Impacts of Energy Developments on U.S. Roads and Bridges (2015) / Chapter Skim
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Pages 24-34
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25 chapter three SURVEY ON ENERGY DEVELOPMENT IMPACTS ON STATE AND LOCAL ROADS AND BRIDGES INTRODUCTION A survey was distributed to the chief engineers (or equivalent position) at the DOTs in the 50 states, District of Columbia, and Puerto Rico.
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26 of a truck traffic forecasting model with specific attention to oil development–related truck movements in the Bakken formation in eastern Montana and western North Dakota. They also addressed the assessment of differences in impacts under various development scenarios.
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27 are coordinated by the DOT Local Technical Assistance Program center. In 2013, the Minnesota DOT extended class coverage to include specific classes for law enforcement officers and the special challenges they encounter.
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28 damage to pavements (e.g., raveling, aggregate stripping, or pop-outs) , and structural damage to pavements (e.g., cracking, rutting, potholes, shoulder degradation)
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29 age resulting from energy development activities. The most widely used assessment method reported was the observation and management of the pavement structure, such as in Pennsylvania, where routine roadway inspections are conducted on all posted roads.
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30 WIM sites. Virtual WIMs allow an enforcement official to wirelessly tie into real-time data to capture weight data while trucks pass on the highway.
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31 heavy industries that share the same network of roads and bridges with energy companies. Four states identified methods for the quantification of the costs of damage from energy development activities.
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32 damage. Traffic data collected will be used to model and predict the life cycle of pavements and structures on New Jersey highways.
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33 DEFINING THE CHALLENGES TO AGENCIES Figure 6 introduces the challenges reported by DOTs and shows that land permits, leases, other load permits, maintenance, and accelerated degradation were the most highly ranked challenges. The tools used to assess and pay for the damages ranged from taxes and user fees to adequate public facilities laws and/or local ordinances and reimbursement mechanisms, as shown in Table 15.
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34 priate for energy development use. In Pennsylvania, the DOT avoids posting major traffic routes with weight restrictions and thereby works together with the MPOs and RPOs to program these roadways for repairs.
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35 of state or local permits is the most common type of contractual agreement allowing public roads to be used by energy developers. State laws or local ordinances were also widely reported by many DOTs as a typical practice.
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