Illinois Interchange · 2 Illinois Interchange Summer/Fall2009 ... Continued from page 1 ......

IllinoisInterchangeI l l i n o i s T e c h n o l o g y T r a n s f e r C e n t e r

Vol. 17 No. 2 Summer/Fall Issue 2009

Please pass this on to otherinterested parties in your office.

INSIDE:IPWMAN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2

IPWMAN Registration . . . . . . . . . . . . . . . . . . . . . . . . . .3

Cold In-Place Recycling . . . . . . . . . . . . . . . . . . .4

Ultra Thin Whitetopping . . . . . . . . . . . . . . . . . . . .5

Wanted Posters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6

Transportation and Moisture. . . . . . .8

IPWMAN recently had our firstdeployment to Carterville, IL wherewe were activated as a State Asset.Six of our member agencies respondedto the incident and assisted with debrisremoval for four days. Since we weredeployed as an asset of the State ofIllinois, we were able to receivereimbursement from the State. Theresponse and support were over-whelming. The week we sent crewsto southern Illinois, we also saw mas-sive storms with heavy rainfall andstraight-line winds come throughCentral Illinois, so we realize thatthere is always a need for more mem-ber availability since the possibility

of multiple disasters at the same timeis likely. If you have been thinkingabout joining, the time is now. Thefuture success of IPWMAN is basedon growing our membership base. Inaddition, this is also a great time tobecome a member, as we will benominating IPWMAN representativesfrom each region for elections to beheld in October at the first annualIPWMAN conference. These mem-bers will be involved in the decisionmaking process for IPWMAN.

This program is geared towardsall public works departments, town-ship highway departments, unit roaddistricts, county highway departments,

By Tammy Bennett, P.E., Foth Infrastructure & Environment, LLC

Continued on page 2

Illinois Interchange2 Summer/Fall 2009

public water and wastewater agenciesin Illinois and any other public worksrelated public agency. Any agencythat has survived an emergency ordisaster understands the benefit ofhaving access to assistance whenlocal resources have been exhausted.

In addition to a number of localand regional mutual aid programs,there is another statewide mutual aidprogram exclusively for water andwastewater agencies called ILWARN.It is designed as a neighbor to neigh-bor program focusing on discipline-specific assets (i.e. generators, spareparts, chemicals, etc.). IPWMAN hasa focus on response to and recoveryfrom natural and man-made eventsand the return of the entire communityto normal. IPWMAN and ILWARNare two separate programs and mostoften will act independently of eachother during an event.

About IPWMANIllinois Public Works Mutual Aid

Network (IPWMAN) is a statewidenetwork of public works relatedagencies that:• Prepares for the next natural orhuman-caused emergency.

• Organizes response based onNIMS standards of protocol.

• Provides aid and assistance duringtime of need, through a standard-ized agreement.

• Trains regularly to enable a rapid,efficient response to emergenciesand disasters.

• Is recognized by the State of Illinoisas the primary mutual aid programfor the Public Works Sector.

• Has worked with multiple stateagencies and developed key rela-tionships to benefit the members ofIPWMAN before, during, and aftera disaster.

• Has established working relation-ships with other first respondermutual aid partners.

• Is a recognized partner with theIllinois Emergency ManagementAgency (IEMA).IPWMAN mutual aid resources

can be used for (but not limited to):• Removal of debris• Tree trimming, removal and chipping• Restoration of water/wastewateroperations

• Flood control/sandbagging• Traffic control and detours• Equipment repair• Standby power• Damage Assessment

How the program worksTo become a member of IPWMAN,

an agency must have the support ofits legislative body. The agency willsign the mutual aid agreement andsubmit the ordinance/ resolution,mutual aid agreement, resourceinventory survey (or proof of submis-sion of a resource list to your countyemergency management agency) andits membership dues. The request formembership will be reviewed by theMembership Committee and approvedby the Board of Directors. Once

reviewed, the applicant will be noti-fied of acceptance into the IPWMAN.

When an emergency or a disasteroccurs, mutual aid parties will contactthe local accredited/certified CountyEmergency Management AgencyCoordinator by phone. Through thechain of contacts, the IPWMAN callcenter will be contacted. Once con-tacted, the emergency equipmentdatabase will match resources to amember party’s needs during theevent. Providing personnel andequipment is never mandatory. This isa volunteer program providing emer-gency services to member agencies.

Some agencies have already com-pleted applications for membership, soI apologize if this is redundant info.However, we also need YOUR help inspreading the word. Please feel freeto forward this information to anyoneelse who you feel might be interestedin joining. We need to reach as manypeople as possible that have an inter-est in public works. In addition, ifyou know of any groups that may beinterested in a presentation on thisprogram, please let us know.

Remember - no agency is toolarge or too small to need help and noagency is too small to help....

Continued from page 1

If you need more information, please feel free to visit our website

WWW.IPWMAN.ORGor contact

BARB STIEHL217-819-3155 • [email protected]

CHRIS ISBELL815-235-7497 • [email protected]

KEN MILLER847-949-3270 • [email protected]

Illinois InterchangeSummer/Fall 2009 3

Registration Please print or type.

Name:

Municipality/Agency:

Address:

City: State: Zip:

Phone: Fax:

Email:

IPWMAN Member:�YES � NO

Member Region: 2 3 4 6 7 8 9 11

Conference fees:Member: $25.00/per person x No. Attendees = $

Non-member: $50.00/per person x No. Attendees = $Vendor/Sponsor: $250.00 - $Attendee Name:

Payment information: Check enclosed payable to IPWMAN

Mail registration and checks to:Monica RisseIDOT 2300 S. Dirksen Parkway, Rm. 009Springfield, IL 62764

Special Notes:1. IPWMAN members are afforded free lodging if registered to attend the 1st Annual Membership Conferenceat the Crowne Plaza. Members must be registered by September, 30, 2009.

2. If you become an IPWMAN member after the conference, and before December 31, 2009, the $50.00 registrationfee will be applied toward your 2010 agency Annual Membership Dues.

3. If you become an IPWMAN member prior to September 30, 2009, your lodging will be furnished for the nightof Wednesday, October 21, 2009. Each person listed as a member agency’s representative is considered a member.

4. All non-members are offered the opportunity to stay the night on Wednesday, October 21, 2009 at the Crowne Plaza.Cost of the room is $70.00 + tax if reserved before October 16, 2009.Crowne Plaza Springfield, 300 S. Dirksen Parkway, Springfield, IL. 62703, 217-529-7777

IPWMAN First Annual ConferenceSpringfield, ILOctober 22, 2009


COLD IN-PLACE RECYCLING AND FULL-DEPTHRECYCLING WITH ASPHALT PRODUCTS RESEARCHAdapted from Research Report ICT-09-036

The Asphalt Institute (2007) iden-tifies three construction processes:• Single-unit trains: The single-unittrain consists of a milling machinethat does the milling, RAP sizingand blending at the cutting head.(NOTE: Frequently, the pavement ispulverized in an initial pass and theasphalt is added in the second pass.)• Two-unit trains: The two-unit trainconsists of a milling machine and apugmill-mixer paver.• Multi-unit trains: A multi-unit trainconsists of a milling machine, aportable screening and crushingunit, and a portable pug-mill mixer.The majority of the projects

involving full-depth recycling withasphalt products (FDR) in Illinois areconstructed usinga stabilizer/reclaimer type machine. Amilling operation is used for projectsinvolving cold in-place recyclingwith asphalt products (CIR). Someagencies prefer the multi-unit trainwith the inclusion of a paver opera-tion. Equipment innovation anddevelopment is constantly occurring.

The objective of the cold in-placerecycling (CIR) and full-depth recy-cling (FDR) with asphalt productsresearch conducted through theIllinois Center for Transportation(ICT) was to assist the IllinoisDepartment of Transportation (IDOT)with evaluating and implementingrecently developed CIR and FDRtechnology.

In the 1960s, 1970s, and 1980s,many local road agencies in Illinoissuccessfully used conventionalasphalt emulsions for in-place recy-cling to produce emulsion-aggregatemixtures (EAMs). In more recentyears, these emulsions have notbeen widely used for cold in-placerecycling construction. A majorconstraint to the continued use ofEAMs was the long drying time(loss of moisture following mixingand prior to compaction) associatedwith the process. The use of foamed-asphalt” and improved emulsioncompositions (engineered emulsions)has alleviated some of the concernsthat have limited the use of emulsionsfor in-place recycling.

There are two types of cold in-place recycling procedures:• Full-depth recycling (FDR: Theentire depth of the existing asphalt-treated material is incorporated intothe mixture.• Cold in-place-recycled (CIR): Onlya portion of the entire depth of theexisting asphalt-treated material isincorporated into the mixture. Thus,there may be a significant thicknessof hot-mix asphalt (HMA) withvarying (and largely unknown)distress remaining.

In some projects, additional material(generally aggregate) is added toimprove the gradation of the finalmixture or to increase the thicknessof the asphalt-stabilized layer.Typical thicknesses for the asphalt-stabilized layer are 3 to 8 inches.Many CIR projects are 3 to 4 inchesin thickness. FDR projects generallyare thicker. Current rotomills and sta-bilization equipment can effectivelyprocess to depths > 8 inches.Surfacing options include surfacetreatments and variable Hot MixAsphalt (HMA) overlay thickness.

CIR and FDR mixture designprocedures, field mixing equipment,and construction procedures havebeen—and continue to be—improved. CIR and FDR technologytypically results in lower constructioncosts for flexible pavement recon-struction, rehabilitation, and resurfac-ing projects. Thus, CIR and FDR hasemerged as a viable and cost-effectivein-place recycling alternative. Thefinal research report is available fromthe ICT website - http://ict.illinois.edu/


ULTRA THIN WHITETOPPING RESEARCHAdapted from Research Report FHWA-ICT-08-016

tic-empirical design method was pro-posed based on a modified version ofthe American Concrete PavementAssociation (ACPA) design method forUTW. This proposed guide calculatesthe required UTW thickness based ontraffic level, pavement layer geome-try, climate, materials, and the pre-existing HMA condition. Laboratorytesting of UTW concrete mixturessuggested many proportions and con-stituents can be successfully used aslong as consideration is made to min-imize the concrete’s drying shrinkage(e.g., limited cement content) andmaintain the concrete-HMA bond.

The laboratory testing coupledwith previous fiber-reinforced con-crete (FRC) slab tests suggested thatstructural fibers should be utilized infuture UTW projects in order to

The objectives of the ultra thinwhitetopping (UTW) research con-ducted through the Illinois Center forTransportation (ICT) were to providethe Illinois Department ofTransportation (IDOT) with UTWthickness design method and guide-lines for UTW design, concrete mate-rial selection, and construction prac-tices. During this study, existingUTW projects were reviewed withthe focus on the concrete mixturedesigns and field distress data toassist in generating an optimal state-of-the-art design method. The UTWprojects studied that had prematuredistresses were typically thin or high-ly distressed hot mix asphalt (HMA)sections and high cement contentmixtures. In order to evaluate the in-situ properties of UTW, falling weightDeflectometer (FWD) tests were per-formed on some of theprojects. Due to thevariability in theHMA thickness andstiffness, unboundmaterial support lay-ers, and UTW slabsize, backcalculationof the layer propertieswas difficult and wasnot included at thistime. However, FWDtesting allowed for anin-depth look at thejoint load transferefficiency and was anindicator of the con-crete-HMA bondcondition and thecondition of theUTW support layers.

A new mechanis-

reduce the required slab thicknesswithout increasing the concretestrength, limit the crack width,expand the required slab size, and toextend the functional service life offractured slabs and potentially extendthe performance of non-reinforcedconcrete joints. A residual strengthratio was proposed to characterize theperformance of any FRC mixture tobe used in UTW systems. This resid-ual strength ratio can be calculatedbased on measured parameters fromASTM C 1609-07 and has beenincorporated into the design guide toaccount for the structural benefits ofusing FRC. Finally, recommendationsfor saw-cut timing and constructiontechniques were also researched. Thefinal research report is available fromthe ICT website - http://ict.illinois.edu/.

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funding for most agencies given thesize of the country and distribution ofpopulation. What is needed is a solu-tion that can assist in filling in thegaps between data points with amuch smaller investment in infra-structure, while still providing datasimilar to that of RWIS sites. Thisnew data network would not replacethe existing RWIS station, nor stopthe addition of stations, but insteadadd to the network of road weatherinformation.

The next key issue is determiningwhich weather variables should bemonitored by this “filler network.”Of all the road conditions currentlymonitored by RWIS stations andother means, no one within the com-munity would argue that the singlebiggest variable to monitor is pave-ment temperature. The temperature ofthe pavement is critical because itdoes not typically match the air tem-perature at most times and conditionsof the year. Second, it is such a criti-cal variable to decision makers,because a pavement temperatureabove freezing means there will belittle to no impact on road conditionsduring a snow/ice event. Pavementtemperatures also determine howeffective road chemicals are whenroad temperatures are below freezing.Beyond pavement temperature, thechoice for the next most useful valuehas been debated for decades. Onevalue, which has seen little attentionover the years most likely due to itslack of understanding not because ofits importance, is dew point. Thispoorly understood weather parameterhas a huge impact on road transporta-tion. The reason for its huge impact

IntroductionFor the past thirty five years gov-

ernment agencies in the United Statesand Europe have been monitoringweather conditions along our roadsystem. The agency division respon-sible for the maintenance of ourroads is also responsible for the safe-ty of our road system during times ofadverse road conditions. In the pastthree decades these agencies haveused fixed Road Weather InformationSystems, known as RWIS, to monitorroad conditions and make decisionson how to maintain safe driving con-ditions. The RWIS stations havebecome fairly advanced with stationscapable of detecting de-icing chemi-cals on the road, measuring the freezepoint of liquid on the road by actual-ly freezing the liquid and even moni-toring conditions non-intrusively withsensors on the side of the road. Theusage of RWIS by road maintenanceauthorities has been proven toincrease the level of service, which inturn means better road conditions andlives saved. Winter maintenance per-sonnel from several agencies indicat-ed that use of RWIS decreases saltusage, and anti-icing techniques limitdamage to roadside vegetation,groundwater, and air quality (in areaswhere abrasives are applied).1 Themajor challenge road authorities facewith RWIS is the difficulty in author-izing enough RWIS sites to provide adense weather network needed foraccurate decision making. TheFederal Highway Administration ESSsiting guide recommends that RWISsites are spaced every 30 miles.2That kind of weather infrastructure inthe United States is difficult to gain

is the problems caused by dew pointon our road system go unnoticed bythe driver. Heavy rain, ice or snowhas a very visible impact on the road,and the driver typically takes noticeand makes adjustments to their driv-ing behavior. Atmospheric moisturevalues on the other hand are nearlyimpossible to see, making them evenmore deadly because of the lack ofchange in driving behavior.

What is Dew Point?As we all know the amount of

moisture in the air is not a constant.It changes just like everything else inthe atmosphere. It even changes asyou go higher or lower in the atmos-phere. Meteorologists have severalvalues they use to quantify theamount of moisture in the air; how-ever, the most common are dew pointand relative humidity. Of these two,relative humidity has become themost commonly used parameter bythe general public for reasons that arenot totally understood. Althoughsome possible reasons are mediasources tend to talk about relativehumidity, public perception is thatrelative humidity is easy to under-stand (10 percent is low and 90 per-cent is very high), and dew pointmight be perceived as complicated.The truth is relative humidity is thetough one to truly understand. Dewpoint, on the other hand is much easi-er and has a direct correlation tomoisture interaction with the road-way. Dew point is the temperature atwhich the air must be cooled for sat-uration of the air to occur. Dew point

TRANSPORTATION AND MOISTURE: WHAT IS THE POINT?Improving Decision Making Abilities by Measuring AtmosphericMoisture Values Will Save Lives and ResourcesBy Jon Tarleton, Marketing Manager – Meteorologist, Quixote Transportation Technologies, Inc.

Continued on page 9

Illinois Interchange

Summer/Fall 2009 9

is a value reported in either degreesFahrenheit or Celsius, depending onhow air temperature is being report-ed. Dew point follows a very impor-tant law of atmospheric science. Thedew point temperature can be equalto the air temperature, but neverhigher than the air temperature. Thedew point makes understanding theamount of moisture in the air simple.A dew point of 10° F is an exampleof dry air and a dew point of 70°F isan example of very humid air. Therelationship between the air tempera-ture and the dew point temperature isalso important. When the differencebetween the air temperature and dewpoint are very large it takes a lot ofadditional moisture to saturate the air,where as when they are close togeth-er the air is nearly saturated. This isespecially important in the winterwith the onset of a snow storm. Snowfalling from the clouds can beimpacted by the amount of moisturein the air near the surface. When thedifference between the air tempera-ture and dew point is large it willtake a longer time (if at all) beforesnow begins reaching the ground,where as when the difference is smallsnow fall begins reaching the groundimmediately.

Dew point is a critical value tomonitor for the pavement because thetemperature of the pavement can (anddoes) fall below the dew point of theair. When this occurs, condensationbegins to occur on the pavement sur-face. If the surface of the pavement isbelow freezing then frost begins toform on the surface. Frost mayappear harmless on vehicle wind-shields or roof tops; however, on aroad surface it is just as dangerous asice or snow. If the pavement surfaceis below the dew point but not yet atfreezing, dew (or liquid) water begins

to form on the pavement surface. Ifthe pavement temperature then fallsbelow freezing the water freezes,becoming one form of black ice.Black ice is even more dangerousbecause it freezes from a liquid to asolid; it freezes clear, which means itis invisible to the driver.

How does the pavement surfacefall below the dew point and causeproblems for vehicles? There are twosituations when this commonlyoccurs. The first is when the pave-ment temperature cools rapidly andfalls below the dew point. This mostcommonly happens during the winterwith bridge decks and elevated roadsurfaces. On a clear, calm night, sur-face heat from the day is releasedback to the upper levels of the atmos-phere. Bridges and elevated struc-tures cool quicker than the surround-ing air and can many times fall belowthe dew point of the air, causing frostto develop on the bridge if it is belowfreezing. The second situation iswhen air with a higher moisture con-tent moves in over a cold surface.This can happen in many differenttypes of weather scenarios. One

example is when moist ocean airmoves inland and over a roadwaythat has been allowed to cool earlierin the night. Almost all situations ofdew point related road problemsoccur at night when pavement tem-peratures are coolest, and the pave-ment temperature can be below thedew point.

Mobile WeatherRWIS measures both the pave-

ment temperature and the atmospher-ic dew point at a given site, providingthe information we need to makedecisions about dew point relatedroad weather events. However, RWISonly gives us this information at itsfixed location. Pavement temperatureand dew point can change dramaticallyover short distances. Given that weonly need pavement temperature ordew point values to change by onedegree to cause pavement tempera-tures to drop below the dew point. Sobeing able to monitor conditions aswe move through different microclimates would be key. Collecting


Continued on page 10

Vehicle Mounted Infrared PavementTemperature System-Side View


weather data using a vehicle firstbegan with the creation of a vehiclemounted infrared pavement tempera-ture system in the 1990s. These sys-tems have become very popular, andtoday nearly all winter maintenancevehicles are equipped with such asystem. The sensors are installed togive supervisors the ability to seepavement temperature around theirarea of responsibility, and give snow

plow operators one last decisionpoint before applying chemical. Theinfrared sensor reacts quickly to thechanging temperatures of the roadsurface, and measures the air temper-ature from a separate sensor hiddenfrom the sun and engine heat. Thedata is then brought back to an in-vehicle display unit mounted on thedashboard of the truck. As an alter-nate solution, the data can be con-nected to a chemical spreader anddisplay the temperatures within thespreader display.

This data was only available tothe driver until the advent ofAutomatic Vehicle Location (AVL)

technology. AVL is a system thatcombines a digital cellular modem, aGPS receiver, and a device to collectthe vehicle data and periodicallytransmit the data to a central location.In the early days of AVL a vehiclewould have to return to the garage, sothe data could be collected wirelesslyby a single communication node.Today, with the improvement of digi-tal cellular coverage and reduction indata communication costs, data can

be brought back nearly real-time. Acentral office is then able to see thelocation of all the vehicles in thefleet, individual vehicle health, anddriver operations. The major func-tions for an AVL system today are tomaximize deployment of operations,fleet management, and resource man-agement. Several of the systems havebegun to collect the air temperatureand pavement temperature data fromthe infrared sensors, but mainly as anafterthought.

The Future of Weather DataWhat if the mobile weather data

collected and displayed by the AVL

system was a primary functioninstead of an afterthought? By col-lecting air temperature, pavementtemperature, dew point, and relativehumidity you begin to create a truemobile weather station from a vehi-cle. If you then combine data from allthe vehicles in a fleet you create amobile weather network. The vehi-cles provide the infrastructure neededto offset the lack of RWIS data; theycan be equipped affordably, and theymove around, which makes them anexcellent source of additional weath-er data points. Imagine if other typesof vehicles beyond winter mainte-nance vehicles were also equipped,such as police, sanitation, and utilityvehicles. The benefits of this conceptwould be similar to the benefits seenover the years from RWIS technolo-gy. The additional data points wouldprovide decision makers with betterinformation, resulting in better opera-tional decisions. The mobile datawould also improve the value of thefixed RWIS sites, because now youare able to fill in holes in the data. Inthe example of dew point detection,areas of frost or black ice could beidentified, unlike today where wesometimes rely on the first accidentto trigger a response.

The U.S. federal program knownas “Clarus” was created to gather allroad weather data into a central elec-tronic location, was also designed toincorporate mobile weather data. Bycombining mobile fleet weather datain one metropolitan area, you couldbe viewing data from state depart-ments of transportations, counties,and cities all from a single source.This data could also be fed into aMaintenance Decisions SupportSystem (MDSS) to improve theMDSS software’s ability to make


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Vehicle Mounted Infrared PavementTemperature System-Front View


localized treatment recommendations.MDSS is a software system that ana-lyzes near real-time road weatherdata, road weather forecasts, andactions of the winter maintenanceoperations to make treatment andoperation recommendations to thedecision maker. MDSS requires themost accurate real-time data so that ithas a good understanding of what ishappening on the roads. By combin-ing mobile and fixed weather datayou will greatly improve the decisionmaking capability of the MDSS.In the future, additional weatherparameters could also be sensed by amoving vehicle, providing even moreinformation about the conditions onthe roadway. One slightly surprisingoutcome of collecting dew point andrelative humidity from a vehicle isthat it opens up several non-winterapplications. The process of applyingroadway paint markings and vegeta-

tion control all require real-timeknowledge of the humidity levels inthe air. In the past, operations wouldrequire the use of data from fixedRWIS or airport observations (manymiles away and possibly hours old)for this key piece of information.

Quixote TransportationTechnologies, Inc. (QTT) is the firstcompany in the world to commerciallyoffer a sensor product that incorporatespavement temperature, air tempera-ture, dew point and relative humidityin a single mobile platform. Theproduct, known as Surface Patrol®HD, is an enhancement to the compa-ny’s standard Surface Patrol product,which was released in the late 1990s,and only measured air temperatureand pavement temperature. SurfacePatrol HD is the solution to this criti-cal need for mobile weather data. Thesystem can also be integrated into anAVL system to begin the process ofcollecting multiple weather parame-

ters from a moving vehicle. Thebiggest benefit of the Surface PatrolHD is the addition of data pointsbetween RWIS stations, making theentire road weather network rich withdata. Mobile weather data is thefuture of road weather information,not replacing RWIS, but insteadenhancing and improving the overallweather network.

References1. U.S. Department of Transportation- “ITS Benefits, Costs, Deploy-ment, and Lessons Learned: 2008Update – RoadWeather Management”www.itsdocs.fhwa.dot.gov/JPODOCS/REPTS_TE/14412_files/its_bcdll_2008_04.pdf

2. U.S. Department of Transportation- “Road Weather InformationSystem Environmental SensorStation Siting Guidelines”,April 2005http://ops.fhwa.dot.gov/publications/ess05/ess0501.htm


Vehicle Mounted Infrared PavementTemperature System-Back View

The Technology Transfer (T2) Program is a nationwide effort financed jointly bythe Federal Highway Administration and individual state departments of trans-portation. Its purpose is to transfer the latest state-of-the-art technology in theareas of roads and bridges by translating the technology into terms understood

by local and state highway or transportation personnel.

The Illinois Interchange is published quarterly by the Illinois Technology TransferCenter at the Illinois Department of Transportation. Any opinions, findings, conclusions, orrecommendations presented in this newsletter are those of the authors and do not necessarily

reflect views of the Illinois Department of Transportation, or the Federal HighwayAdministration. Any product mentioned in the Illinois Interchange is for informational

purposes only and should not be considered a product endorsement.

Illinois Technology Transfer CenterIllinois Department of Transportation

2300 South Dirksen Parkway - Room 205, Springfield, IL 62764Fax (217) 785-7296

E-mail us at [email protected]

Local Policy & Technology EngineerKEVIN BURKE

[email protected] • (217) 785-5048

Training and Graphics SpecialistAMY NEALE


Technology Transfer TechnicianTARA DRISKELL


Visit our website at www.dot.il.gov/blr/t2center.html

State of IllinoisIllinois Department of Transportation

T2 ADVISORY COMMITTEEThomas E. Klasner

(Chairman)County Engineer, Jersey County

201 West Pearl, P.O. Box 427, Jerseyville, IL 62025(618) 498-5571

Douglas BishopCounty Engineer, Perry County

3698 State Route 13/127, Pinckneyville, IL 62274(618) 357-6556

Ron JohnsonHighway Commissioner

St. Charles Township (Kane County)1725 Dean Street, St. Charles, IL 60174

(630) 584-3496

Olen KiblerHighway Commissioner

Newman Township (Douglas County)608 North Howard, Newman, IL 61942

(217) 837-2723

Pam BroviakAsst. Director of Public Works/City Engineer

City of Geneva1800 South Street, Geneva, IL 60134

(630) 232-1539

VacantDirector of Public Works

Brian A. PfeiferAsset Management Program Specialist

Federal Highway Administration3250 Executive Park Drive, Springfield, IL 62703

(217) 492-4281Printed by authority of the State of Illinois, 0189-10, 08/09, 4,325

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