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Keeping Traffic Moving
   during Bridge Repair Project
   By Matthew DeMeritt, Esri Writer


    The Oregon Department of Transportation repaired the Snake River Bridge on Interstate 84 as part of the OTIA III
   State Bridge Delivery Program.




                                                             Oregon Transportation Investment Act
   With 12 percent of US bridges declared structurally       From 2001 to 2003, Oregon passed a series of funding
   deficient by the Federal Highway Administration in        packages called the Oregon Transportation Investment
   2006, bridge repair remains a top priority for most       Act (OTIA I, II, and III) to improve its highway infra-
   states. Three years before that, an extensive in-         structure. For OTIA III, which included the State Bridge
   vestigation of Oregon’s bridges conducted by the          Delivery Program, ODOT turned to engineering consult-
   Oregon Department of Transportation (ODOT)                ants Oregon Bridge Delivery Partners (OBDP), a joint ven-
   found that 365 of Oregon’s bridges had structural         ture between HDR Engineering and Fluor Corporation,
   problems that necessitated a large-scale bridge           to create practices that would ensure the project finished
   repair plan. Implementing that plan required that         successfully and within budget. One of the primary goals
   the department expand its GIS infrastructure and          of the program was to reduce the impact on commuter
   integrate a new traffic modeling application to           and business traffic during large-scale construction on
   ease congestion at multiple construction zones            its road system.
   along the state’s highway system.                            Many of the bridges designed during the early devel-
                                                             opment of Oregon’s highway system used a reinforced
                                                             concrete deck girder (RCDG) design specified in the
                                                             regulations of that time. As specifications became
                                                             more stringent in the 1960s, Oregon transitioned to pre-
                                                             stressed and post-tensioned concrete bridges that im-
                                                             proved structural integrity at a reduced cost. However,
                                                             many RCDG bridges remained in service well past
                                                             their expected decommission date and began to show
                                                             signs of deterioration on deeper investigation. “In 2001,
                                                             ODOT inspectors noticed that cracks identified in previ-
                                                             ous inspections had grown to the point of threatening
Focus: Transportation



structural stability,” said Jim Cox, assistant manager of 	 Before any construction work began, ODOT collected
major projects at ODOT. “We immediately placed load       comprehensive environmental data on more than 400
restrictions on these bridges and started discussion on   of its bridge sites to identify nearby environmental
how to plan repairs with the least impact on commercial   resources. Standard ODOT practice involves consulta-
and commuter traffic.”                                    tion with experts such as biologists, wetland specialists,
                                                          and archaeologists to get a better understanding of the
 GIS and Geodesign                                        effects of construction zones in ecologically sensitive
 Established in 2004, ODOT’s GIS comprised the depart- areas. “We took a different approach for the OTIA III
 ment’s information-sharing infrastructure to plan and Bridge Program by conducting environmental fieldwork
 manage roadway projects. To integrate with ODOT’s before we did any design,” said Cox. “In ArcGIS, we drew
 GIS, OBDP designed its system on the same ArcGIS plat- a box around a bridge site and identified all the resources
 form for flexibility and scalability throughout the pro- inside the box. This allowed the engineers to develop
 ject life cycle and beyond. “We wanted easy adoption of designs that minimized impacts on the surrounding
 tools and practices to smooth transition during project environment.”
 closeout and ensure usefulness beyond that,” said Robb
 Kirkman, GIS Services manager for HDR Engineering. Improving Work Zone Traffic Analysis
“GIS provided the foundation to start linking program Prior to its collaboration with OBDP, ODOT had been
 systems, automate tasks, and better mitigate environ- using spreadsheets containing traffic counts and auto-
 mental impacts.”                                         matic traffic recorder information from across the



 The OTIA III State Bridge Delivery Program is a 10-year, $1.3 billion program that will repair or replace hundreds of
aging bridges on Oregon’s highway system.




                                                                                                                  esri.com  Summer 2012  au   19
state to document and predict traffic impacts for its        	 WZTA serves as a repository for information on traf-
                       various road construction projects. That process could       fic and road data that can be accessed and queried in
                       take up to four hours for each scenario because data had     a browser. The system allows users to view ODOT data
                       to be searched and collected from multiple databases         to determine the effects on mobility created by lane
                       within the agency and then inserted into a spreadsheet.      closures related to construction and roadwork. Today,
                      “Gradually, that process evolved to incorporate GIS pro-      the department can run traffic scenarios in a matter of
                       cesses,” Kirkman said. “Using macros and automation          minutes, eliminating redundancy and enabling ODOT
                       tools in ArcGIS, ODOT’s traffic group was able to auto-      engineers to modify traffic plans on the fly.
                       matically populate the spreadsheets with information         	 Using a GIS-based interface also improved accuracy by
                       from the database.”                                          allowing ODOT analysts to select the location and other
                       	 Although much leaner, the spreadsheet-only approach        information for a specific project site from the map itself
                       experienced crashes as the database grew ever larger.        rather than tabular lists. “Lookup tables using number-
                       The traffic team worked with OBDP to develop a more ef-      ing systems aren’t intuitive to all users,” Kirkman said.
                       ficient GIS-based method for running traffic scenarios—     “GIS enabled users to find exactly what they were looking
                       one that tightly wove ODOT’s geospatial data into a dedi-    for and verify the correct project information within a
                       cated web-based analysis tool. Using common protocols,       more appropriate map-based user interface where spa-
                       they worked on tying the datasets together to give ODOT      tial relationships are more obvious.”
                       staff direct access to the department’s databases from a
                       single interface. Called the Work Zone Traffic Analysis     Documented Return on Investment
                       (WZTA) tool, the application allowed traffic scenarios to   In 2010, ODOT and OBDP documented their experi-
                       be run and shared in a web browser.                         ence with the tools to evaluate the impact of ODOT’s


                        The department can run traffic scenarios in a matter of minutes—rather than hours—enabling ODOT engineers
                       to modify traffic plans on the fly. Easy access to reliable data helped the agency determine how to stage projects
                       with minimal delays.




20   au  Summer 2012  esri.com
Focus: Transportation




 Using a GIS-based interface, ODOT analysts can select the location and other information for a specific project
site from the map itself rather than tabular lists. In 2007, WZTA received the Team Excellence Pathfinder Award
from the American Association of State Highway and Transportation Officials.




investments and determine if they should be used after      also made it easier for ODOT to maintain data integrity
completion of the bridge program. With the assistance       and reduce the risk that analysts working at different lo-
of economic consultant Mark Ford, they analyzed every       cations could use outdated information. “Systems like
piece of software OBDP created for the OTIA III Bridge      ODOT’s GIS infrastructure generate accurate, consistent,
Delivery Program to determine the economic benefits and     and timely information for reporting and responding to
cost to the department. The study concluded that ODOT       inquiries,” Ford said. “WZTA, and GIS in particular, has
experienced a combined benefit-cost ratio of 2:1 for all    resulted in improved coordination with other agencies
enterprise IT investments related to management of the      and interest groups, increasing the credibility of both
bridge program.                                             ODOT and the bridge program in the eyes of the public
	 ODOT’s GIS infrastructure alone returned a benefit-       and the legislature.”
cost ratio of 3:1. “Integration of formats and standards    	 At the beginning of 2011, 351 of the 365 bridges in the
proved to be important in generating value from the in-     OTIA III Bridge Delivery Program were free of construc-
vestment,” said Ford.                                       tion zone delays. WZTA played a primary role in expedit-
	 In addition to these tangible benefits, ODOT experi-      ing the construction process by allowing the team to run
enced three types of intangible benefits. Migrating the     lane closure traffic analyses in minutes as opposed to
data from disparate sources into a unified system allowed   hours. The tool is now being used by ODOT on other road-
OBDP to employ consistent analysis methods, reducing        way maintenance and construction projects to quickly
the risk of calculation errors. The centralized database    determine impacts from lane closures across the state.

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Keeping Traffic Moving during Bridge Repair Project

  • 1. Keeping Traffic Moving during Bridge Repair Project By Matthew DeMeritt, Esri Writer  The Oregon Department of Transportation repaired the Snake River Bridge on Interstate 84 as part of the OTIA III State Bridge Delivery Program. Oregon Transportation Investment Act With 12 percent of US bridges declared structurally From 2001 to 2003, Oregon passed a series of funding deficient by the Federal Highway Administration in packages called the Oregon Transportation Investment 2006, bridge repair remains a top priority for most Act (OTIA I, II, and III) to improve its highway infra- states. Three years before that, an extensive in- structure. For OTIA III, which included the State Bridge vestigation of Oregon’s bridges conducted by the Delivery Program, ODOT turned to engineering consult- Oregon Department of Transportation (ODOT) ants Oregon Bridge Delivery Partners (OBDP), a joint ven- found that 365 of Oregon’s bridges had structural ture between HDR Engineering and Fluor Corporation, problems that necessitated a large-scale bridge to create practices that would ensure the project finished repair plan. Implementing that plan required that successfully and within budget. One of the primary goals the department expand its GIS infrastructure and of the program was to reduce the impact on commuter integrate a new traffic modeling application to and business traffic during large-scale construction on ease congestion at multiple construction zones its road system. along the state’s highway system. Many of the bridges designed during the early devel- opment of Oregon’s highway system used a reinforced concrete deck girder (RCDG) design specified in the regulations of that time. As specifications became more stringent in the 1960s, Oregon transitioned to pre- stressed and post-tensioned concrete bridges that im- proved structural integrity at a reduced cost. However, many RCDG bridges remained in service well past their expected decommission date and began to show signs of deterioration on deeper investigation. “In 2001, ODOT inspectors noticed that cracks identified in previ- ous inspections had grown to the point of threatening
  • 2. Focus: Transportation structural stability,” said Jim Cox, assistant manager of Before any construction work began, ODOT collected major projects at ODOT. “We immediately placed load comprehensive environmental data on more than 400 restrictions on these bridges and started discussion on of its bridge sites to identify nearby environmental how to plan repairs with the least impact on commercial resources. Standard ODOT practice involves consulta- and commuter traffic.” tion with experts such as biologists, wetland specialists, and archaeologists to get a better understanding of the GIS and Geodesign effects of construction zones in ecologically sensitive Established in 2004, ODOT’s GIS comprised the depart- areas. “We took a different approach for the OTIA III ment’s information-sharing infrastructure to plan and Bridge Program by conducting environmental fieldwork manage roadway projects. To integrate with ODOT’s before we did any design,” said Cox. “In ArcGIS, we drew GIS, OBDP designed its system on the same ArcGIS plat- a box around a bridge site and identified all the resources form for flexibility and scalability throughout the pro- inside the box. This allowed the engineers to develop ject life cycle and beyond. “We wanted easy adoption of designs that minimized impacts on the surrounding tools and practices to smooth transition during project environment.” closeout and ensure usefulness beyond that,” said Robb Kirkman, GIS Services manager for HDR Engineering. Improving Work Zone Traffic Analysis “GIS provided the foundation to start linking program Prior to its collaboration with OBDP, ODOT had been systems, automate tasks, and better mitigate environ- using spreadsheets containing traffic counts and auto- mental impacts.” matic traffic recorder information from across the  The OTIA III State Bridge Delivery Program is a 10-year, $1.3 billion program that will repair or replace hundreds of aging bridges on Oregon’s highway system. esri.com  Summer 2012  au 19
  • 3. state to document and predict traffic impacts for its WZTA serves as a repository for information on traf- various road construction projects. That process could fic and road data that can be accessed and queried in take up to four hours for each scenario because data had a browser. The system allows users to view ODOT data to be searched and collected from multiple databases to determine the effects on mobility created by lane within the agency and then inserted into a spreadsheet. closures related to construction and roadwork. Today, “Gradually, that process evolved to incorporate GIS pro- the department can run traffic scenarios in a matter of cesses,” Kirkman said. “Using macros and automation minutes, eliminating redundancy and enabling ODOT tools in ArcGIS, ODOT’s traffic group was able to auto- engineers to modify traffic plans on the fly. matically populate the spreadsheets with information Using a GIS-based interface also improved accuracy by from the database.” allowing ODOT analysts to select the location and other Although much leaner, the spreadsheet-only approach information for a specific project site from the map itself experienced crashes as the database grew ever larger. rather than tabular lists. “Lookup tables using number- The traffic team worked with OBDP to develop a more ef- ing systems aren’t intuitive to all users,” Kirkman said. ficient GIS-based method for running traffic scenarios— “GIS enabled users to find exactly what they were looking one that tightly wove ODOT’s geospatial data into a dedi- for and verify the correct project information within a cated web-based analysis tool. Using common protocols, more appropriate map-based user interface where spa- they worked on tying the datasets together to give ODOT tial relationships are more obvious.” staff direct access to the department’s databases from a single interface. Called the Work Zone Traffic Analysis Documented Return on Investment (WZTA) tool, the application allowed traffic scenarios to In 2010, ODOT and OBDP documented their experi- be run and shared in a web browser. ence with the tools to evaluate the impact of ODOT’s  The department can run traffic scenarios in a matter of minutes—rather than hours—enabling ODOT engineers to modify traffic plans on the fly. Easy access to reliable data helped the agency determine how to stage projects with minimal delays. 20 au  Summer 2012  esri.com
  • 4. Focus: Transportation  Using a GIS-based interface, ODOT analysts can select the location and other information for a specific project site from the map itself rather than tabular lists. In 2007, WZTA received the Team Excellence Pathfinder Award from the American Association of State Highway and Transportation Officials. investments and determine if they should be used after also made it easier for ODOT to maintain data integrity completion of the bridge program. With the assistance and reduce the risk that analysts working at different lo- of economic consultant Mark Ford, they analyzed every cations could use outdated information. “Systems like piece of software OBDP created for the OTIA III Bridge ODOT’s GIS infrastructure generate accurate, consistent, Delivery Program to determine the economic benefits and and timely information for reporting and responding to cost to the department. The study concluded that ODOT inquiries,” Ford said. “WZTA, and GIS in particular, has experienced a combined benefit-cost ratio of 2:1 for all resulted in improved coordination with other agencies enterprise IT investments related to management of the and interest groups, increasing the credibility of both bridge program. ODOT and the bridge program in the eyes of the public ODOT’s GIS infrastructure alone returned a benefit- and the legislature.” cost ratio of 3:1. “Integration of formats and standards At the beginning of 2011, 351 of the 365 bridges in the proved to be important in generating value from the in- OTIA III Bridge Delivery Program were free of construc- vestment,” said Ford. tion zone delays. WZTA played a primary role in expedit- In addition to these tangible benefits, ODOT experi- ing the construction process by allowing the team to run enced three types of intangible benefits. Migrating the lane closure traffic analyses in minutes as opposed to data from disparate sources into a unified system allowed hours. The tool is now being used by ODOT on other road- OBDP to employ consistent analysis methods, reducing way maintenance and construction projects to quickly the risk of calculation errors. The centralized database determine impacts from lane closures across the state.