Sac and Fox Tribe of the Mississippi in Iowa Long Range ...

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Chapter 4 Transportation Plan An effective transportation plan must convert into an action program which schedules proposed improvements in accordance with available funds. Funds must be matched to the prioritized improvements when funds are not sufficient enough to provide for all the current or future needs-. This will result in the development of a Transportation Program. As each year goes by, adjustments may need to be made in the programming to fit changes in funding, policies, land use, public demands, etc. The Tribe can request a change to the BIA Road System to create or delete mileage, to transfer mileage or to change the class of the road. Roads can have their right-of-way transferred to the BIA road system if the road was designed and built to American Association of State Highway and Transportation Officials (AASHTO) standards, inspected by a qualified inspector, accepted by the BIA and accompanied with a maintenance agreement. Furthermore, the tribal council must pass a resolution requesting to modify the BIA road system. Roads are usually classified according to their locale and usage. Standards are established for the purpose of defining minimum criteria for the maintenance and construction of rural and urban routes for each functional classification. These standards are used as a management tool and serve as guidelines for decision making. When combined with inventories conducted by the operators, these guidelines provide insight into network deficiencies. The following sections identify and discuss the different standards that should be established for comparison purposes in order to allow the system operators to accurately determine existing and future network needs. Maintenance Road maintenance is a key administrative and operational activity that plays an important role in the implementation of a transportation plan. An appropriately administered maintenance program is a crucial factor in achieving maximum efficiency from a transportation network. Proper maintenance can also reduce the need for major refurbishment efforts in the future. An evaluation of maintenance needs for the basic IRR system was conducted as part of this study. The purpose of this evaluation was to assess the amount of effort and funds necessary in order to maintain the network. The dollar value of maintenance on these routes is shown in Table 4-3. Annual maintenance amounts were calculated for a 0.10 mile section of road based on surface type (paved, granular or earthen). It was assumed that a paved road would have joints and cracks sealed every five years and the shoulders reworked every three years. The related cost for annual upkeep for a 0.10 section of paved roads is $750. For a granular road, the surface should be regraded and rerocked twice annually which leads to annual maintenance costs of $2500 per 0.10 mile section. There are minimal costs associated with the annual upkeep of earthen roads. These see
much lower traffic volumes than other sections of road in the inventory. As a result, an annual maintenance cost of $150 was assigned to these road types. Finally, an annual maintenance cost of $2500 per bridge or major drainage structure was assigned. . Design Standards Design standards are the minimum guidelines used in the construction and or reconstruction of a roadway. Horizontal curves, vertical curves, surface width, shoulder width, drainage and bridge width are some of the roadway components which have standardized designs. The standards used for designing a particular road are typically based on its functional classification and its ADT. There is a high correlation between ADT, functional classification and design standards. This correlation is usually reflected in more stringent design standards being required for those routes having higher functional designations and higher traffic volumes. The composition of the ADT is also important when defining design standards. A high percentage of trucks on a section of road with a low ADT must be accounted for during pavement design. Roadway width is another important design criteria because it can affect safety and average speed regardless of other roadway design elements. It makes sense that heavily- used roadways are designed with greater overall pavement widths than seldom-used service roads. AASHTO recommends a 24-foot wide surface width with six-foot shoulders for a nual road with heavy traffic. This standard has been adhered to on recent Meskwalu construction projects and was used in the development of estimated costs for future projects. Composition of traffic is also important in defining design standards. A roadway having a low ADT may actually be supporting a high percentage of trucks or buses. Obviously, heavier vehicles cause greater damage to the roadway. This kind of situation is addressed by using traffic composition characteristics in the development of the design standards. Another important design standard relates to the centerline profiles of existing and future roadways. AASHTO recommends a maximum grade of six percent for rolling terrain. This is another design element that can greatly improve the safety of a given section of roadway if applied properly during design or reconstruction. The design standards used in this study for rural routes are shown in Table 4-1. These standards are the same as those recommended by AASHTO and typically used by IDOT Table 4-1. Rural Design Standards ----- Tribal Road Classification Surface Width (feet) Major Arterial Minor Arterial 24 22 6 4 Shoulder Width (feet) Trips per day ADT 900 650 500 400 Bridge Width [feet) 34 30
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