18 Focus on Streets, Highways & Bridges: Community stakeholders bond together to form U.S. 30 coalition with the focus on safety and economic development
22 Focus on Streets, Highways & Bridges: First bike lane moves Sterling Heights toward a multimodal transportation approach
26 Focus on Streets, Highways & Bridges: Illinois city paving the way for smoother road construction
30 Focus on Streets, Highways & Bridges: Safe streets for all modes of transportation remains a continuing goal of Lancaster
34 Focus on Streets, Highways & Bridges: Pothole Palooza raises awareness and brings safe streets
40 Public Safety: FBI-LEEDA training equips Del City police to lead
44 Building & Construction: A vision for modern transit: Rhode Island’s new transit center
46 Water & Energy: Partnership aims increase Portsmouth’s resiliency from sea level, groundwater rise
50 Maintenance & Operations: Simultaneous projects ensure future viability of Bullhead City
publisher RON BAUMGARTNER rbaumgartner@the-papers.com
editor-in-chief
DEB PATTERSON dpatterson@the-papers.com
editor SARAH WRIGHT swright@the-papers.com
publication manager CHRIS SMITH chris@themunicipal.com
Jennifer Barton, Beth Anne Brink-Cox, Lauren Caggiano, Nicholette Carlson, Denise Fedorow, Danielle Lund, Janet G. Patterson, Julie Young
Keeping our roadways smooth
Sarah Wright | Editor
Road infrastructure is vital to our everyday lives. American roadways get us to and from work. They also bring necessary supplies, food and so on to our supermarkets. So, their upkeep is necessary. The Urban Institute notes, “Across the U.S., state and local governments spent $622 per capita on highways and roads in 2021.” Its highway and road expenditures report found this resulted in a total of $206 billion spent. Of this spending, the Urban Institute states, “In 2021, 44 percent of highway and road spending went toward operational costs, such as maintenance, repair, snow and ice removal, highway and traffic design and operation, and highway safety. The other 56 percent went toward capital spending, such
as the construction of both highways and roads.”
In this issue, The Municipal has spoken with cities that are embarking on both tasks.
In our lead article, Denise Fedorow highlights how cities and counties along Indiana’s U.S. 30 are pulling together to create a coalition to promote transforming the highway into a freeway. I have a vested interest in this project since I often use U.S. 30 when in Warsaw, Ind. U.S. 30 is congested and prone to accidents, so a freeway is a promising solution to these problems. I’m also a fan of faster travel times to Fort Wayne and Chicago by hopping on to a freeway. Fedorow spoke with the cities of Fort Wayne and Plymouth about what the freeway project means for their areas and the project’s current standing. It will be interesting to see how this project develops and what economic value it may bring to northern Indiana.
Just across state lines, Champaign, Ill., is conducting annual concrete street maintenance. Writer Jennifer Barton discussed its maintenance program in depth and the benefits the city sees with its concrete roadways.
Welcoming active transportation is a continuing trend in many cities with a prioritization of multimodal streets. Writer Nicholette Carlson examines two cities’ efforts in two separate articles. The first is Sterling Heights, Mich., which recently implemented its first bike lane. The lane highlights the city’s shift to a more multimodal transportation approach. Secondly, Carlson speaks with Lancaster, Pa., about its Safe Streets goals.
Out West, Tacoma, Wash., has put a fun twist on a perennial problem, holding a Pothole Palooza. Writer Janet Patterson shares this effort to not only patch the city’s roadways but to educate residents on how potholes form.
With any project whether maintenance or construction having an informed community can be key. They need to know the whys, the hows and the whens of a project. It can go a long way toward preventing negative responses.
As of press time, our hearts go out to those affected by the California wildfires and to the first responders combating them.
City of Baytown takes control
Baytown’s smart investment in concrete pays off
Submitted by Cemen Tech
By taking concrete production into its own hands, the city of Baytown, Texas, found an innovative way to improve infrastructure, increase productivity and achieve a full return on investment in under two years. By implementing Cemen Tech’s volumetric concrete mixers, Baytown’s public works department reduced repair delays, saved budget dollars and increased safety and efficiency — delivering tangible benefits for both city workers and residents.
Concrete delays slow city repairs
Kevin Harvill, assistant director of public works for Baytown, faced a critical challenge familiar to many city managers: securing timely concrete deliveries for essential repairs. Located just outside Houston, Baytown’s construction needs were competing with the region’s rapid expansion. The city’s projects including street repairs, sidewalk maintenance and curb replacements required smaller batches of concrete, known as short loads.
Unfortunately, local ready-mix plants prioritized large orders, often leaving Baytown waiting three to four weeks for short-load deliveries. The delays slowed the city’s progress and led to higher costs due to short-load fees. With aging infrastructure and growing repair demands, Harvill knew the city needed a solution.
Upgrading to the C60: Taking control with volumetric mixing
Instead of waiting for the market to change, Harvill convinced Baytown’s leadership to invest in Cemen Tech mixers. The city initially started with an MCD10-100 manual unit and has now upgraded to the advanced, computerized C60. Unlike traditional ready-mix trucks that carry premixed concrete, volumetric mixers produce fresh concrete on-site, in real time. This allows municipalities to produce exactly what they need, when they need it.
Scott Fisher, the city of Baytown’s concrete truck operator, appreciates the efficiency of the new C60. “It’s really operator-friendly,” Fisher said. “It’s all push-button. All the adjustments are done on a screen instead of being adjusted by hand.”
The C60’s onboard computer allows Fisher to switch mix designs with the push of a button. “I have more mix designs available to me,” he explained. “I can easily change mixes from job to job. I can pour curb and gutter, then sidewalk, all with the same load.” This adaptability means the city can handle multiple types of repairs quickly and efficiently.
Faster, safer and more productive
The C60 doesn’t just simplify the mixing process it also improves safety and productivity. The truck’s platform on top adds an extra layer of safety for the operator. The larger auger pours concrete faster, reducing the time needed on each job site.
“The biggest improvement is going from analog to digital,” Fisher noted. “Maintenance is less than with the old MCD10-100. We have a lot fewer repairs.” He added that training new operators is also easier. “I can train someone in basic concrete pouring and mix changes in less than a day.”
The improved output means Baytown can complete jobs quicker and reduce turnaround times. “The C60 saves us time and money,” Fisher
Baytown’s public works team rolls up with their trusted Cemen Tech volumetric concrete mixer, ready to get the job done. (Photo provided by Cemen Tech)
After mixing the exact quantity and quality of concrete they need on the job site, the Baytown team gets to work pouring. (Photo provided by Cemen Tech)
said. “We can unload the truck a lot faster than the old MCD10-100, so we can deliver more concrete to our large projects.”
Taking control of concrete production also streamlined Baytown’s work schedule. Crews can now pour concrete as early as 7:30 a.m., complete a repair and be on another job site later the same morning. This flexibility means fewer open holes on streets and sidewalks, increasing safety and minimizing disruptions for residents.
“We are now in control of our concrete,” Harvill said. “We can pour, clean up and move to another site in the same day. It’s a huge improvement for productivity.”
Quick repairs keep streets open and safe
Faster repairs mean safer streets and sidewalks. Raised or cracked sidewalks are a leading cause of trip-and-fall injuries, which can result in lawsuits against cities. By accelerating concrete repairs, Baytown reduces liability risks and enhances public safety.
“Meeting taxpayers’ expectations to have streets available for travel with minimal delays is a major benefit,” Harvill said.
For city workers, operating the Cemen Tech mixer is straightforward. Cemen Tech provides comprehensive on-site training, ensuring that crews are comfortable and confident using the equipment. According to Harvill, having a dedicated operator who takes ownership of the truck helps ensure it remains well-maintained and ready for daily use.
A rapid return on investment
Baytown’s investment in the Cemen Tech mixer paid off quickly. Within just 18 months, the city recovered the costs of the truck and silo an impressive turnaround that didn’t even account for the savings from reduced downtime.
“We are sold on volumetric mixing of concrete, and the numbers prove it.” Harvill said. “ We paid for the vehicle and silo in 18 months.”
The cost savings extend beyond the initial investment. By eliminating short-load fees and delays, Baytown reduced overall project costs
Baytown’s public works crew prepares for a cement slab pour, relying on their Cemen Tech volumetric concrete mixer to deliver the perfect mix every time (Photo provided by Cemen Tech)
significantly. These savings can now be reinvested into other critical areas whether that means purchasing additional equipment, hiring more staff or tackling new infrastructure projects.
A model for other municipalities
Baytown’s success with volumetric mixing hasn’t gone unnoticed. Harvill has shared his story with peers in neighboring cities, including La Porte, Texas, which has since invested in its own Cemen Tech mixer.
For city managers looking to improve infrastructure, volumetric concrete mixers offer a proven solution. The ability to produce fresh, highstrength concrete on-site provides more control, dependable results and faster work. By reducing costs, minimizing delays and improving safety, cities can stretch their budgets further and reinvest savings into other critical needs.
Cemen Tech mixers are also available through the Sourcewell cooperative, offering a 4% discount for member cities. This purchasing advantage makes it even easier for municipalities to adopt volumetric mixing technology.
Conclusion
Baytown’s experience demonstrates that investing in volumetric concrete mixers delivers significant returns financially, operationally and for the community. By taking control of concrete production, cities can enhance productivity, reduce liability and ensure safer, better-maintained infrastructure.
For city managers facing similar challenges, volumetric mixing isn’t just a smart choice it’s the best return in construction.
Cemen Tech Inc., 1700 N. 14th St., Indianola, IA 50125, 1-800-247-2464 | 1-515-961-7407, cementech.com
Colonial Williamsburg: Where the future learns from the past
By JULIE YOUNG | The Municipal
From 1699 to 1780, Williamsburg, Va., was the political, cultural and educational epicenter of the American colonies. It was a place where those loyal to the English crown lived alongside patriots yearning for national autonomy. It was a place where revolutionary ideas were born, discussed and disputed, and it was the place where a consequential vote set the colonies on the path toward independence.
Williamsburg’s Capitol was the center of British Authority in Virginia for most of the 18th century and was the place where laws were passed, revolutionary ideas were debated and people appeared in court to plead their case. (Photo by Fr. Louis Manna/ Archdiocese of Indianapolis)
For nearly 100 years, the Colonial Williamsburg Foundation has faithfully maintained the world’s largest American history museum. Thanks to the efforts of Bruton Parish rector Rev. William Archer Goodwin and the largesse of John D. Rockefeller Jr., what started as a passion project to preserve the community’s original buildings became a full-scale restoration of the former colonial capital.
Located 2.5 hours south of Washington, D.C., and an hour north of Virginia Beach, Colonial Williamsburg offers 21st century guests an authentic 18th century experience. With 301 acres featuring 89 original buildings, over 500 structural recreations, more than 20 trade demonstrations, world-class art museums, active archeological sites and more, why not take a trip back in time to this unique period of U.S. history?
Footsteps of the founders
Colonial Williamsburg is more than a peek into the past; it is a living history museum. In this immersive and interactive experience, guests have the opportunity to meet with historic interpreters to learn more about the lives of the men and women who lived in the area before and during the American Revolution.
Tour the buildings that were central to the colonial capital city, including the richly appointed governor’s palace, the courthouse, and the public jail. Visit the family homes of Williamsburg residents and stop by the sites where both loyalists and patriots reenact their day-today activities. A visitor might even run into Thomas Jefferson, Patrick Henry or George Washington.
While the admission fee opens the door to a world of possibilities, Colonial Williamsburg can seem overwhelming to the uninitiated. Not to worry: The facility’s website offers several curated itineraries to help a visitor make the most of their time on the campus. No matter if they are looking for a family adventure, a romantic couples’ getaway or something tailored for a particular interest, there are plenty of experiences to help make any visit worthwhile.
A first-timer’s multiday itinerary might include stops at all the popular hot spots, such as the governor’s palace and the capitol building, as well as time to visit with the local tradespeople to learn about their crafts. A couples’ getaway might include a romantic carriage ride, an evening performance, a visit to the spa and a round of golf at one of the local resorts. There are even suggestions for garden enthusiasts, military buffs, foodies and Bridgerton fans. No matter what a person’s
Visitors to Colonial Williamsburg can take a carriage ride or watch as the historic vehicles clop down the street. Who knows? You may even see the Royal Governor pass by. (Photo by Fr. Louis Manna/ Archdiocese of Indianapolis)
Visitors to Colonial Williamsburg can enjoy musical performances by those who supported both the Red Coat and Patriot armies during the Revolutionary War period. (Photo by Fr. Louis Manna/ Archdiocese of Indianapolis)
area of historical interest, Colonial Williamsburg has something for everybody.
“There is enough fun to be had at Colonial Williamsburg that it’s sure to make even the saltiest redcoat say ‘Huzzah!’ Take yourself back in time with a single or multiday ticket, which gets you access to live demonstrations, performances, museums, shops and more,” said Anna Hider on Roadtrippers.
A combination experience
For those who want to get the most of their experience, Colonial Williamsburg offers vacation packages throughout the year that bundle admission tickets, hotel accommodations, dining, amenities and more. For example, the Discover Colonial Williamsburg Package offers nightly hotel accommodations at one of the five Colonial Williamsburg resorts, two admission tickets, a welcome amenity and daily breakfast for two.
The Governor’s Palace is a must see when visiting Colonial Williamsburg. Although it is heavily associated with the royal governors of the colony of Virginia, it was also home to post-colonial governors, such as Patrick Henry and Thomas Jefferson. (Photo by Fr. Louis Manna/Archdiocese of Indianapolis)
One highlight of any trip to Colonial Williamsburg is a visit with one of the many tradespeople in town who still make their wares the old-fashioned way. They are always happy to share their craft with the public and show the tools they use, which are authentic to the 18th century. (Photo by Fr. Louis Manna/Archdiocese of Indianapolis)
Or, a visitor may wish to take advantage of the America’s Historic Triangle package, which includes a two-night accommodation at an official Colonial Williamsburg hotel, daily breakfast for two, a seven-day ticket to the five historic sites of the America’s Historic Triangle Colonial Williamsburg, Jamestown Settlement, American Revolution Museum at Yorktown, Historic Jamestown and the Yorktown Battlefield and coupons for the resort outlet stores.
20-30 years
The number of years that concrete pavement should last before needing a full overhaul, compared to the 10-15 years needed for asphalt roads.
$12.7 million
When the Safe Streets for All funding became available in 2022, Lancaster, Pa., was fortunate to be awarded $12.7 million from it.
2.3 miles
Sterling Heights, Mich., implemented its first bike lane along a 2.3 miles stretch of Plumbrook Road.
100 years
The eastbound Lance Corporal Leon Deraps Bridge, which spans the Missouri River in Rocheport, Mo., opened with fanfare in December. The $220 million project is meant to last 100 years and will merge with the ongoing Interstate 70 expansion project.
Tacoma, Wash.’s, initial Pot hole Palooza resulted in 5,369 potholes being repaired or prevented from forming along 3.25 lane miles.
$1.8 million
Twenty rural and tribal communities across the country will share a U.S. Department of Transportation Thriving Communities subgrant allowing development and implementation of transformative transporta tion and infrastructure projects. Macomb, Ill., will use its portion of the money to launch a shared street safety campaign.
A full list of grant recipients and projects can be found at https://mainstreet.org/the-latest/ news/1-8-million-awarded-in-sub-grants-through-usdot-thriving-communities-program.
$2.1 million
In October, Washington County, Tenn., approved a $2.1 million request to build a temporary road that would provide access by emergency services to the village of Little Germany. Hurricane Helene washed out all bridges, roads and waterlines that had previously connected the city to the outside world.
Read how several U.S. communities responded to Helene’s destruction at https:// apwa.partica.online/reporter/december-2024/flipbook/30/.
See how Tacoma is raising pothole awareness on page 34.
Read about Sterling Heights’ Plumbrook Road project on page 22.
Read about Champaign, Ill.’s, concrete road maintenance on page 26.
Learn how Lancaster is using these funds on page 30.
Community stakeholders bond together to form U.S. 30 coalition with the focus on safety and economic development
By DENISE
The thought that there’s power in numbers and coming together for a common cause is the idea behind the U.S. 30 coalition.
The coalition of mayors, county commissioners, economic development planners, businesses and other stakeholders along U.S. 30 formed the coalition about 10 years ago with the goal of making U.S. 30 a freeway from Fort Wayne and the Indiana-Ohio line all the way north to Valparaiso.
The coalition includes the counties of Allen, Fulton, Hamilton, Howard, Kosciusko, LaPorte, Marshall, Miami, Porter, Starke, Tipton and Whitley.
The Municipal spoke with two of the stakeholders: Fort Wayne city engineer Shan Gunawardena and Plymouth Mayor Robert Listenberger.
Gunawardena has been involved with the U.S. 30 coalition since its inception and has been with the city of Fort Wayne for 17 and a half years. He said the coalition formed “because U.S. 30 was becoming increasingly congested, and it was creating a lot of safety issues.”
He added, “One thing we heard from economic development folks was that companies like Steel Dynamics and Amazon wanted to locate there, but it was becoming too congested to be an economic development corridor. They want to be located within five minutes of a freeway and U.S. 30 is not a freeway. At that point, the coalition came together and adopted the vision to make U.S. 30 a freeway from the Indiana-Ohio line to Valparaiso, and we’ve been advocating for that ever since.”
He noted Valparaiso was “close to being a freeway” up to I-65, but coalition members want that all the way. He clarified that a freeway is four lanes two in each direction and the only way on or off is through interchanges like I-69. This is similar to an interstate, but the U.S. 30 corridor wouldn’t be labeled an interstate it would be a freeway with uninterrupted driving.
When asked about Fort Wayne’s challenges, he mentioned the absence of interchanges
The aim of the U.S. 30 coalition is to turn the highway into a freeway from the Ohio line, all the way west to Valparaíso, Ind. (ChicagoPhotographer/Shutterstock.com)
within city boundaries, concluding, “Fort Wayne would benefit a lot from the project.”
The project’s intent is economic development, and recently, Steel Dynamics has announced a major property expansion, so it is going to fund an interchange at CR 700 E in Whitley County. It also wants to expand further into Allen County and has proposed an interchange at Flaugh Road, where Amazon is located. That is currently in the design phase and will go out to bid early next year.
According to Gunawardena, the proposal covers some areas; however, officials wish to expand the interchange access only to encompass the region from the Allen County line to Valparaiso and from I-469E to the Ohio state line.
Gunawardena said the U.S. 30 coalition wants the Indiana Department of Transportation to take the initiative in developing the freeway, and the first step in a major project like this is an environmental impact study. He
FEDOROW | The Municipal
said INDOT decided in lieu of an environmental impact study, to do a Planning and Environmental Linkage study.
Gunawardena said the PEL study “doesn’t quite address all the environmental issues,” but it solicits input from all the stakeholders. The first draft looked at every possibility, the second draft narrowed it down and the most recent draft Level III narrowed it down to three alternatives: an expressway, expressway light and the third a freeway. The deadline for stakeholders to respond to the Level III report was Dec. 13.
“We’re hoping to see only freeway coming out of the recommendations,” he said.
However, he pointed out that there is going to be a change in administration at the state level. “So, it will be a matter of priority how high the state legislature prioritizes the project.”
When it comes to support from the legislature to date, Gunawardena said, “We believe all the northern legislatures are on board I don’t know of anyone who is not willing to sign on. There’s no shortage of support from
the legislatures, no shortage of support of economic developers, no shortage of support from municipalities it’s just a matter of what the priorities are at the state budget.”
The biggest benefit to Fort Wayne and really all those along the route is safety improvements. He said, “There are a lot of accidents along the U.S. 30 corridor, and a lot are created because of traffic signals and speed differentials.”
There’s a lot of truck traffic from companies like Steel Dynamics and Amazon all doing interstate commerce and they have stopand-go traffic through the small communities like Columbia City and Warsaw and rural areas in the counties, potentially increasing the number of accidents.
As does the traffic on side streets crossing U.S. 30 so accidents from those causes will be significantly reduced.
Plymouth, Ind.
The city of Plymouth Mayor Robert Listenberger just took office Jan. 1, but he was aware
of and was supportive of the U.S. 30 coalition prior to becoming mayor.
“We belong to both U.S. 30 and 31 coalitions,” he said. “And we contribute financially annually to U.S. 30.”
The coalition members meet monthly via Zoom. Listenberger shared his response to the Level III report and pointed out some “opportunities I think they missed.”
He said overall, the city of Plymouth supports the project because it will “create a safer travel network for goods and people.”
The project will have a major impact on the east side of the city, specifically. In his response to the Level III study, he made a few suggestions. The city currently has access points for businesses, farmers and residents, and those are broken down into four planning segments 8, 9, 14 and 15. These access
Fort Wayne, Ind., has a vested interest in the U.S. 30 coalition. (Photo provided by Fort Wayne, Ind.)
points run from east of Queen Road to east of King Road and from south of 13th Road to the U.S. 30 and 31 interchange.
He wrote, “At a critical nexus of U.S. highways in North Central Indiana, the final recommendations from this PEL study have tremendous opportunity for development and commerce in Indiana, making sure that the proper plans are in place to promote these future projects is of the highest importance.”
He broke down the PEL study’s suggestions by planning segments, and for planning segment 8, the freeway package proposal “is roughly identical to what was locally proposed within the Marshall County 30/31 plan with new bridges at Oak Road and Plymouth-Goshen Trail,” the dispersion of Oak Traffic traveling east or west to the associated interchanges. The new interchange at or near Pioneer Road will provide long-term connectivity to western Plymouth, but Listenberger feels a discussion about the future of frontage/access roads is needed because making improvements “in a vacuum will lead to multiple negative impacts to the local infrastructure.”
For planning segment 9, he said all packages promote a safer connection than what is currently available, but “there is a desire to retain a level of connectivity between King Road and U.S. 30 and a limitation on this mobility will only short-change the future development of Plymouth.”
For planning segment 14, which is the city’s far southside entrance and the historic Michigan Road Byway, he stated the packages presented “fall apart in meeting the benchmark of promoting mobility, equitability and local access.” He suggested that the county 30/31 plan is a more comprehensive solution for the 12th and 13th road intersections. This plan includes closing the intersection at 12th Road, creating an interchange at 13th Road and establishing a bridge at 12B Road that ties into a frontage road connecting all pieces together.
He admitted that solution comes with a price tag, but said it promotes generational connectivity and investment between Plymouth, Argos, Bourbon and Knox.
His response stated that planning segment 15 was the segment the city earmarked “of greatest interest.” He suggested there’s a “missed opportunity” of not advancing the connectivity of the historic Lincoln
Plymouth, Ind., is a member of the U.S. 30 coalition. Pictured is its city hall. (Photo provided by Plymouth, Ind.)
Highway from a bridge into an interchange. He said not having the interchange “will lead to the significant infrastructure and investment being reallocated along with adjustments to future land uses being cut off from U.S. 30 and U.S. 31.”
Of the 15 planning segments, nine are associated with Marshall County and four directly impact the development of Plymouth’s future. “Being the nexus of U.S. 30 and U.S. 31, the impact of the U.S. 30 west ProPEL study will have significant economic impact on the city of Plymouth not only for the transportation industry, but also in the agricultural industry that Indiana and Marshall County are so ingrained within. Many of the intersections/planning segments have improvements that will benefit the Indiana economy, but the safety and mobility improvements also need to benefit existing and future businesses and families.”
Listenberger’s concluding statement to INDOT’s Level III statement read, “We support (in whole or in part) many of the recommendations or carry forward packages within the U.S. 30 West ProPEL Level 3 Study, but with the amendments including an interchange U.S. 31 at Lincoln Highway and joint interchange improvement in the Michigan Road region.”
He told The Municipal it’s a “juggle between safety and local access,” and officials have to keep in mind the smaller communities south of Plymouth like Bourbon, Argos, Knox and Culver and the residents who shop and work in Plymouth, as well as agricultural businesses that have to get equipment across.
He added that the “coalition is a good group of people” and the project is “of high importance to our community and to me as mayor.”
Back in Fort Wayne, Gunawardena noted another benefit for all: “Making U.S. 30 a freeway will lessen the distance to Chicago, too. From Fort Wayne to Chicago is 130 miles and should take two and a half hours, and we can’t get to Chicago in two and a half hours now, so it will bring Fort Wayne closer to Chicago. The same with Lake Michigan it’s two and a half to three and a half hours, and the freeway will significantly reduce that. All these things have significant economic development impacts for the city of Fort Wayne.” M
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First bike lane moves Sterling Heights toward a multimodal transportation approach
By NICHOLETTE CARLSON | The Municipal
A more multimodal way of thinking in transportation has led Sterling Heights, Mich., to implement its first bike lane along a 2.3-mile stretch of Plumbrook Road.
This accomplishes two primary city objectives in making the roads safer for all methods of transportation and slowing down traffic along the roads. The city’s ability to create these bike lanes as ways to connect various parts of the community is an additional benefit. This complete streets mindset, considering all modes of transportation, will continue with future street projects.
The city had been considering a street project that included a bike lane, and the Plumbrook Road project was the perfect fit since it already tied into many of the existing bike trail systems as well as many
ABOVE: The Plumbrook Road bike lane helped to make the road safer for all modes of transportation while also working to slow down traffic in that area. This project also involved a greenscape initiative with over 100 tree plantings. (Photos provided by the city of Sterling Heights, Mich.)
neighborhoods and schools. The bike lane will also connect with a new trail that is over 3 miles long with an extension coming this year. Lane width along the road was reduced to promote slower traffic. Bare areas of the road were taken into account, and the city utilized a greenscape initiative to implement over 100 tree plantings.
The Plumbrook Road project was perfect for the bike lane pilot since it was relatively inexpensive. According to Brent Bashaw, Sterling Heights city engineer, “We did a road diet and reallocated lanes
In order to increase the safety and comfort for all users, the city included buffer zones in some areas and delineators along the entire route. These delineators are then removed during the winter months to allow for plowing. (Photos provided by the city of Sterling Heights, Mich.)
instead of adding sidewalk. We could reduce the center turn lane in some areas and add in bike lanes.”
The city received a federal grant to study traffic calming throughout the city. Funds from the American Rescue Plan Act helped Sterling Heights create a list of projects, and this pilot project for the city’s first bike lane was included. In 2022, the city entered the design phase. The majority of the roadwork was done in 2023 while coordinating with school schedules and community events for construction. The street striping and unveiling of the bike lane was complete in 2024.
Since it is the city’s first bike lane, the safety and comfort of users was one of the highest priorities. A buffer zone was added in some areas between the drive lane and bike lane. Delineators were also added along the entire route to make new users as comfortable as possible when driving on the road. Green pavement striping was used to draw attention to intersections.
“It’s not required, but we wanted to go above and beyond to increase the safety and comfort of the bike lanes,” Bashaw emphasized.
Data was taken before and after the Plumbrook Road project, and after completion, car speeds were lowered by an average of 2 mph and there was a significant reduction in the number of vehicles traveling at excessive speeds.
“These types of amenities in communities are invaluable and residents are beginning to expect them,” Mark Vanderpool, Sterling Heights city manager, commented. “Even though it’s our first bike lane in the city, it was done in a very thoughtful way to ensure residents were comfortable. It also achieves multiple objectives to provide safe bike lanes and slow down traffic on that road.”
These projects help to bridge gaps in the community for those who want to use various modes of transportation, besides just cars, so that the roads are safe for all users. Sidewalks were added near Henry Ford High School, allowing pedestrians to get over the M-53 freeway for the first time.
“One of our guiding principles is to ensure the city is connected and inclusive,” he stressed.
In 2024, Sterling Heights, Mich., completed its first ever bike lane along a 2.3 mile stretch of Plumbrook Road. These bike lanes tie in with many existing trail systems, neighborhoods and schools. It made for the perfect pilot since the city was able to inexpensively reallocate lanes. (Photos provided by the city of Sterling Heights, Mich.)
The city used green pavement striping to indicate intersections to bikers, such as the marking outside the entrance to Davis Junior High. This helps draw the biker’s attention and alerts the biker to play closer attention in these areas. (Photos provided by the city of Sterling Heights, Mich.)
While the city has received some complaints and concerns regarding the lane width reduction and slower traffic, it also shows that these projects are achieving the city’s objective. One concern was removing the bike lane delineators for winter due to potential plowing issues. The city has taken that into account and removed them for the winter months. Otherwise, reviews for the new bike lane have been very positive. In order to care for the city’s current population as well as attract vibrant new residents, the city must ensure the community’s quality of life amenities are being taken into account, such as splash pads, trails and walkways, an ice rink and a skate park. An upcoming project includes Clinton River Road, which is entering the scoping and design phase, and the city will take into account the same types of amenities as the Plumbrook Road project. Since it also has many parks and walkways along that stretch of road, the city will be considering this as a possible second location for bike lanes.
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Above: Carlisle Bridge in Lancaster, UK has been in service since 1847 and currently carries the West Coast Main Line over three 36.6m spans. Within its years of service, the metal fencing and handrails have received countless refurbishments and complete overhauls which were deemed too costly and time intensive for Network Rail and its consumers. Pipex px® presented a structure with parapet fencing and handrails constructed of EXTREN® Series 525 to address the previous corrosion and aesthetic woes associated with metal fencing and handrail.
Illinois city paving the way for smoother road construction
By JENNIFER BARTON | The Municipal
Every municipality deals with infrastructure issues. Concrete and asphalt streets cave and crumble under decades of heavy traffic, particularly where colder winters open potholes and cracks in the streets. Champaign, Ill., population 88,000, sees plenty of ice and snow in a Midwest winter. This college town has seen tremendous growth over the past decades and works to repair and maintain its infrastructure to keep up with that growth. Chris Sokolowski, assistant city engineer, spoke with The Municipal about his city’s efforts to ease these sometimes inconvenient but necessary improvement projects for residents.
“I think a common theme among a lot of cities is resources and funding don’t necessarily keep up with the cost increases of construction and materials and expansion for development,” he commented. “We fight that struggle that every municipality fights with funding verses need.”
In Champaign, the city implements an annual concrete street maintenance project.
This year, that focus was on a rebuild in Park Terrace, a residential neighborhood.
“Every year, we have three annual maintenance contracts that address issues of different kinds,” he stated. These include resurfacing asphalt streets and ramps, infrastructure maintenance to include alleys and ADA ramps and concrete street maintenance. The last one tackles streets that require more
Champaign is home to the University of Illinois at Urbana-Champaign. In recent years, it has been experiencing population growth. (GrungeElfz/Shutterstock.com)
than localized repairs. Old pavement has to be completely removed and new concrete laid. Sokolowski believes that the pavement in question was between 40 and 50 years old. By taking on two or three of these projects per year, city engineers can move around the city of Champaign to ensure that no area is neglected. There are always plenty of streets to choose from and Sokolowski and his team utilize GIS and other tools to identify areas in most need, giving the streets a pavement condition index rating from zero to 100. They visit locations and speak with both residents and maintenance workers about specific concerns and challenges.
A project consisting of two to three locations takes roughly six months to complete. Pre-construction, the city informs residents of the plan by sending letters and leaving door
Champaign uses GIS and other tools to identify areas in most need, giving the streets a pavement condition index rating from zero to 100. (Photo provided by Champaign, Ill.)
hangers at affected houses so that residents can be prepared for temporary obstructions of their driveways or sidewalks.
Sokolowski’s team is greatly concerned about community members with limited mobility. City representatives reach out to residents to determine their needs and accommodate them as much as possible throughout the construction project. When a person with mobility issues loses use of their driveway or must park farther from their house due to street projects, “the contractor and/or our staff help them with groceries and figuring out their garbage and things like that,” Sokolowski stated.
It may take longer to tear up and rebuild concrete streets than to resurface with asphalt, but the new concrete pavement should last between 20-30 before needing a full overhaul though patching will always remain a need. Asphalt roads will often need to be rebuilt in 10-15 years, but Sokolowski explained that oftentimes the problem with these streets arises from the fact that cities like Champaign merely resurfaced concrete roads with asphalt in the 1980s, so the old concrete joints weaken and cause surface cracks in the asphalt.
The city of Champaign tends to build more concrete streets than asphalt ones, as there are several concrete contractors in the city. In cities where there are more asphalt contractors to compete for construction jobs, it may cost less to go that route. Overall, though, Sokolowski reported that “most of the contractors we have are good to work with.”
Streets are an essential aspect of city maintenance, as street conditions can add or decrease a house’s curb appeal, impact safety for pedestrians and bicyclists and cause wear and tear on vehicles. And for Sokolowski, well-maintained streets are “a mental marker of how healthy is a town.”
The city receives the most calls about potholes and cracks in the streets, a fact that is not lost on Sokolowski. “Obviously, the public puts some value to having nice, maintained streets in their area, and we our council members work for the public, so they want us to maintain the streets in a good manner and that’s what we’re here for.”
There are jokes aplenty about summertime being construction season in the Midwest, but Sokolowski put it succinctly when he said: “No one loves a construction company when it shows up, but when it’s done, it’s always great.
Champaign, Ill., takes on two or three concrete road projects per year. Pictured is its finished Ayrshire Drive. (Photo provided by Champaign, Ill.)
Brittany Trail is one concrete street selected for repair. Pictured is a before shot of Brittany Trail, and a photo depicting work underway. (Photo provided by Champaign, Ill.)
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Safe streets for all modes of transportation remains a continuing goal of Lancaster
By NICHOLETTE CARLSON | The Municipal
In order to create safer roads for all modes of transportation, Lancaster, Pa., is working on incorporating changes for the pedestrian and bicycling traffic.
Many of the street safety projects originate from the city’s Vision Zero plan, which was adopted in 2020. Some of the most common ways to make streets safer are converting one-way streets to two-way streets, reducing lane width, delineator flex posts and leading pedestrian intervals at crosswalks. Parking protected bike lanes are also a new method the city is trying to promote safer multimodal transportation. Over the years, the city has completed a few one-way to two-way street conversions, starting with Mulberry and Charlotte streets. A low-cost improvement included leading pedestrian intervals, which give pedestrians a three-second head start before the light turns green to help pedestrians get moving through the intersection and be more visible, especially to turning cars. This has been done at over 50% of
ABOVE: Lancaster, Pa., is using its Vision Zero plan to identify the best ways to improve safety, particularly in the locations identified in the plan. This also allowed the city to receive $12.7 million of federal Safe Streets funding. (Photo provided by the city of Lancaster, Pa.)
traffic signals throughout the city. In order to increase sight lanes at intersections, the city has put up delineator flex posts for on-street parking to prevent people from parking their cars too close to the intersection and blocking visibility. The city currently has a running list of locations where these delineators have been requested or where there are concerns. As funding becomes available, more delineators are put up.
One of the biggest achievements of 2024 was a completed mini roundabout. The city had received complaints about the Plum Street intersection. In order to help compress the intersection and make it more friendly to pedestrians, the mini roundabout was created. There is a small plaza section as well for people to gather that includes a
seat wall and public art pavers made by local artists. This slows down traffic in the area as well as creating a safer, more visible place for pedestrians.
A few parking protected bike lanes have also been implemented in two areas throughout the city. While a traditional bike lane is located between a parked car and traffic, a parking protected bike lane is located between the curb and a parked car. On-street parking places are moved out in order to make space for a bike lane next to the curb.
“It makes people more comfortable who are not used to riding bicycles on the road,” Cindy McCormick, deputy director of public works, explained. These lanes open up near the intersection, making the bicyclist slow down. The parking protected bike lane on Lemon Street was recently completed in 2024.
Since the Vision Zero plan was adopted by the city, “we try to incorporate and identify how to use Vision Zero to improve safety in those locations,” McCormick stressed.
When the Safe Streets for All funding became available in 2022, Lancaster was fortunate that its plans hit all criteria, and the city was awarded $12.7 million. The first item on the list was coordinating with the Pennsylvania Department of Transportation to identify other twolane, one-way streets that could be converted to two-way streets. Since it is a five-year matching grant, the city hopes to use the first one to two years to do the planning and then use the funds to begin implementing these changes.
The city also utilizes Safe Routes to School funding in order to improve routes and intersections around local schools, including making them more walkable with better lighting. There is one campus area with four different schools. Since there is not much bussing in the city, traffic can become congested in the morning when parents are dropping students off at school. The goal is to improve these routes so students will have the opportunity to walk or bicycle to school.
A signal coordination project was completed at 90 signals downtown to retime the traffic signals. These signals were retimed in order to encourage a slower progression speed throughout downtown. Many leading pedestrian intervals have also been installed at intersections. Bike crossing with passive detection is being tested out as well so that travelers do not have to press a button to cross.
“In general, the feedback is good, and the public likes the improvements,” McCormick stated.
The post delineators in particular have been noticed by the public, and common feedback is that people feel safer crossing the street. A common complaint is losing on-street parking because of the improvements in some areas. One area the city plans focus on is education to the public about why these changes are so important and how they are making streets safer because, ultimately, it is hard to argue against safety.
Many potential projects are in the planning stage within the city. This includes safer routes to additional campuses throughout the city, neighborhood slow zones and redesigning troublesome intersections. In southeast Lancaster, four street improvement projects are underway. At South Ann and Juniata streets, the city is working on intersection improvement, sidewalks and lighting. At Broad and Chesapeake streets, protected bicycle lanes are planned. At South Duke Street, there will be improvements to enhance bicycle and pedestrian safety as well as angled parking. The Church Street complete street project is currently in the engineering and final design phase and
Some low-cost improvements Lancaster has made to create safer roads for all modes of transportation include leading pedestrian intervals and delineators near intersections. The delineators help to prevent parking too close to an intersection in order to increase visibility and sight lines. (Photo provided by the city of Lancaster, Pa.)
Bike lanes throughout the city help to give bicyclists a safe place to ride. However, the city is also trying a new type of bike lane. These parking protected bike lanes run between parked cars and the curb instead of between the parked car and traffic. (Photo provided by the city of Lancaster, Pa.)
will include reduction of one travel lane, accessibility improvements, addition of high-visibility crosswalks, curb extension, a 12-foot wide concrete shared use path for pedestrians and bicyclists, addition of trees, adjustment to traffic signal timing, pedestrian crossing reconfiguration and the addition of bicycle crossing facilities. Finally, data collection is currently being completed for the second phase of an eastbound connector, from Shippen to Riverside.
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Pothole Palooza raises awareness and brings safe streets
By JANET G. PATTERSON | The Municipal
You may have heard of Lollapalooza, Kidzapalooza, and maybe even Homerpalooza of “The Simpsons” fame, but you might never have heard of Pothole Palooza, a celebration of repair and renewal in Tacoma, Wash.
And, of course, who would preside over such an auspicious event but Phil the Pothole as in fill … well, you get it.
According to Tacoma’s Deputy Mayor John Hines, the idea for a weeklong blitz on the city’s potholes had been brewing for a few years. He decided that it was important to not just fix the streets but to inform the public about what causes potholes and why they seem to be a part of the landscape. Thus emerged a snazzy campaign to fix and inform during the first week of June 2024.
“We decided it was time to let people know where the potholes come from and here’s what we are doing about them,” Hines said.
The public often thinks they’re a sign of neglect, he added. Motorists often don’t pay any attention to the condition of the streets and then they hit a pothole and puncture a tire. “That’s when they notice!” he said.
Many roadways, particularly in the northern tier of states experience potholes as a result of the freeze-thaw cycle that happens under the street through cracks in the surface, although rainfall can create the same condition. When the ice melts underneath, there is added stress on the surface, which eventually collapses the pavement, forming a pothole.
Tacoma’s streets are subject to this stress, and Hines said, the city determined that it was important to do an all-out blitz early in the summer before working on larger projects. They identified 10 arterial roadways that carry heavy traffic and transit vehicles in each of the five council districts. The streets
Tacoma’s Deputy Mayor John Hines shows off Phil the Pothole, the city’s mascot for Pothole Palooza in June 2024. (Photo provided by Tacoma, Wash.)
selected were based on the frequency of reports and requests for attention to a specific site.
The blitz resulted in 5,369 potholes being repaired or prevented from forming along 3.25 lane miles around Tacoma. Hines said the city’s street operations division’s efforts “to address maintenance will continue throughout the year.”
Like many municipalities, he said, Tacoma’s streets division is limited by its workforce resources and time. The 82 full-time street employees and 13 seasonal workers are responsible for the city’s 857 miles of traffic lanes along main arterial streets and 8,000 residential blocks, in addition to maintenance of signs, medians, islands and roundabouts.
The city of 220,000 residents sits on Puget Sound in the shadow of Mount Rainier. It is known for being the western terminus of the Northern Pacific Railroad and home of the U.S. Army’s Joint Base Lewis-McChord, a training and mobilization center for all U.S. military services.
Hines said Tacoma has experienced rapid growth in recent years, and the need for continuous road maintenance has increased with the population.
In 2015, Tacoma voters approved two ballot issues for a streets initiative that combined money from utility, property and sales taxes, as well as city funds, grant money and agency partnerships amounting to about $300 million. The 10-year commitment was to work on the city’s residential streets. Pothole Palooza was designed to tackle the arterial streets before digging into the major repairs throughout the summer months.
He said Tacoma has an advantage in its street maintenance and repairs because of an asphalt plant that the city acquired from a private company. Having its own asphalt plant means considerable savings for the city. The plant produces about 50 tons of asphalt an hour, equaling 12,000 tons of asphalt a year.
“We’re big fans of recycling,” Hines added. So, the city screens old asphalt removed from the streets to create new asphalt for repair and maintenance projects. In addition to the cost-savings for the city, recycling the old asphalt means fewer raw materials for the manufacturing process.
Hines said the city has been intentional about keeping residents informed about the streets project through the city’s website and social media channels. The information made navigating the streets of Tacoma much easier for motorists during Pothole Palooza week and continues through the other street repair projects.
The city’s informational efforts were well-received by the public, he added, as was the pothole repair blitz.
As for Phil the Pothole, he said Tacoma has a history of creating mythical characters to illustrate different departments of the city. “We’ve had the Trash Toad, and Harvey and Beulah the Tacoma Police Department’s talking motorcycles who were popular with the kids.”
To make the serious business of street repair more exciting, Hines said he thought it was time to have some fun. He was looking for a name like Pete the Pothole, but when the name Phil the Pothole surfaced, he was sold. He said he’s received several emails saying the character is “a cool idea.”
Phil appears to have taken on a life of his own. Hines said Phil may be marrying and having a family in the future.
It was all hands on-deck during Pothole Palooza in Tacoma, Wash. During the first week of June, city workers repaired potholes before getting to work on larger projects slated for the summer road construction season. (Photo provided by Tacoma, Wash.)
Roadways in each of Tacoma’s five council districts were repaired during the blitz on potholes. The choice of sites was based on the frequency of reports and requests for attention to a specific location. (Photo provided by Tacoma, Wash.)
Repairing the potholes on the arterial streets around Tacoma took priority for Pothole Palooza. (Photo provided by Tacoma, Wash.)
Taking it to the streets: Noblesville, Ind., Street Commissioner Patty Johnson
By JULIE YOUNG | The Municipal
Every day is a winding road for Patty Johnson. As street commissioner for the city of Noblesville, Ind., she never knows what to expect when the phone in her office rings. It may be a resident reporting a deer carcass in the road that needs to be removed, a pavement problem that needs to be addressed or a request to have a crew dig a new grave in the city-owned cemetery. However, her team has also fielded calls about a dead racoon in a tree; residential leaf raking services, which they do not offer; general inquiries; and complaints regarding neighboring municipalities.
“It’s amazing what people think we can help them with,” she laughed. “We joke that our department must be the information hub for the county. They call us for just about anything.”
A unique career path
A graduate of Hamilton Southeastern High School, Johnson’s career with the city of Noblesville began in 1991 when she was hired to serve as a clerk in the treasurer’s office. Within five years she had become the bookkeeper for the city, but she was eager for a new challenge. She became the secretary for the street department and found that she enjoyed both the daily variety that came along with her new position as well as the people with whom she worked.
“Working in an office with the guys was different than being in an office with a lot of females, but I grew up in a family of boys, so I was used to it,” she said.
Johnson learned on the job and worked her way up to office manager, then operations manager and, eventually, assistant street commissioner under Len Finchum. When Finchum retired in 2011,
Noblesville, Ind., Street Commissioner Patty Johnson
TOP PHOTO: Patty Johnson said the winter storm of 2013 was one of the hardest during her tenure as street commissioner. During that season, the city of Noblesville ran out of salt and had to find new providers. Johnson said the crews worked 70 days straight to get the roadways up to par.
(Photo provided by Noblesville, Ind.)
The street department for the city of Noblesville collects leaves on public property, but they do not offer residential service. However, that does not stop folks from neighboring communities calling to inquire about the crew’s availability. (Photo provided by Noblesville, Ind.)
then-mayor John Ditslear tapped her to replace him, calling Johnson “without question the best person for the job.”
Johnson said the position was a great fit for someone who was raised in a DIY household where repair, rather than replacement, was emphasized. Although the engineering department handles any large resurfacing projects that are required, the street department is responsible for maintenance such as strip patching, crack sealing and micro surfacing, as well as concrete work along sidewalks and curb lines. They also remove roadkill, maintain Riverside Cemetery and clear the streets of snow during the winter months — something Johnson herself has taken part in.
“I’m not afraid to get my hands dirty when I need to,” she said. “I don’t have a CDL license so I can’t drive one of the big vehicles, but we have a lot of pickup trucks and vans with plows. It’s not that hard when you get the hang of it. In fact, it’s kind of cathartic to get the roads cleared.”
The road less traveled
As the only female street commissioner in the state of Indiana at the time, Johnson was a bit of an anomaly. Although she had 15 years of experience in her field, she knew there was more to learn. She quickly became involved with professional organizations such as the American Public Works Association and the Indiana Street Commissioners Association, where she networked among the membership and eventually served as an officer and as a member of the board.
“I felt like a fish out of water with all of the men in the beginning,” she said. “Thankfully, a salesman took me under his wing and introduced me to people. I have been blessed to have some great mentors as well as an incredible team to work with.”
Over the past 13 years, Johnson has worked to improve processes at her department and shore up teamwork to make that team more efficient. When she first arrived, the department staff would use a pitchfork to lift brush and heave it into a dump truck, which led to a lot of on-the-job injuries. Today, they use a grapple truck that can pick up larger items and pull-behind leaf machines so that no one is breaking their back.
At the present time, the department is working to update 25-year-old school zone flashers to help keep students safe as well as the rapid flashing beacons used to catch a driver’s attention at roundabouts.
Noblesville street crews work to repair a pipeline on a residential street. Street commissioner Patty Johnson said every day brings something new, but her crews are more than ready to meet any challenge that comes their way. (Photo provided by Noblesville, Ind.)
A member of the city of Noblesville’s street department installs a sign in a public parking lot. As a bedroom community of Indianapolis, Ind., Noblesville is a popular place for residents and visitors to work, stay and play. (Photo provided by Noblesville, Ind.)
“They aren’t that old, but the tech is outdated so we have to replace them,” she said.
Although Indiana winters are relatively mild, every once in a while, Mother Nature comes up with a storm that can challenge even the toughest team. In 2013 a strong winter storm system moved through the area, causing a salt shortage for the Noblesville crew.
“That was my second season as director and it was one of the roughest,” she said. “We ran out of salt, ran out our contracts and had to find new providers,” she said. “We worked 70 days straight to get all of the roadways and everything up to the level of service that we wanted: We all pulled together so even that was not insurmountable. But it was a team effort.”
When she is not working, Johnson can be found puttering around her home with her husband and enjoying time with her two grown sons and her two grandsons.
“I am still surrounded by guys, and I still enjoy learning things and doing things with my hands,” she said. “I stay very busy both at home and at work.”
FBI-LEEDA training equips Del City police to lead
By NICHOLETTE CARLSON | The Municipal
The Del City, Okla., Police Department received an award and special recognition after the entire command staff completed FBI-Law Enforcement Executive Development Association training, which is both highly interactive and extremely demanding. The training consists of three programs and teaches the newest law enforcement concepts and practices.
While participating in all three programs is a noteworthy accomplishment by itself, Del City also stood out because the programs were completed by the department’s entire leadership team.
This trilogy series provides training for mid-level to upper-level officers in management concepts and practices that law enforcement leaders may encounter. One of the courses focuses on supervisor leadership, which is particularly for first-line supervisors and middle
ABOVE: Del City Chief of Police Loyd Berger knew he wanted to host FBI-LEEDA training as soon as he took over. This training provides management concepts and practices to officers in leadership roles or those looking to be in leadership. (Photo provided by the Del City Police Department)
managers. The second course focuses on command leadership and prepares law enforcement leaders to take command positions. The third course focuses on executive leadership and is geared toward senior law enforcement executives.
Each of the three courses includes four and a half days of lectures in a classroom, including an interactive discussion on current topics and issues law enforcement faces.
In order to become an FBI-LEEDA host agency, a law enforcement agency must apply. Being chosen as a host agency is a highly competitive honor: Once chosen, the department, as the host agency, must provide a location for the training as well as provide arrangements for those traveling from other agencies for the training.
“Since I took over as chief of police in October 2022, I knew I wanted to be a host agency and bring FBI-LEEDA in to provide this valuable training,” Loyd Berger, Del City chief of police, explained. Due to his previous personal experience with the training, he knew it would be an invaluable resource for the department.
“The first course I took was the Command Leadership Institute hosted by Oklahoma City Police Department in 2016, when I was a major and in the role of patrol division commander for Del City Police Department,” Berger said. “The course was extremely valuable in helping me better understand and apply the techniques and principles they taught subjects like evaluating employees, managing problem employees and so on. I knew after this week of training I wanted more of these courses to further my education and help me grow more in my career.”
Throughout his career, Berger had observed officers getting promoted into the supervisor ranks who had no experience or training on how to supervise or manage people. “I knew if I ever had the chance to make a change that I wanted to provide training and help supervisors to be successful.”
In July 2022, as deputy chief of police, he attended the FBI-LEEDA Internal Affairs Investigations course in Tulsa, Okla. That course covered conducting and managing police internal affairs investigations.
“The instructors for this course were highly experienced in the field and passionate about the material. It renewed my commitment to improving the training within the department.”
Loyd was appointed interim chief of police in September 2022, and one of his first tasks was to get Del City supervisors into the courses as soon as possible.
While completion of the prestigious FBI Law Enforcement Executive Department Association is commendable, the entire leadership team at the Del City, Okla., Police Department were specially recognized for all completing the entire trilogy course. The city was honored by FBI-LEEDA Executive Director Jacques Battiste coming to Del City to present the leaders with a prestigious award. (Photo provided by the Del City Police Department)
“I enrolled and attended the executive leadership and then the supervisor leadership in 2023, completing my trilogy series. After taking over as interim chief of police, another of my first major decisions was to move to Lexipol for the department policy and procedures. This was a huge shift from the old three-ring-binder-typed-on-a-typewriter policy and procedure manual that had been in place for 30-plus years.
“With the new policies and procedures, I made it highly recommended for officers who are or may be supervisors to attend this training. For my current administration of assistant chief, two majors and a community services captain, I ensured that they all enrolled in all the courses to set an example.”
By the end of 2023, Berger’s goal had been reached and the city had the distinct honor of FBI-LEEDA Executive Director Jacques Battiste coming to Del City to present the police department with a prestigious award in front of the city’s elected leaders. In June, the Del City Police Department was chosen to be the host agency for the FBI-LEEDA internal affairs investigations course, a weeklong course attended by law enforcement officers throughout Oklahoma and Kansas.
Del City will also be a host agency for the trilogy series in September.
“I would highly recommend the FBI-LEEDA training courses to any police department,” Berger emphasized. “This training is valuable in preparing law enforcement officers to enter leadership or for those who are already in leadership roles. It builds confidence and is a commitment to the officers they lead and the public they serve.”
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A vision for modern transit: Rhode Island’s new transit center
By DANIELLE LUND | The Municipal
Rhode Island Public Transit Authority is embarking on an ambitious journey to redefine public transit in the state with the creation of a state-of-the-art transit center in Providence. The state supports the idea that Rhode Islanders deserve a safe, modern transit hub equipped with cutting-edge amenities, and RIPTA is committed to making this vision a reality.
Through a conscious public engagement process, the project is ensuring that the new facility meets the needs and expectations of riders, advocates and other stakeholders. The transit hub project formally launched a year ago and is progressing through a series of carefully planned phases. Currently, RIPTA is in Task 2 of the preliminary service agreement with Next Wave, a phase that prioritizes extensive public engagement.
Hundreds of Rhode Islanders have already participated in surveys and meetings, offering valuable insights into the future of the Providence Transit Center.
The proposed transit center project stems from a $35 million bond approved by Rhode Island voters in 2014 for “mass transit improvements,” with $22 million allocated to RIPTA. The funding underscores the state’s commitment to advancing its public
ABOVE: The new transit center will interconnect with other major transportation hubs, including Kennedy Plaza. More than 69,000 people pass through Kennedy Plaza in Providence, R.I., daily.
transit infrastructure. Christopher Durand, RIPTA’s chief executive officer, explained: “We embarked on a comprehensive process, exploring numerous locations and engaging the public through numerous meetings and surveys. We are evaluating several potential locations, with high priority given to those already in close proximity to the Providence Train Station.”
In the summer of 2024, public engagement efforts culminated in a short list of potential sites. As of December, the potential location was still in discussion.
Once a formal site recommendation is made, the project will advance to the design and engineering phase, anticipated to begin within the next 12 months. Construction will follow thereafter.
Public input has been integral to shaping the project’s trajectory. RIPTA’s public engagement initiative has revealed widespread support for a transit center that enhances safety, convenience and multimodal connectivity. Durand highlighted the importance of these community-driven efforts.
“Once we have a recommended site, we will hold an additional round of public input opportunities to share the ideas that have been developed after much work this summer.” He reiterated the importance of the public’s reception during the conversation.
Proximity to the Providence Train Station will fostering seamless connections between local and regional transit systems. The strategic location also positions the project to leverage additional funding opportunities through programs such as the Transportation Infrastructure Finance and Innovation Act and Railroad Rehabilitation and Improvement Financing.
The new Providence Transit Center is part of a broader vision outlined in the state’s Transit Master Plan, a comprehensive strategy that aims to enhance multimodal connectivity, improve rider experiences and support regional goals such as reducing emissions and fostering economic growth.
The TMP aligns closely with RIPTA’s Metro Connector Study, which is exploring rapid transit options including light rail and bus rapid transit to connect key communities within metropolitan Providence.
Durand emphasized the long-term potential of the project. “In addition to the funding opportunities that a bus hub would have in close proximity to a train station, the recent investments in infrastructure improvements on Amtrak’s Northeast Corridor will further improve travel efficiency, increase ridership potential and support seamless connections between regional and local transit systems.”
Safety and efficiency are another aspect at the heart of the new transit center’s design. The facility will feature enhanced lighting, an emphasis on pedestrian safety and a layout that minimizes street crossings for riders. By interconnecting the transit center with other major transportation hubs, including
The Providence Transit Center represents a commitment to creating a transit system that is safe, efficient and future-focused. (Photos provided by Providence, R.I.)
the Providence Train Station, Kennedy Plaza and the Rhode Island Convention Center, the project will streamline transfers and optimize the rider experience.
As RIPTA and Next Wave move closer to selecting a site, the momentum behind the Providence Transit Center continues to grow.
With strong support from Rhode Island’s Congressional Delegation and the guidance of RIPTA’s Board of Directors, the project is poised to deliver a transformative transit solution that will benefit the community for generations to come.
“We’re grateful to the congressional delegation that has been very supportive of
multimodal projects. They will continue to make investments in these types of initiatives,” said Durand. “Once Next Wave completes its thorough analysis, we look forward to sharing its informed formal recommendation for a potential site later this fall.”
The Providence Transit Center is more than a construction project; it represents a commitment to creating a transit system that is safe, efficient and future-focused. Rhode Islanders can look forward to a modern hub that supports their mobility needs while advancing the state’s broader transit and sustainability goals.
Partnership aims increase Portsmouth’s resiliency from sea level, groundwater rise
By JANET G. PATTERSON | The Municipal
Rising ocean levels and stronger storm patterns have caused coastal cities to take notice of the water they share with the earth. It’s the reason the city of Portsmouth, N.H.’s, Department of Public Works has partnered with HydroPredictions, the New Hampshire Department of Environmental Services, the University of New Hampshire and Jennifer M. Jacobs and Associates, LLC, on an innovative groundwater monitoring project.
“We are a coastal town with old infrastructure and historical buildings. We are the only active port in New Hampshire,” explained Christopher Vakili, the city’s stormwater and water quality specialist. “We have a deep relationship with the sea.”
However, he added, until about a dozen years ago there was not much conversation about water quality and the interaction of the sea with the built environment.
That’s about the time the University of New Hampshire began to map the effects of the sea on the area around Portsmouth.
UNH set up a monitor at the city’s Strawberry Banke Museum, a 10- acre site located at the lowest point in town.
The team placed a tidal gauge at the city pier to monitor the rise and fall of the tides not just during storm surges but as the everyday rhythm of coastal life. These monitors, Vakili said, helped scientists to better understand the relationship between sea level and ground water.
The studies led to the recent partnership that will use Portsmouth as a model by assessing groundwater levels, water, sewer
ABOVE: Coastal U.S. cities are taking notice of the water they share with the earth. It’s the reason the Portsmouth, N.H., Department of Public Works has partnered on an innovative groundwater monitoring project. (Shutterstock.com)
and stormwater infrastructure. The city is also looking at the vulnerabilities the built environment face from to sea level rise.
Vakili said the studies are benefitting not only Portsmouth but other cities that experience similar conditions.
The current collaboration includes consultants in climate change adaptation, water quality and coastal road infrastructure.
A project proposed by the partnership will install 10 small shallow groundwater monitoring wells about 20 feet deep at highly susceptible sites. Because using city land makes maintaining the wells more manageable, the sites will be on school and city park property as well as a couple of other city-owned sites.
The 10 sites selected for groundwater monitoring wells in Portsmouth, N.H., were chosen for their location as well as the distance above the level of the Gulf of Maine and the 12-mile long tidal Piscataqua River that forms state’s border with Maine. (Map provided by Portsmouth, N.H.)
The locations were chosen based on a number of factors that included groundwater rise simulations; mapping studies using LiDAR, a laser light that measures distances; accessibility of the site where wells are located and the avoidance of utility lines, Vakili said.
The wells were funded by grants obtained by the University of New Hampshire and will be maintained by Portsmouth’s Department of Public Works.
Each well has four-inch steel protective casings and concrete anchor pads. Drilling work began in early October and wells have been located at various distances from the water to monitor both tidal impacts and to assess groundwater changes further inland.
Vakili pointed out that when there is drilling there are always obstacles, such as the difficulty of drilling into rock. As of mid-December, the city was able to complete seven wells.
By identifying vulnerable areas for rising groundwater and surfacewater flooding, Portsmouth can protect existing city infrastructure and include adaptative planning in future maintenance, design and construction projects. The city had partnered earlier with the University of New Hampshire and Strawberry Banke Museum for real-time monitoring of groundwater fluctuations at several sites in the South
End, and Vakili said the monitors at the museum allow visitors to see water levels in real time.
He added that Portsmouth has a history of being proactive about its relationship to the sea. “We have been concerned about what sea level rise is going to do to our city and the infrastructure. We’ve tried to estimate how high the water can get in certain areas.”
The city wants to be certain that its buildings have good structural integrity, since flooding has reached as high as 18 feet.
“We have to take into consideration king tides and storm surges. Portsmouth, New Hampshire is a bit of a guinea pig so that we can plan better for the future.”
Settled in 1600 and incorporated in 1630, Portsmouth has a population of about 22,000 residents but swells with a working population that commutes into the city. Add to that the tourists who are a big part of Portsmouth life from May to September, as well as the “leaf peepers” who visit during the autumn months. All of this provides an incentive to protect the natural environment and the historic buildings that attract the visitors.
The groundwater monitoring project is part of a broader effort to inform and assist U.S. coastal cities and towns in increasing their resiliency from utility and infrastructure impacts caused by climate-driven increases in both seawater and groundwater levels.
Unlike seawater, which is readily visible, groundwater is the water below the surface of the land that is replenished by rain and melting snow seeping into the ground. Vakili said that to prevent damage from groundwater entering the city’s infrastructure, engineers have resorted to “clever redirecting.”
The wells also can help predict the beginning of a drought and can track its severity as conditions decline or improve.
The shallow groundwater monitoring wells are 20 feet deep and located on public land around the city. Installation of the wells was paid for by the University of New Hampshire. (Photo provided by Portsmouth, N.H.)
Simultaneous projects ensure future viability of Bullhead City
By BETH ANNE BRINK-COX | The Municipal
Cones and barrels are among the indications that projects big and small are happening in a municipality, and residents may not give them much thought unless they involve a detour or any other inconvenient change of daily routines. But it’s a slightly different story in Bullhead City, Ariz., which realized multiple simultaneous initiatives last September — from citywide maintenance to capital improvement projects.
Mackenzie Covert, public information officer for Bullhead City, shared the details of how so many projects wound up happening at the same time.
“Every project runs into unexpected issues. One of the most common issues tends to be supply chain constraints. We ordered a backup generator for our Senior Enrichment Center project more than a year in advance and were given an estimated time of arrival of September. The generator actually arrived three months later than expected, one year and four months after it was ordered.
“Even when we expect long lead times, those times are often longer.”
“Other project scheduling issues can be caused by weather,” Covert continued. “We can’t slurry the streets if it rains too much in one day. If the night is too cold, we might have difficulty filling large cracks and small potholes with the prescribed mastic treatment. If the summer heat arrives too soon or stays too long, it can shorten the season for street maintenance by several weeks, and our summer heat does sometimes slow projects down. For example, the annual City Street Maintenance Program has to shut down in the summer because the slurry we put on the roads cannot set when it’s too hot outside.”
Winter weather generally does not slow down projects in Bullhead City, in part because it does not snow. The winter holidays do slow projects down, though, as employees and contractors take time off.
She said the public is excited about the many projects that happened across the city, some of which are not yet complete.
“We are growing, and the community is optimistic about the growth. We are working to expand our infrastructure, enhance our community amenities, attract new business and grow tourism in our community.”
Delays notwithstanding, the projects consisted of construction of a Senior Enrichment Center, construction on which started in August and was expected to be complete in a year. The new senior campus expansion added 9,000 square feet of space on to an existing building, including 7,700 square footage of indoor activity and meeting space and 1,300 square feet of covered outdoor patio space.
The project was planned not only to expand the number of indoor activities offered, but also to allow quieter space for some of those activities. It also meant that the nutrition center and activities center could be separated, which would remove some nuances that challenged some of the seniors.
Dozens of new Silvercreek streetlights were installed. They stand bright against the Arizona sky. (Photo provided by Bullhead City, Ariz.)
Then, an Optimum Community Center renovations project began December 2023.
“That facility used to be an elementary school. The concrete floor gym has been remodeled and now has a wooden floor and new doors, air-conditioning components, ceiling tiles and LED lighting,” said Covert. “An outdoor covered pickleball court has been installed; interior spaces have been remodeled and included the addition of a new commercial kitchen.” Future phases of the development for the facility will include installing a permanent and dedicated indoor pickleball court.
The new OHV Trailhead connects Bullhead City to the Arizona Peace Trail. McCormick Construction, under contract with the city of Bullhead City, is working to construct a new ATV and UTV parking lot to serve as a trailhead and staging area adjacent to the Arizona Peace Trail just southeast of the intersection of Bullhead Parkway and Silver Creek Rd.
“This over-$1.3 million-grant-funded-project is just the beginning of a multiphase development,” Covert noted. “Phase one will provide a secure and well-lit parking lot for off-highway vehicles, making it easier than ever to access the Arizona Peace Trail and other public lands for outdoor recreation and exploration. Future phases of the project will bring modern amenities like bathrooms, ensuring a comfortable and enjoyable experience for all trail users.”
The trailhead will provide improved access to public lands for outdoor recreation and exploration, enhance public safety with increased lighting and provide parking facilities for all OHV recreationists. It will also offer a convenient and secure place to park and prepare for off-highway adventures and serve as a gateway to some of Arizona’s most breathtaking natural landscapes and trails and a unique opportunity to experience the thrill of off-highway recreation in a safe and regulated environment.
Another project, according to Covert, was the second bridge connecting Laughlin to Bullhead City. It was officially named Silver Copper Crossing by the Clark County Commission.
“The 724-foot-long bridge rests 35 feet above the river and carries one lane of traffic in each direction along with a multiuse trail on the south side for bicyclists, runners and pedestrians that features two overlooks. The bridge has been sought for decades as a means to facilitate cross-river traffic, facilitate the flow of commerce and improve access for emergency vehicles,” she said.
The bridge structure consists of precast concrete girders on drilled shaft foundations. It is located 8 miles south of Laughlin’s only other bridge, which has been in operation since 1987 and was paid for by Laughlin founder Don Laughlin. Federal funding for the new bridge was first committed in the 1990s and construction began on the $60.6 million project in November 2021.
Many new streetlights have been installed across the city, and Bullhead City Utilities worked to enhance Bullhead’s water system with a new well, piping, metering gear and valves while also doing remedial work that became necessary after previous repairs failed.
The remedial work has been performed steadily since 2021, when Bullhead City took over its water system from EPCOR Utilities Inc. In September 2022, the city began replacing or repairing 130 pressure reducing and/or pressure control valves throughout the system. Because those valves regulate water pressure, faulty valves were resulting in unbalanced pressure, which can strain or damage
A team was eager to begin work on Arizona’s Bullhead City Animal Resource Center in August. The construction project was one of several infrastructure, construction and remediation projects the city has taken on during the last three years. (Photo provided by Bullhead City, Ariz.)
Six weeks later, it was easy to see how large the finished Bullhead City Animal Resource Center would be. (Photo provided by Bullhead City, Ariz.)
The work of expanding the parking lot for a senior campus moved swiftly and produced dramatic results. (Photo provided by Bullhead City, Ariz.)
the pipes and equipment. The remedial work extended the lifespan of existing infrastructure and provided more reliability and quality.
Covert explained how the various projects were funded.
“City projects are funded through multiple means. The council approves a budget in June for the July fiscal year. The transparent lineitem budget lists capital improvement projects, costs and revenue sources. We compete aggressively for grant funding to supplement funding for improvements to our transportation infrastructure, our water and sewer infrastructure and our tourism amenities.
“Some city improvements are funded with special funds as opposed to general funds. For example, sewer and wastewater improvements are funded through customer utility bills. When customers pay their water bill, that money goes into the utility fund and can only be spent on utility maintenance, operation and capital improvement. We also have a unique fund called the Marketplace fund, where summer parking fees for our beaches are collected and reinvested in city parks.”
She said that large city expenses have to be approved by the city council.
“Our council meetings are recorded alongside an indexed agenda and stored online on our website database. The agendas are searchable, which means you can quickly search our entire database for the right keywords and find more details about any of these or other city projects. The documentation will tell you when a project was approved, when it was slated to begin, the period of time the contract
A worker cleans a Bullhead City’s sewer line. The city’s water and sewage departments take care of the city’s hidden infrastructure, and in addition to sewer maintenance, the crew has spent the past couple of years doing extensive remediation work on the city’s water system. (Photo provided by Bullhead City, Ariz.)
set for the project to be completed, which contractor was awarded the project and how much money the project was approved for.”
The transparency seemed to help residents feel good about how money was being spent and what the status of a project was at any given point in time.
Wherever they turn, they are seeing improvements and upgrades happening in Bullhead City. M
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things you must know BEFORE buying a STREET SWEEPER
March 4-6 Missouri Rural Water Association Annual Conference
Branson Convention Center, Branson, Mo.
https://moruralwater.org/ conferences/
March 4-7 2025 Work Truck Week
Indiana Convention Center, Indianapolis, Ind. https://www.worktruckweek. com/register
March 6-8 Wisconsin Firefighters Association Convention
Madison Marriott West, Middleton, Wis.
https://www.wistateff. org/2025-wsfa-convention
March 10-12 Nebraska Rural Water Association Annual Conference Younes Center, Kearney, Neb. https://www.nerwa.org/annualconference
March 10-12 NLC Congressional City Conference Washington, D.C. https://ccc.nlc.org/
Bottom Up or Top Down — What’s the Best Way to Safeguard America’s Streets?
By DEVORAH WERNER | Content Specialist, Traffic Logix
Everyone agrees that our nation’s roads are in need of change. A study published last year paints a grim picture. U.S. pedestrian deaths are at a 40 year high and have been on the rise since 2010. Distracted driving also continues to be a concern, claiming thousands of American lives each year. And data shows that the U.S. lags in efforts to improve. The overall traffic fatality rate in the U.S. is 50 percent higher than comparable nations in Western Europe, Canada, Japan, and Australia.
Most U.S. roads were designed to get people to their destinations as fast as possible. But that’s no longer our nation’s priority. And road designs need to be subsequently reconsidered. The roads of tomorrow need to help more people, using more modes of transport, to all get to their locations safely.
The question is- what’s the best way to do that? Can small towns, villages, and cities do it on their own? Or is a bottom down, statewide approach the best way to revamp our roadways?
One street in Philadelphia, coined the “corridor of death,” highlights the issue of where to start with protecting road users. The Boulevard was named the most dangerous street in the city and one of the most dangerous in the nation. The city has tried to enact change to reduce crashes on the road. But they can’t. Because the road is controlled by the state of Pennsylvania.
This situation is common across the country, where many of the nation’s most dangerous urban streets are under the jurisdiction of state DOTs. Most of them were constructed decades ago, when their usage was far different than it is today.
In truth, only 14% of urban road miles across the U.S. are under state control. But a staggering two thirds of collision fatalities in the 101 largest metro areas occur on these roads. In some areas, the disproportion is growingfor example in Austin, Texas, road fatalities dropped 20% on locally managed roads while increasing by a staggering 98% on state-controlled roads.
So is a bottom down approach the best way to counter the dangers of our roadways?
In Iowa, the state took a novel approach with a bottom down approach that keeps the power in the hands of local municipalities while still enacting safer roadways across the state.
The Iowa DOT researched the best way to slow drivers down, decided on radar speed signs, and created a statewide program offering signs free of charge to any of the 350 communities located along their highway system of 10,000 miles of roads. Cognizant that the state’s highways pass through the heart of its many small towns, the DOT chose to play a pivotal road in helping communities across the state to slow speeders and keep their roads safe.
The Iowa DOT use case highlights a unique way of protecting local roadways, regardless of whose jurisdiction they’re under. By giving the signs over to local towns and cities to manage, the DOT is helping to protect vulnerable local roads in conjunction with local communities.
But while the 14% of cities experiencing disproportionate fatalities need DOT intervention, the other 86% of our nation’s cities need a bottom up approach. DOTs can’t force interventions on local cities, although like Iowa did, they can encourage the use of effective tools and strategies to implement them.
However, communities of all sizes need to assess their risk factors, decide on the best strategies to slow vehicles down, and make the implementation of those strategies a top priority.
For many, that strategy will need to be multi-layered, acknowledging that one size doesn’t fit all when it comes to protecting today’s varied road users. Adding additional solutions such as speed humps or automated cameras can play a pivotal role in protecting roads.
For example, one California beach city that grappled with speeding hot spots and school zone safety concerns, took action and implemented radar speed signs and rubber speed cushions. The results were encouraging, speeds decreased, reckless driving ceased, and kids were able to get to and from school safely.
But as long as cities wait for others to get involved or wait for a tragedy to spur them to action, our drivers, walkers, and cyclists will continue to suffer.
Whether a bottom up or bottom down approach is best depends on where you live and local laws. But taking action with a variety of tools and strategies to protect all road users is the only way that our streets will finally get the change Americans deserve.
SafePace Evolution driver feedback sign by Traffic Logix. (Photo provided by Traffic Logix)
Recycled rubber speed cushions by Traffic Logix. (Photo provided by Traffic Logix)
Conservation: A presidential priority
National parks are part of the legacy of the United States.
In 1872, President Ulysses S. Grant signed legislation establishing Yellowstone National Park as the first natural habitat that would be preserved for Americans and visitors to enjoy in perpetuity. Since then, land in all 50 states more than 85 million acres, including Yellowstone has gained the protection from development that comes with being a national park.
It is also the legacy of several U.S. presidents to have added particularly large amounts of land to the national parks register. Among the biggest steps for national park conservation over the past two decades were the establishment of Mojave National Preserve in
California by President Bill Clinton in 1994, which protected over 1.5 million acres of land, and President Jimmy Carter’s establishment of the 13 million-acre WrangellSt. Elias National Park in Alaska. The creation of the National Park Service by President Woodrow Wilson in 1916 was another critical step in maintaining the country’s vast variety of natural habitats so that they could be understood and enjoyed by all.
Considering these and other contributions to the national park system, the website lawnlove. com evaluated each U.S. president since Grant and ranked him based on how much he influenced the development of national parks. The Municipal is sharing these results in honor of Presidents Day.
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