Changing States: Using State-and-Transition Models to Evaluate Channel Evolution Following Dam Removal Along the Clark Fork River, Montana

Located just east of Missoula, Montana, Milltown Dam stood from 1908 to 2008 immediately downstream of the Clark Fork River’s confluence with the Blackfoot River. After the discovery of arsenic-contaminated groundwater in the nearby community of Milltown, as well as extensive deposits of contaminated sediment in the dam’s upstream reservoir, in 1981, the area was designated a Superfund site – along with much of the Upper Clark Fork Watershed. This motivated the eventual decision to remove the dam, perform environmental remediation, and reconstruct approximately five kilometers of the Clark Fork River and its floodplain. This study is part conceptual and part empirical. It describes a state-and-transition framework equipped to investigate channel evolution as well as the adjustment trajectories of other socio-biophysical landscapes. This framework is then applied to understand the post-restoration channel evolution of the Clark Fork River’s mainstem, secondary channels, and floodplain. Adopting a state-and-transition framework to conceptualize landscape evolution lets environmental managers more effectively anticipate river response under multiple disturbence scenarios and therefore use more improvisational and adaptive management techniques that do not attempt to guide the landscape toward a single and permanent end state. State-and-transition models can also be used to highlight the spatially explicit patterns of complex biophysical response. The state-and-transition models developed for the Clark Fork River demonstrate the possibility of multiple evolutionary trajectories. Neither the secondary channels nor the main channel have responded in a linear, monotonic fashion, and future responses will be contingent upon hydrogeomorphic and climatic variability and chance disturbances. The biogeomorphic adjustments observed so far suggest divergent evolutionary trajectories and that in some instances the long-term fates of the mainstem, floodplain, and secondary channels are inescapably enmeshed with one another

Common Heritage v. Freedom of the High Seas : Which Governs the Seabed?

This Article reviews the positions currently articulated by the United States with respect to UNCLOS III in light of earlier negotiations, previous positions taken by the U.S., logical problems with the U.S. position, and the practical difficulties that would be faced if entrepreneurs based in the U.S. attempted to mine without the protection of an internationally-agreed-upon regime. The authors conclude that the U.S. is legally wrong in asserting that seabed mining is a freedom of the high seas and is unwise as a matter of policy in thinking that U.S. corporations could profitably mine seabed resources outside of an international recognized seabed authority

Analysis of Traffic Crash Data in Kentucky 2018-2022

This report documents analysis of traffic crash data in Kentucky. A primary objective of this study was to determine average crash statistics for Kentucky highways. Where used, rates were calculated for various highway types and for counties and cities. Difference criteria were used for exposure. Average and critical numbers, SPFs, and crash rates were calculated for various highway types in rural and urban areas. These metrics rely on crashes identified on highways where Annual Average Daily Traffic (AADT) volumes were available. Data in this report may be used to help identify problem areas. The other primary objective of this study was to provide benchmark data that can be used to prepare the problem identification portion of Kentucky’s Annual Highway Safety Plan (HSP). Crash statistics were analyzed and a summary of results and recommendations in several problem identification areas is presented. These general areas include alcohol involvement, occupant protection, speed, teenage drivers, pedestrians, bicycles, motorcycles, trucks, and vehicle defects. Other areas covered in the analysis for which specific recommendations were not made include school bus crashes and train crashes. Crash data are stored in the Collision Report Analysis for Safer Highways (CRASH) database. This database is updated daily, so the number of crashes in a given calendar year continues to change for a substantial time after the end of that year. KTC captures an extract annually for analysis. Since 1978, annual reports have been prepared to document statewide crash rates. Traffic crash data for a five-year period were used to prepare this report. Kentucky has a systematic procedure to identify locations that have had abnormal rates or numbers of traffic crashes. However, before that procedure may be utilized, average crash rates and numbers must be determined for appropriate highway categories and for rural and urban areas. Those statistics may then be used in the high-crash location identification program to identify locations that should be investigated to determine whether changes should be made. A highway safety program is prepared each year for Kentucky in order to comply with 23 U.S. Code § 402. This program includes identifying, programming, budgeting, and evaluating safety projects with the objective of reducing the number and severity of traffic crashes

Design MythBusters

When highway project designs depart from design values found in the Kentucky Transportation Cabinet (KYTC) Highway Design Manual and AASHTO’s A Policy on Geometric Design of Highways and Streets, project managers at the agency must obtain either a design exception or design variance. While designers are more comfortable with exceptions and variances than they were 10 or 20 years ago, some hesitancy remains, especially among the Cabinet’s consultants. Misperceptions about what exceptions or variances entail or about their performance may underlie this reluctance. Exceptions and variances are best conceptualized as formal justifications for design decisions. Project managers merely need to describe why a design does not adhere to published guidance and illustrate that safety and mobility performance are not significantly compromised — in every instance new designs offer improvement over existing conditions. The limited number of research studies on design exceptions have found no evidence to suggest facilities where exceptions have been used have worse safety performance than those which abide by typical design values. To encourage project managers and designers to embrace cost-effective, context-adapted designs — and the role of variances and exceptions play in delivering those solutions — this report presents design axioms and case studies that document projects on which exceptions and variances have been used with success. Most of the exceptions and variances used on these projects are minor (e.g., narrowing shoulders, reducing design speeds), were critical for addressing the stated purposes and needs, and resulted in a solution that blended improved roadway with the surrounding contexts. Addition examples of mostly Highway Safety Improvement Program (HSIP) projects are catalogued that illustrate how creative fixes can be used to mitigate safety concerns

Risk-Based Project Development

Risk management is integral to highway project development. Managing risk entails identifying uncertainties which could influence project activities, understanding how they can be mitigated or eliminated, and monitoring risk during project development. Many state transportation agencies have introduced methods for identifying risks, determining whether risks are high impact or low impact, and generating response strategies. These methods are often qualitative or semi-quantitative in nature due to the challenge of quantifying the likelihood of a risk and its effects. These approaches are nonetheless valuable for helping designers and project development teams remain mindful of negative risks which could pose significant hurdles. Building on recent work for the Kentucky Transportation Cabinet (KYTC) on risk-based construction inspection, this report discusses the creation of an Excel tool for managing risk on highway projects. Leveraging information gathered via interviews with KYTC stakeholders, subject-matter experts, and consultants, the tool identifies risks associated with key decision points and key execution points for four project types: new road and expansion, road rehabilitation and resurfacing, new or replacement bridge, and bridge rehabilitation. Embedded in the tool are high-level discussions of risks often confronted when completing different activities as well as best practices for mitigating or eliminating those risks. The tool has been designed to accommodate periodic updates, which can ensure material reflects the most up-to-date thinking about risk management and recent agency experiences

Kentucky Traffic Collision Facts 2022 Report

Kentucky’s Traffic Collision Facts is based on collision reports submitted to the Kentucky State Police Records Branch. As required by Kentucky Revised Statute 189.635: “Every law enforcement agency whose officers investigate a vehicle accident of which a report must be made...shall file a report of the accident...within ten days after investigation of the accident upon forms supplied by the bureau.” The stated purpose of this requirement is to utilize data on traffic collisions to improve the Commonwealth’s traffic safety program. Unless otherwise noted, data in this publication are for public roads only. Data contained in this report are based solely on the observations and judgements of the state and local police officers who investigated each collision. Collision data are contained in an automatic system called the Collision Report Analysis for Safer Highways (CRASH). This system carries out edit checks for accuracy, which may include manual adjustments based on the Fatal Accident Reporting System (FARS). Computer tabulations and summaries are again checked for accuracy before information is released or disseminated. It is hoped that the detailed information presented in this report will, in fact, “improve the traffic safety program within the Commonwealth.” The National Highway Traffic Safety Administration (NHTSA) Manual on Classification of Motor Vehicle Traffic Crashes1 is used to ensure uniformity and compliance with federal requirements

Overview of Performance Based Practical Design

State transportation agencies (STAs) have increasingly turned to practical design and performance based practical design (PBPD) to inform project development and implementation — and to reduce project costs while optimizing systemwide benefits. PBPD is a design-up philosophy that encourages agencies to formulate projects to meet the purpose and need rather than adhering to ostensibly immutable design standards. This paper reviews practical design and PBPD concepts and initiatives and their application in a variety of contexts. It also summarizes best practices STAs can use to develop a PBPD program. As a holistic approach to project design, PBPD underscores context sensitive solutions that balance the needs of all roadway users, including motorists, bicyclists, and pedestrians. Common PBPD solutions include opting for low-cost enhancements, such as striping, signing, and rumble strips, as opposed to realignment; narrowing shoulder widths; redesigning projects to lower right-of-way costs; modifying interchange designs; and using design exceptions to build projects that fulfill project objectives. STAs committed to establishing robust PBPD programs will typically require 18 to 24 months to get a program off the ground. For an initiative to succeed, it is critical for executive leadership in an agency to advocate for PBPD; that agency staff learn about practical design and ongoing PBPD programs in other states; that a baseline performance evaluation of the tools, concepts, and resources currently used for project development be conducted; and that changes made to the project development process are thoroughly documented. The report closes with a series of recommended performance metrics the Kentucky Transportation Cabinet should consider adopting to improve its monitoring of critical bridge and roadway assets

Audit Template for Inland Port Sustainability

This report serves as an assessment of port sustainability and its potential applications for the inland river ports of Kentucky and the surrounding region. The report discusses and defines sustainability, both generally as it relates to business and industry and specifically as it relates to the port industry. Given the unique nature of the inland port industry, the report reviews lessons learned from 11 port site visits conducted by Kentucky Transportation Center in 2012, primarily at major U.S. coastal ports but also representative inland ports. KTC’s analysis identifies the sustainability challenges facing various domestic and international ports, and what policy and operating initiatives are being undertaken to meet these challenges. This report then discusses KTC’s progress in tailoring the sustainability process identified during these visits to the inland port industry. Field visits to 13 public ports along the Ohio River were conducted in order to develop a sustainability self‐assessment tool, which took the lessons learned at coastal ports and large‐scale inland ports and applied them to the inland ports of Kentucky and the surrounding region. From these visits and the associated research, an audit template has been developed that allows inland port operators to assess and improve sustainability levels. The wealth of information compiled in this report, along with the associated appendices, will prove invaluable to the inland port industry. The research relayed to the industry has already proven to be a boon to the ports that participated in the project. The preliminary results indicate that ports along the region’s inland waterways would have little difficulty improving their sustainability profiles at low expense, so long as they follow the advice laid out by this report and the audit template

Synthesis of Kentucky’s Traveler Information Systems

After the United States Department of Transportation (USDOT) petitioned the Federal Communications Commission (FCC) to establish a dedicated phone number for real-time travel information services, the abbreviated 511 dialing code was founded in July 2000. The FCC reasoned that 511 services could reduce traffic congestion, air pollution, and the inefficient use of fossil fuels. 511 would, in turn, improve traveler safety. In 2010, the Federal Highway Administration (FHWA) mandated a set of requirements for systems that deliver real-time traffic information to the public. States DOTs were asked to comply with this mandate by November 2014. Many states, in addition to maintaining websites, also have dedicated mobile apps and a social media presence (e.g., one or multiple Twitter accounts) that communicate data on traffic and road conditions. Analysis of 511 usage data indicated that the number of phone calls received has dropped sharply since the mid-2000s. Conversely, the amount of traffic handled by KYTC’s websites and mobile apps has increased. Like the phone system, websites and mobile apps garner the most traffic during the winter months. Discussions with KYTC 511 stakeholders revealed that phone system will be less relevant — although necessary to maintain, particularly in rural areas. There was significant consensus among KYTC stakeholders about the strengths of the state’s current approach to delivering traffic information, and a number of improvements were put forward to enhance it in the future. A survey of Kentucky drivers revealed that a majority get their traffic information through digital content providers. Services such as Google and Waze are popular for retrieving maps and driving directions, while television and radio play an important role still, especially for the provision of information during hazardous weather. Government-provided services (i.e., 511, TRIMARC) are less popular among drivers, and only garner a fraction of the traffic of online services and traditional media. Discussions with other state DOTs revealed that many other states are currently in the process of rethinking their 511 and traveler information systems. Many plan to retool these over the next 2–3 years. While there was agreement among state DOTs that they will continue to provide authoritative traveler information, how they carry out this mandate is somewhat unclear

Improved Bridge Joint Materials and Design Details

Expansion joints accommodate bridge movements that result from factors such as thermal expansion and contraction, concrete shrinkage, creep effects, live loading, settlement of the foundation and substructure, and environmental stressors. Expansion joints fall into two categories — open joints and closed joints. Open joints contain gaps that facilitate the passage of water and debris runoff through bridge joints. Flexible or stiff troughs are generally installed beneath open joints to direct runoff away from bridge elements. Closed joints produce a watertight seal that inhibits water, debris, and deicing materials from passing through bridge joints and remaining in contact with underlying bridge components. This study investigated materials and design strategies to improve the performance of both open and closed joints. Wanting to improve the durability of compression and strip seals, which degrade over time or become detached from bridge decks, Kentucky Transportation Center (KTC) researchers approached several seal manufacturers about developing new seals reinforced with puncture-resistant fibers such as Aramid. Ultimately, researchers were unable to reach an agreement with any manufacturer, as it appears they have little interest in developing better-performing conventional joint types, preferring instead to focus on producing new proprietary joint types. As the Kentucky Transportation Cabinet (KYTC) increases its use of proprietary joints, it should implement a rigorous monitoring program to track their performance. With respect to open joints, KTC investigated the use of self-purging troughs. First implemented by the Kansas Department of Transportation, they leverage the power of air flow and vibrations produced by traffic to improve the routing of water and debris through troughs and away from underlying bridge elements. Conventional troughs receive infrequent maintenance and can become clogged with debris. Self-purging troughs eliminate this problem, which can potentially help extend the service lives of bridges on which they are installed. KYTC will benefit from experimenting more widely with self-purging troughs