.
IMPLEMENTATION:
In the final phase of the project, the research team will develop a report describing the research findings and presenting options for increasing cross-jurisdictional coordination. These options will include structures and processes that could be used to improve the way that ACTs and MPOs operate in the cross-jurisdictional environment. The report will include descriptions of any legislative or policy changes that would be needed to implement the changes.
The results will be shared in a variety of ways. The products will provide tools for future collaborative efforts among ODOT, ACTs, MPOs, and others to design specific changes for the current system. They will be presented to the Oregon Department of Transportation and shared with members of the Oregon Transportation Commission for additional review and discussion. It is anticipated that ODOT will invite input from the various ACTs and MPOs across the state. It is likely that some of the suggestions could be implemented by ACTs, MPOs and ODOT without formal policy changes. Any changes that involve formal policy or legislation would require additional analysis and collaboration among the stakeholders prior to moving forward.
The results will be shared nationally through conferences and publications, and through the National Policy Consensus Center (NPCC) network. Opportunities to present results include the Oregon Planning Institute conference in the Fall of 2008, the American Planning Association Annual Conference, and academic conferences. In addition, NPCC would share the results with its Advisory Board (which includes state elected and appointed leaders from throughout the U.S.), with its network of state policy consensus programs, and through its newsletter.
BACKGROUND:
Oregon’s bridges are a critical component of the Oregon state highway system and a substantial economic investment for the State. Unfortunately, degradation of the concrete decks due to studded tire wear and corrosion require costly, premature replacement or rehabilitation of many of ODOT’s bridges. It is known that the higher strength of high performance concrete (HPC) can provide improved abrasion resistance. Generally, HPC is intended to 1) meet the design engineer’s minimum requirements for compressive strength and 2) enhance the long-term properties of the concrete such as durability, abrasion resistance, low permeability to protect against corrosive-ion attack on reinforcing steel, and cracking resistance. It is well known that adding approximately 8% silica fume to concrete significantly increases the strength and reduces the permeability. However, experience has shown that the improvement sometimes comes with an increased propensity for early-age cracking in cast-in-place (CIP) bridge decks that essentially negates the benefits of lower permeability. In fact, ODOT is refocusing its bridge deck concrete specifications to limit the strength of the concrete in order to reduce the level of cracking seen in the field. The change in the specification will not result in a reduction in the amount of studded tire wear and may actually result in more damage due to studded tires.
Recently, studies have been initiated to investigate precast bridge deck systems (NCHRP 12-65 Full-Depth, Precast-Concrete Bridge Deck Panel Systems; NCHRP 12-69 Design and Construction Guidelines for Long-Span Decked Precast, Prestressed Concrete Girder Bridges). Precast components allow bridge elements to be manufactured under controlled factory conditions, which should provide a higher level of quality. Also, prefabricated components can be assembled more quickly at a bridge site without the need to wait for fresh concrete to reach threshold strengths before continuing construction activities. The cited NCHRP studies are primarily concerned with constructability issues related to precast panels and decked girders.
Precast deck panels could allow HPC designed for abrasion resistance to be used for bridge decks while maintaining production controls to minimize cracking. No known investigation is being conducted to develop a materials system for precast deck components that optimizes performance characteristics, especially abrasion resistance due to studded tire wear, and life-cycle costs.
OBJECTIVE: The objective of this project is to reduce the life-cycle cost of bridges by developing one or more materials systems for precast and prestressed bridge deck components that improve the studded tire wear (abrasion) resistance and durability of bridge decks.
1.1 Benefits
Bridge decks with improved resistance to studded tire damage will be safer for the driving public and will require less traffic interruptions caused by deck restoration projects. Every year that a bridge continues to provide useful service essentially pays the State of Oregon dividends because the replacement costs are deferred to later years.
IMPLEMENTATION:
Materials systems that are developed will be demonstrated in a field test component of the research. Materials that perform well will be considered when ODOT uses precast bridge deck components.
