A Indiana Local Transportation Technical Assistance Program Newsletter
SPRING/SUMMER 2025
YOUR MAP TO ROAD SCHOOL
A guide for locals navigating Purdue Road School this March
TRAFFIC COUNTERS 1O1
The pros and cons of available traffic counters
WHERE THE WIND BLOWS
How standing corn rows effectively reduce blowing, drifting snow
The mission of the Indiana Local Technical Assistance Program (LTAP) is to foster a safe, efficient, and environmentally sound transportation system by improving the skills and knowledge of local transportation providers through training, technical assistance, and technology transfer.
https://www.purdue.edu/inltap/
Welcome to the first Local Road Newsletter of 2025. You might notice it's a wee bit thicker than usual!
A top goal for LTAP's communication team in 2025 is to improve the quality of our newsletter. To do so we have reduced the number of times we print the newsletter to two times a year. This provides the staff ample time to create content, especially long-form articles. Essentially, you will be getting the same number of pages each year but with better quality!
We always have news to share, so we will be sending out a digital version of our print newsletter twice a year as well. So, two digital and two print. To make sure you receive one and/or the other, sign up at https://www.purdue.edu/inltap/ resources/newsletter.php.
That's not the only change at LTAP, read the next page about recent promotions.
A guide for locals navigating Purdue Road School this March
COUNTERS
The pros and cons of available traffic counters WHERE THE WIND BLOWS
How standing corn rows effectively reduce blowing, drifting snow
What they are and how they benefit homeowners and their community
Ashley Watson SENIOR LTAP COMMUNICATIONS SPECIALIST
Three simple steps towards
For more updates, bookmark our website and follow us on social media!
Since 1959, the HERPICC program, which later became the Indiana LTAP program, has provided training and technical assistance to the local transportation community throughout Indiana. Over the years, the program has experienced both successes and challenges. Its longevity can be attributed to the many individuals who believed in its mission and vision.
Last year, our leadership team initiated a proactive restructuring plan to prepare the program for the future, ensuring we are fully equipped to meet the demands of tomorrow’s transportation infrastructure today. As part of this plan, I took on my new role as Associate Director. This promotion allowed us to develop two new positions that align with the program's four focus areas and enhance the services we provide to our local agencies.
We are pleased to announce both positions have been filled by members of the LTAP team. Meredith Camp has been promoted to Assistant Director for Operations, and Jennifer Sharkey, PE, has been promoted to Assistant Director for Engineering. Meredith and Jennifer will guide the Indiana LTAP program as it adapts to the evolving needs of today’s workforce and assists community leaders in finding and training the workforce of tomorrow.
I feel fortunate to be around long enough to witness another milestone in Indiana LTAP's history. When I was a young highway maintenance foreman, I recall reading a HERPICC publication on highway revenues developed by Professor Jon Fricker and using a handbook on surveying and leveling gravel roads created by Professor Chuck Scholer. I will never forget the day, I picked up the Indiana LTAP Pothole Gazette Newsletter and saw that John Habermann and John Haddock were now at the helm of the LTAP program. Meredith and Jennifer continue this legacy of leadership with the support and enthusiasm of the Indiana LTAP team.
Please join me in congratulating Meredith and Jennifer on this well-deserved achievement. I look forward to watching Meredith and Jennifer write the next chapter in the Indiana LTAP story.
Richard Domonkos Associate Director
Indiana Local Technical Assistance Program
MARCH 18 - 19 @ PURDUE
Can you believe we are about to embark on the 111th year of Purdue Road School? Since its fruition in 1914, Purdue Road School has adapted to the evolving needs and demands of Indiana transportation. The opportunities for learning, networking, and growing are plentiful and—can we say—a bit overwhelming!
This year's program offers more than 225 sessions within 19 technical tracks. On the next several pages, Indiana LTAP lays out a road map for locals navigating the conference program. On page 7, the LTAP staff recommends their session picks for locals.
Also included is information on where to find LTAP, how to vote for the Indiana Transportation Innovators People's Choice Award, what local haunts to visit, where to score a stack of pancakes, and more.
If you have any questions, please do not hesitate to contact us at intlap@purdue.edu.
We look forward to seeing you at Road School!
You will not want to miss this year's Opening Session in Loeb Theater (Stewart Center) at 9:30 with guest speakers:
▶ Matthew Ubelhor, Indiana Secretary of Transportation and Infrastructure
▶ Kent Abernathy, Indiana Department of Transportation Commissioner
▶ Kellie Streeter, Knox County Commissioner
▶ Richard Hedgecock, President Indiana Constructors, Inc. (Moderator)
There is A LOT going on at Purdue Road School. Luckily, an app was developed to keep you informed throughout the week.
Within the event app, you will find information on all conference sessions including maps of each of the conference venues on the West Lafayette campus.
The app is linked to your event registration. Adding sessions to your schedule through the app is one of the ways that you can self-report your attendance for PDH/CEU certificates that will be issued in April.
Joining a session in the app will allow you the option to submit questions during a Live Q&A (opens 15 minutes before the session start time and closes 15 minutes after the session end time).
The app will allow you to connect with your peers allowing the option for attendees to message one another and/or engage in our discussion boards throughout the 2025 conference.
Indiana LTAP will be available on-site at the conference in the Purdue Memorial Union (First Floor) in Room 118 (118 Lounge). Someone will always be available to assist you.
There are many reasons to stop by the Indiana LTAP table. Visit Room 118 to:
▶ Meet Indiana LTAP staff or find out where you can locate specific staff members at Road School
▶ Pick up the latest Road School publications: the directory and planner (see right)
▶ Grab promotional materials about resources, upcoming events, and more
▶ Take a break from the festivities by sitting on our couches
▶ Have your Road School questions answered
While you are in Room 118, please visit our fantastic transportation partners!
▶ INDOT Innovation
▶ Highway Worker Fund
▶ APWA - Indiana Chapter
▶ IGIO (Indiana Geographic Information Office)
▶ ISCA (Indiana Street Commissioners Association)
Pick up our two newest publications at our Road School Table. Get yours while supplies last!
Directory of State, County, City and Town Officials
This book lists updated contact information for Indiana state, county, city and town officials responsible for road and street work.
It is also available as an app and excel sheet. Learn more at www.purdue. edu/inltap/resources/ publications
Dr. John Fricker
Monthly Desk Planner
A March 2025March 2026 planner with upcoming transportation events and conferences.
Indiana LTAP staff share their recommendations for local agencies attending Road School.
▶ TIME: 1:00-1:50 PM
▶ ROOM: STEW 320
▶ SPEAKER: Kevin Elliott, Applied Research Associates, Inc.
▶ PDH: 1
In today’s fast-paced media landscape, local agencies must be equipped to effectively communicate with the press. This session will provide essential tips and strategies for local officials to manage media interactions confidently and transparently. Learn how to craft clear messages, handle tough questions, and maintain a positive relationship with journalists. Whether addressing routine matters or navigating crises, these expert insights will help ensure your agency’s story is told accurately and professionally, while strengthening public trust.
▶ TIME: 2:00-2:50 PM
▶ ROOM: STEW 306
▶ SPEAKER: Joe Pearcy, Indiana LTAP
▶ PDH: 1
Employee evaluations help set target goals and maximize limited resources. Using all the available tools in your toolbox will help boost the quality of performance.
This presentation will focus on goal setting, prioritizing objectives, offering helpful feedback, and improving service standards.
▶ TIME: 3:00-3:50 PM
▶ ROOM: STEW 306
▶ SPEAKERS: Patrick Conner, Indiana LTAP; Jennifer Sharkey, Indiana LTAP
▶ PDH: 1
This presentation will look at the future expansion of PASER training and opportunities for local agencies.
▶ TIME: 4:00-4:50 PM
▶ ROOM: STEW 306
▶ SPEAKERS: Todd Morrison, University of Kentucky; Joe Pearcy, Indiana LTAP
▶ PDH: 1
This session will explain how to meet the 2022 Entry Level Driver Training (ELDT) requirements for a commercial driver's license (CDL). We will focus on the IN LTAP's Train the Trainer program designed to assist municipalities in providing in-house training and discuss the 2023 modernization of the Basic Controls Skills Test by the Indiana BMV.
▶ TIME: 8:00-8:50 AM
▶ ROOM: PMU East & West Faculty Lounges
▶ SPEAKERS: Matthew Ubelhor, State of Indiana; Kent Abernathy, State of Indiana; Michael Rowe, United Consulting; Richard Hedgecock, Indiana Constructors, Inc.
▶ PDH: 1
Transportation leaders and partners in innovation come together to highlight innovative ideas from across the state and announce the winner of the Purdue Road School People’s Choice Award.
▶ TIME: 9:00-9:50 AM
▶ ROOM: STEW 278
▶ SPEAKER: Todd Morrison, University of Kentucky
▶ PDH: 1
This session will equip agency leaders with essential tools to navigate ethics in public service. Participants will explore foundational ethical concepts, the importance of public trust, and practical strategies for ethical decisionmaking. Real-world case studies will help leaders identify and resolve ethical dilemmas while fostering an ethical organizational culture. By the end, participants will be prepared to lead with integrity, build trust, and inspire ethical behavior within their teams and organizations.
▶ All attendees should plan on utilizing and parking in the following locations: Grant Street Garage, Wood Street Garage, or the Pierce Street Gravel lot.
▶ Each location will require a $10 event parking rate (per day).
▶ Motorists should pull forward into a parking space with the vehicle's license plate facing the drive lane for enforcement purposes. Individuals who back into a parking space or do not have the license plate
▶ TIME: 11:00-11:50 AM
▶ ROOM: STEW 218 CD
▶ SPEAKER: David Orr, Cornell University
▶ PDH: 1
There are high-tech tools for measuring speed, traffic volume, and other items needed in a safety study. There are also very simple methods that can be used by anyone to get an initial estimate, check the fancy tools, or determining if it is worth spending time and money on a more complicated review. This session will review some of these simple methods to determine traffic volumes, speeds, sight distance, passing zones, clear zones, and where to place road signs.
visible are subject to receiving a citation.
▶ Vehicles may not be stored in any parking lot or garage for longer than 24 hours, unless otherwise indicated, without permission from the Parking Facilities office. Any vehicle in violation of this may be towed at the owner's expense.
▶ Vehicles displaying U.S. government or state of Indiana government license plates may park in any “A”, “B”, or “C” spaces. This privilege does
locations: Designated
University Vehicles spaces, Grant Street Parking Garage, Harrison Street Parking Garage, Wood Street Parking Garage, nor Pierce Street Gravel lot.
▶ Parking is also available at payby-phone areas on campus for short-term visits through the ParkMobile app.
137. INLTAP's Local Agency Roundtables for Elected Officials
▶ TIME: 9:00-10:50 AM
▶ ROOM: STEW 320
163. INLTAP's Local Agency Roundtables for County Engineers and Supervisors
▶ TIME: 1:00-2:50 PM
▶ ROOM: STEW 314
▶ Pat Conner, PE, Lead Asset Management Engineer
▶ Kathy Eaton-McKalip, INDOT LPA Grant Administrator
▶ Kevin Elliott, Applied Research Associates, Inc.
PDHs PER ROUNDTABLE: 2 PDH
The innovation programs of Indiana LTAP and INDOT joined together to further recognize the transportation innovators of Indiana. Both programs host competitions to find the best Indiana innovators. Then, they pool their applicants together at Road School to award the People’s Choice Award.
Review all the entries and cast your vote at: inltap.info/2025RSInnovation
AND Check out our Innovation Alley equipment displays located between the main conference venues of STEW & PMU
Winners will be announced on March 19th (WED) at 8:00 AM at the LTAP/APWA breakfast.
SPONSORED BY INDIANA LTAP & APWA - INDIANA CHAPTER
Come enjoy breakfast on us Wednesday, March 19 in the East & West Faculty Lounge on the 2nd Floor of the Purdue Memorial Union.
CHOW DOWN ON...
& PANCAKES
Wed, 3/19
6:45 - 8:30
Town of Munster
With their Paving Crew Ambulance Conversion
▶ Purdue Conferences will be sending out an email a week before with key information on arriving to the conference.
▶ Campus and building maps can be found on the Purdue Road School website.
▶ Complimentary coffee will be served from the Exhibit Hall, located in the Purdue Memorial Union North and South Ballrooms on Tuesday and Wednesday from 7:00 AM to 5:00 PM.
▶ Lunch will be available between 11:00 AM and 2:00 PM (EST) each day and will be served at three buffet stations in the Purdue Memorial Union.
▶ WiFI is available! If you are a guest at Purdue, you can use the attwifi network. To connect: select the attwifi network name in your wifi settings. If not automatically redirected to a web browser, open a browser and tap on the "Connect" button to access the complimentary wifi.
I get my
Unlike other Indiana LTAP conferences and events, Purdue Conferences oversees Road School PDH/ CEUs. To learn more about how submitting and receiving Road School credits work, please visit the Purdue Road School website.
Okay, we are using "party" loosely here, but there is plenty of fun things to do, see, and eat in the area. LTAP staff was asked about their favorite places on and near campus.
Von's has it all: books (both new and used). gems and minerals, jewelry, clothes, records, beads, gifts, and more. Every payday I treat myself to a trip to Von's. I recommend giving yourself some time to shop around. There's a lot of cool stuff!
}Ashley Watson, Sr. Communications Specialist
MSEE Starbucks shouldn't have as long of a line as the PMU Starbucks during Road School.
https://purdue.campusdish.com/en/ locationsandmenus/starbucks/
}Robert Ooms, Lead Event Planner
I would recommend Wolfies Grill, some of the best food around. I would also recommend Riverside Skating Center. My daughter and her friends have a blast ice skating. :)
}Rhiannon Conn, Administrative Assistant
Black Sparrow, Ritual, and the Purdue Union.
}Pat Conner, Lead Asset Management Engineer
Nine Irish Brothers is a great place to grab a drink and some grub. I highly recommend the Fried Pickles and The Irish Godfather.
}Joe Pearcy, Sr. Training Specialist
Sunrise Diner or Wanderlust Coffee Shop. }Meredith Camp, Assistant Director for Operations
No matter what aspect of the transportation industry you’re involved in, there is a need for traffic counts. Whether it’s determining to pave a road, set a speed limit, or apply for funding, traffic volumes, speeds, and classifications are needed to make those decisions. This article will help you decide which type of traffic counter would work best for your agency and the types of roadways you maintain.
We’ve compiled data about the most commonly used traffic counters, including a capital cost estimate to count a two-lane road. All counters discussed herein are capable of capturing vehicle counts, speeds, and vehicle classifications, as well as summarizing the data into usable reports with the provided software. None of the counters, except the video counters, can accurately count or characterize platooning or queued traffic.
Special thanks to INDOT and the Evansville MPO for their vast knowledge and contributions to this article. If your agency would like to borrow INLTAP’s magnetic traffic counters, please contact Joe Pearcy at wpearcy@purdue.edu or 765-4946718.
Ideal for: Low volume counts, rural settings, two-lane roads
Initial Cost: ~$1750
Tube counters are probably the most recognizable counter used since they are highly visible when placed across the roadway. Pneumatic road tube sensors send a burst of air pressure along a rubber tube when a vehicle's tires pass over the tube. The pressure pulse closes an air switch, producing an electrical signal that is transmitted to a roadside counter.
Tubes are stretched across the roadway and secured at both ends. A count device is attached to one end and secured to a nearby fixed object. If they are placed in an area with on-street parking, temporary no parking restrictions are needed.
• Inexpensive
• Can be used on bike lanes
• Not as accurate on more than two-lane roadways or congested areas
• Inaccurate axle counting when truck and bus volumes are high
• Temperature sensitivity of the air switch
• Damaged tubes from vandalism and truck tire wear require regular replacement
• Density of traffic and type of terrain affects the life span of the tubes
• On-street parking can limit where to deploy units
• Can potentially create a tripping hazard if run across sidewalks or walking paths
• Personnel must cross the roadway several times to set up tubes
Ideal for: urban and rural settings
Initial Cost: ~$4200
Magnetic counters are installed in the roadbed, covered by a mat drilled down to secure it. They work by sensing a disruption in the magnetic field when a vehicle passes over. Based on the length of time the field is disrupted, the counter can determine the length and speed of the vehicle. One counter can count one lane of travel. Software is used to program the counters before the count and download the data after the count.
To our knowledge, MH Corbin is currently the only manufacturer of this type of counter. Customer service and support has been exemplary in the 20+ years we have dealt with the manufacturer. The current counter available is the NC 350.
• Not usually noticeable by roadway users
• Can be used on gravel roads
• Can be put in turn lanes for turning counts
• Quick and easy to install
• Long-lasting batteries
• Bluetooth connection
• Available for free rental through INLTAP’s Equipment Loan Program
• Cannot usually be used in winter because of snow plows
• Cannot be used where street sweepers are in operation
• Personnel are in the roadway for installation; temporary traffic control for a brief lane closure is required
• Current versions cannot count alley traffic (i.e. one-lane, two-way)
Ideal for: rural settings with low to moderate traffic traveling at moderate to high speeds
Initial Cost: ~$2400 per unit
Radar counters work similarly to the radar speed guns used by law enforcement. They are secured on a roadside post or pole and shoot radar up the road. Some have the capability to count roads wider than two lanes. They do not need to be programmed before the count, but do require software to download the data. There are currently many manufacturers of this type of counter.
• Roadside installation does not require personnel to work in the road
• Can be used on gravel roads
• Can be used year-round
• Newer models are small and easy to install
• Long-lasting batteries
• Bluetooth connection
• Cannot count turning movements
• Require a pole or post roadside in a convenient location
• Older models can be cumbersome to mount and are noticeable
• May not be as accurate in moderate to heavy traffic because of shadowing effect (far vehicle blocked by near vehicle)
Radar counters can be quickly deployed roadside without preprogramming. Newer models are smaller in size but just as capable
Ideal for: urban settings, intersection counts, ped and bike counts, turning movements
Initial Cost: ~$7745 (may also have annual fee, depending on unit purchased)
Video counters are the latest technology in traffic counters. They use artificial intelligence (AI) to detect the type of roadway user captured by the video recording; this allows counts of pedestrians, bicycles, scooters, buggies, etc. This is the only counter that can capture all modes of traffic. One video count can capture an entire intersection, replacing the need to count each intersection approach individually, therefore is beneficial in urban areas where turning volumes are needed for intersection studies.
The video camera is installed on a telescoping pole and secured to a nearby fixed object.
• Can count all modes of traffic, including bikes, pedestrians, and buggies
• Can capture entire intersection and turning movement counts
• Likely the most accurate counter available; more accurate than other counters in heavily congested and low speed areas
• Roadside installation does not require personnel to work in the road
• Provides a visual account of traffic patterns you can use to verify correct data
• The only counter that can accurately count and characterize platooning or queued traffic
• Can be used on gravel roads
• Can be used year-round
• Expensive – high initial cost per unit and must pay for each battery
• Processing fees required for each count (older model)
• Weather can affect the count (e.g. sun glare, rain, snow, ice build-up on camera, etc.)
• In windy areas, pole may need to be secured near the top to prevent swaying
• Large intersections may need more than one video count
Video counters utilize the latest technology to provide the most versatility in traffic counts. From counting pedestrians to turning movement counts, video counters can do it all.
The Indiana County Highway Workers Foundation (ICHWF) is a 501(c)3 nonprofit organization that was established in 2024 to assist the families of Indiana highway workers who are killed or disabled while working.
Since its inception in the spring of 2024, ICHWF has raised over $30,000 for the benefit and support of County Highway Workers. We would like to thank all who have contributed, making this possible.
In the fall of 2024, ICHWF made its first grant contribution of $5,000 to a Newton County Highway worker who was seriously injured in a crash while operating his dump truck during chip seal operations.
Across the state the ICHWF stands ready to help these families when its most needed and we consider them part of our family.
You can support a fallen road worker by making a donation on our website. Each dollar raised helps a county worker in need.
Join the Indiana County Highway Workers Foundation (ICHWF) for its annual golf outing fundraiser on Thursday, September 18 at River Glen Country Club in Fishers, IN
Early registration and sponsorship is now open for our 2025 golf outing and fund raiser on our website.
Date: Tuesday, September 18, 2025
Check In & Lunch: 11:00 a.m.
Shotgun Start: 12:30 p.m.
Location: River Glen Country Club
By Emily Bergman, Technical Writing Intern, Center for Technology & Training
Reprinted with permission from Michigan LTAP's The Bridge, 35.3
New research suggests that living snow fences (LSFs)—physical barriers, often composed of shrubs and trees and native grasses, constructed adjacent to roadways to trap blowing snow and prevent it from drifting onto the roadway—are effective, in terms of both function and cost, for managing blowing snow in the wintertime. Three new studies released between 2021 and 2023—a field test, a benefit-cost analysis, and an analysis of landowner perspectives—explore the benefits that living snow fences may provide in our region.1,2,3
While all types of snow fences were found to be “cost-effective (benefit–cost ratio > 1)”, the 2022 studies found that standing corn rows (SCRs)—a specific type of living snow fencing—are the “most economical” because they share the same benefits as structural snow fences and living snow fences composed of trees and shrubs, while not requiring “installation and maintenance investments”. 1
Furthermore, landowners consider SCRs to be the least intrusive form of snow fencing.²
SCRs are 8 to 16 rows, or 30- to 60-foot-wide swaths, of corn that are left standing along roadways where blowing snow is an issue in the wintertime. These SCRs trap snow behind and within them before it has the chance to blow and drift on roads. SCRs function as a “windbreak” and are very effective at it.4 Jim Griesbach, county highway commissioner for Marathon County, Wisconsin, related, “We’ll get 50 mile per-hour winds that’ll blow down our structural snow fencing, but the corn stays standing.” Thus, SCRs reduce snow blowing across roadways.
In turn, SCRs are intended to reduce the need for local agencies “to remove the snowfrom the roadway with plows and salt”, says Lucas Meddaugh, county engineer for Portage
County Highway Department in central Wisconsin.
Griesbach emphasized, “Even a mile, a halfmile, or a quarter-mile of standing corn rows gets us one less area that has concerns with blowing snow, so we’ll take every mile that we can get.”
The Antrim County Road Commission (ACRC), in the northwestern Lower Peninsula of Michigan has used SCRs twice. The first time was unintentional, according to Burt Thompson, engineer-manager at ACRC. “We had a farm field where the farmer left some corn rows standing in an area that was a bad drifting area, and we noticed that it really worked well,” Thompson observed.
Then, in the winter of 2020/2021 a landowner came to ACRC with a complaint about drifting snow problems along their property. “So, I said ‘well if you have corn in that field, you might want to try just leaving some rows standing’, and the farmer did,” Thompson shared. He continued, “This area wasn’t as wide open as the other area and didn’t get the same degree of drifting, so it wasn’t as profound in effect but it still worked and the landowner was please with it.”
Although a SCR program has not been implemented in Antrim County, Thompson said that, despite not pursuing SCRs, the idea is “in the back of [his] mind”. “We might in the future,” he reflected.
What makes SCRs an easy-to-deploy snow fencing is the fact that they can be grown in one season. Other forms of LSFs take years or decades to mature and realize their full benefit.
Each segment of SCRs also equates to one less structural snow fence installation that road-owning agencies must do in the late fall. That’s when Marathon County Highway Department often “runs out of time” for preparing its network for winter, according to Griesbach, who considers the reduction in workload among the “main benefits” of SCRs.
“SCRs can have a good effect on minimizing drifting and they certainly do provide that wind and snow break” related Thompson. Managing blowing, drifting snow on roadways with the use of SCRs can translate to savings for agencies in terms of plowing and anti-icing/deicing measures. “It’s significantly cheaper to use the existing crops versus using snow plowing equipment,” said Meddaugh. He shares that Portage County Highway Department often gets late-afternoon calls about drifting snow. A round trip for a plow to a rural location in Portage County and performing one to two passes can require anywhere from 3 to 12 hours of staff time, he says. According to manager of the Roscommon County Road Commission (RCRC), Roger Saxton, plow operator labor, wage, and benefits is approximately $45 an hour and equipment costs for plowing are around $65 an hour. Plus, less snow drifting on the roadway means less need for chloride deicers, another cost saver that has environmental benefits as well.
“Extra snow removal equipment, like tractors with snow blowers or dozers to push back the snow, aren’t needed,” added Dan Gullickson, a supervisor with the Minnesota Department of Transportation’s (MnDOT) Blowing Snow Control Shared Services, about areas that employ SCRs. “We will still need to use snow plows but can avoid using the extra equipment to keep the highway free of drifts.”
Furthermore, SCRs can reduce soil erosion in windswept areas where ditches “accumulate a few inches of sediment” each year, and they can “sequester or secure carbon”, according to Meddaugh, Griesbach, and
Gullickson. Moreover, research has shown the living snow fences go even further by “avoid[ing] carbon emissions” entirely by reducing the need for snow removal operations.
For landowners, SCRs offer “better access to their fields” and “less impact on seeded fields” in comparison to structural snow fencing that frequently blocks field entrances and requires equipment to install that leaves ruts, suggests Meddaugh. Landowners also enjoy knowing that they are helping their local road-owning agencies to maintain safer roads for the motoring public by participating in SCR programs. Meddaugh shared, “The landowners who are continuing to do this, they know that it helps us significantly.”
Road users experience clearer roads in places that employ living snow fences like SCRs as well as less potential for injury and damage in run-off-the-road events. “Living snow fences of standing corn rows or shrubs less than 4 inches are safer to drive into if a vehicle leaves the road,” commented Gullickson.
Although SCRs are a seemingly effective and easy solution to the problem of blowing snow on roadways, there are a few drawbacks to their use. One is the need for annual landowner- agency agreements. Another challenge is crop rotation.1 Meddaugh relates that some areas with blowing, drifting snow issues may see corn “once every 3 to 4 years”. That concurs with Thompson’s experience in Antrim County. “Landowners don’t want to grow corn in the same spot every year; they’re going to rotate through crops,” he said.
Finally, despite Meddaugh and Griesbach’s experience of landowners’ indifference towards springtime crop removal, the 2022 surveys found that landowners do find it problematic to time crop removal around rain and wet soils, fertilization, and other spring work, and to clean their combines for a second time.1
NOTE: The distance of 35 times the height of the fence is circumstantial and based on 50-percent porosity with no melt off. WisDOT highway maintenance engineer, Peter Wisniewski, says he has not observed drift with 7 times the height.
Thickening the vegetation in the snow fence increases snow caught on the upwind side of the fence or within the fence itself. Over the course of the winter season, frequent melt offs reset the capacity of the living snow fence. A second line of vegetation could serve to catch far snow (snow beyond 300 feet). WisDOT’s LSF designs change based on available right of way.
How and where to construct SCRs looks different depending on the location. SCRs typically require 8 to 16 rows of corn. “How far the corn is from the edge of the pavement determines how much corn must be left standing,” noted Griesbach, adding that SCRs that are 50 to 100 feet from the edge of pavement typically require 12 to 16 rows while SCRs that are 200 feet away are effective with as few as 8 to 11 rows.
Snow fence installations address the nearest 2 miles of roadway to an area that’s experiencing blowing, drifting snow, says Gullickson. He detailed, “A snowflake doesn’t move much further than 2 miles without getting caught by something or sublimating and falling apart.” Gullickson continued, “Using the corridor method for implementing blowing snow control creates a more predictable driver experience during snow events.”
In terms its benefit-cost ratio, researchers of snow fence installations in Illinois found that the length of the installation negatively influences the benefit-cost ratio until the snowfenced segment reaches 6 miles or longer, where the values stabilize.1 They concluded moderate length installations less than 6 miles would “achieve a more cost-effective project”. 1
According to Gullickson, the benefit-cost of a snow fence installation is positively influenced by improved mobility of freight and emergency services—both outcomes of snow fences.
The effectiveness of SCRs also relates to crash data on the site and input from road maintenance personnel in identifying candidate locations. 2 “Location, location, location!” Gullickson emphasized, saying it’s important to consider locations with higher incidences of roadway departures and higher traffic volumes. “Along with that, you have to factor in the labor, materials, and equipment that are used during snow and ice removal operations to determine the benefit-cost and rank where to deploy these treatments,” he added. Griesbach and Meddaugh say that candidate locations are commonly noticed by road-owning agency personnel in their daily commute.
From Gullickson’s perspective, outreach by plow operators is the most effective way to share the SCR program with landowners. “If landowners can hear firsthand from a plow operator who had to plow snow on Thanksgiving or Christmas Day and do emergency rescues, that might compel them to say ‘I’m interested in doing this for the greater good’,” shared Gullickson. He continued, “The landowners want to know they’re making a difference; nothing can replace that interaction with an individual landowner.”
“In Indiana, the optimum planting ‘window’ for maximum corn yield potential occurs between April 20 and May 10 of each year. For the southern counties in the state, this 'window' may be shifted one week earlier and for the northern counties in the state, this ‘window’ may be shifted one week later.”
- Dan Quinn, “When Is the Best Time To Plant Corn?”, Purdue ENTM Extension’s Pest & Crop Newsletter 2022.3
Thompson shares that perspective. “You need to have a relationship with the landowner, a conversation with the farmer to see if they’re willing to do it, and then you have to work with them on it,” he explained.
However, landowners remain concerned about acres used, crop unit price, loss of revenue, and timely compensation. 2 As an incentive for landowners to participate in the SCR program, Minnesota DOT uses a rental formula that adjusts the yearly rental rate based on the national farm product price index, allowing landowners payment based on the economics of the industry. “If commodity prices go down,” Gullickson pointed out, “landowners are not going to get less than what the rate was when they signed up with us, but then this also allows us to give landowners a bonus or an incentive payment that is based on the economics of the industry.” That payout equates to approximately $1000 per acre of SCRs per program year.5 Estimates in Minnesota suggest a quarter of a mile of SCRs composed of 12 rows of corn cover approximately one acre.6
Marathon County Highway Department pays 50 cents more a bushel than what the farmer can get at market at the time of the agreement. “They’re actually making more than that when they consider they don’t have the cost of hauling the corn to market or the cost of drying it,” said Griesbach. Plus, the farmers can also choose to pick the corn by hand and take it to market.
For the intentional SCRs in Antrim County, the road commission compensated the landowner for the estimated amount of bushels left standing at that year’s market price, which was $41.20 per bushel for an approximate total of $330 that year. “Compensating them for the corn is a reasonable ask and justifiable if it saves you time and money battling snow drifts,” affirmed Thompson.
In contrast, installing and removing approximately 30 miles of structural snow fence costs Portage County Highway Department around $143,000—$80,000 to install and $63,000 to remove—an effort that required 28 days of staff time to accomplish.
To combat landowner’s fears of losing money on their crops and springtime crop removal, Meddaugh opines that education is an important component of a SCR program. “Trying to convince them that this way of doing things benefits everybody is challenging at times,” he admitted “But, the best thing is education and examples, and having more real world examples, maybe even videos, would be beneficial for educating property owners on how these programs work and how different property owners remove the crops in the spring.” He says some counties have collaborated with non-profit groups to help landowners take down SCRs in the spring as a fundraiser.
Despite limited success in promoting the SCR program in Marathon County, Griesbach says he’s committed to spreading the word about the program and is eyeing advertisement opportunities in local newspapers. News outlets are “powerful” for communicating to the general public, suggests Gullickson. He added, “News and media avenues do help get the word out to landowners before a plow operator knocks on their door.”
Establishing SCR programs early in the season increases the chances of landowner participation. “A lot of farmers will have their corn off by November, so you need to approach the farmers early,” explained Griesbach. “August is the time you should be talking to them.”
Snow fences made of trees, shrubs, and/or native grasses are low maintenance once the plants have matured, have environmental benefits like carbon sequestration and oxygen production, and provide “aesthetic beauty”. 3,7 Gullickson adds that they can “support other living organisms around it like long-eared bats and migratory birds that nest in this vegetation and can benefit songbirds and pollinators”. However, he cautions that living snow fences develop root systems, which can plug drain tiles and affect agricultural production.
Nonetheless, Gullickson emphasized, “There’s a time and a place to do living snow fencing; it depends upon the location and the context.” He believes landowner partnerships in establishing living snow fences are important to tackling Minnesota’s “severe” blowing snow issues.
Plants must get adequate water, be kept free from weeds,
and be protected from damage due to animals or insects and disease in order for a living snow fence to grow to the point of canopy closure, a process that takes three to five years. By 18 years after installation, researchers found the benefit-cost ratio tips in favor of living snow fences in comparison to structural snow fences.1 But, from Gullickson’s experience, a favorable benefit-cost ratio can be experienced much sooner than that.
However, in Michigan, Roscommon County Road Commission (CRC) unsuccessfully attempted a living snow fence installation. Managing Director Roger Saxton said the agency carefully watered and fertilized its living snow fence. “I don’t know why it failed,” he shared. In fact, Roscommon CRC tried twice to install a living snow fence at the one location in the county, once with dogwood and once with Western red cedar. Each time, they used different techniques–the first time, augering out a hole before removing the plant from its basket and planting it, and the second time, ridding the area of brush and rototilling the soil before planting and mulching around each individual plant.
Yet, despite the agency’s two unsuccessful attempts at living snow fencing, Saxton said, “I hope someday to get that living snow fence back in and growing.” He’s considering spruce trees since they grow quickly, are hardy, and are not eaten by deer, although he acknowledges that spruce trees can encroach upon the clear zone and become a hazard. “I would test plants first on a smaller scale… or try to pick something that’s native to the area,” he reflected.
“Snow fences have made a difference at individual locations—where they have been placed,” emphasized Gullickson. “They have reduced the need for heavy snow removal equipment and chloride use.”
The “biggest benefit” of SCRs and other LSFs, according to Gullickson, is “helping road users get home safely”.
“SCRs are a benefit to everybody,” said Meddaugh, referring to road users and landowners as well as the road commission. Yet, he says an SCR program still involves “changing a way of thinking, which is the challenge”.
Listening to landowner concerns and providing education and resources can ease the challenges associated with promoting SCR programs and help roadowning agencies begin to realize the benefits of living snow fencing like SCRs.
To learn more about SCRs, visit https:// www.transportationmatters.iowadot.gov/2022/01 standing-corn-lead-to-safetylegacyfor-solon-family.html.
1. Baral, Shambhu Saran; Qi, Yan; and Biswas, Pranesh. Evaluating Costs and Benefits of Snow Fences in Illinois. ASCE: Journal of Transportation Engineering, v. 148, n. 1. 2022. Available: https://ascelibrary.org/doi/10.1061/JTEPBS.0000618.
2. Baral, Shambhu Saran; Fries, Ryan; and Qi, Yan. Transportation Agency and Landowner Perspectives on Snow Fence Programs. ASCE: Journal of Cold Region Engineering, v. 37, n. 1. 2023. Available: https://ascelibrary.org/doi/10.1 061/%28ASCE%29CR.1943-5495.0000291.
3. Qi, Yan; Cornwell, Mark; and Shi, Xianming. Field Test of Living Snow Fences along Illinois Freeways. ASCE: Journal of Cold Region Engineering, v. 35, n. 4. 2021. Available: https://ascelibrary.org/do i/10.1061/%28ASCE%29CR.1943-5495.0000263.
4. Wyatt, Gary. Living snow fences. University of Minnesota Extension, 2019. Available: https://extension.umn.edu/agroforestry/living-snow-fences.
5. Flammini, Diego. Using corn as a living snow fence. Farms.com, 07 May 2018. Available: https://www. farms.com/ag-industry-news/usingcorn-as-a-living-snow-fence-830.aspx.
6. Bechtel, Wyatt. Minnesota Pays Farmers to Leave Standing Corn for ‘Living Snow Fence’. Dairy Herd Managmenet, 7 May 2018. Available: https://www. dairyherd.com/news/industry/minnesota-paysfarmers- leave-standing-corn-living-snow-fence.
7. Minnesota Depar tment of Transportation and University of Minnesota Extension Service. Catching the Snow with Living Snow Fences. Regents of the University of Minnesota, St. Paul, 1999.
BY ASHLEY WATSON, PhD, SENIOR COMMUNICATIONS SPECIALIST, INDIANA LTAP
Rain Barrels are a method used to collect and store stormwater from rooftops. They are most often placed under a downspout of a house or garage. Barrels average about 55 gallons in size.
While they can be purchased online at home improvement stores, rain barrels are often available for purchase from your local city government (and oftentimes at a lower price).
Rain Barrels strengthen the environment and community in a variety of ways. Benefits include:
S Reduces amount of water in the stormwater system
S Reduces pollution from direct runoff (water collected is water not washing chemicals and animal waste into the stormwater drainage system)
S Reduces erosion and flooding
S Replenishes the groundwater supply
Installing a rain barrel (properly) is a cost-effective way to protect your home and nourish your yard. Benefits for homeowners include:
S Provides water for your plants (softer than tap water and does not contain chlorine1) and other yard tasks
S Saves homeowner's money on lawn and garden watering (lawn and garden watering can make up 50% of your water use during the summer months2)
S Reduces the chances of basement flooding and damage to foundation walls
This is just a brief guide to rain barrels, but there are many resources online and at your local agency. Some tips to consider include:
S Having a lid on your rain barrel keeps out debris and mosquitoes.
S Rain Barrels can become an art project, but care should be taken when using paint. Contact your community's stormwater coordinator or educator to learn the proper methods for doing so.
SOURCES: (1) "Why Should I Use a Rain Barrel?," Penn State Extension, https://extension.psu.edu/whyuse-a-rain-barrel ; (2) "Rain Barrel Program," City of Evansville, IN, https://www.evansvillegov.org/city/topic/ subtopic.php?topicid=106&structureid=19
BY JOE PEARCY, SENIOR TRAINING SPECIALIST, INDIANA LTAP
We all know what “tailgate talks” are, right? It’s a brief, job-specific informational meeting with your crew. These create the opportunity to inform, share, and interact with your crew. This is a time when you and your team can work on safety and build culture within your program. Our work can be stressful and dangerous for many reasons. Cars flying down the road, rocks falling in a trench, operators not paying attention…The list could go on and on. Why not set aside some time regularly to talk with each other about what is happening on the jobsites and how to make them safer. It is always our goal for everyone to get home at the end of the day to our families. The small step of regular tailgate talks makes this mission a priority.
It is best to make the topics relevant to the season we are currently in. It would not make good sense to do a winter safety briefing in August. When Spring is in full bloom, do a safety talk about how to identify poison ivy, sumac, and oak. That way it is fresh in your crew's mind while they are out cutting down brush along bridges. This is also a good way to stress safety issues during the transition from one season to another. Your mindset during construction season is much different from that of snow season. These short meetings can help your crew stay focused and safe. You should concentrate your tailgate talk to one topic. Keep it short and sweet.
There are some things to keep in mind when conducting your tailgate talks. Make sure you have a one-page fact sheet or outline to keep the meeting focused. You can find prepared tailgate talks online at places like https://nltapa.org/information-exchange/nltapa-tailgate-talks/ and https://www.cti.uconn.edu/cti/T2_Tailgate_Talks.asp . Keep your presentation informal and short. No longer than 15 minutes. Make sure to leave time at the end for questions and discussion. If your crew is anything like mine, they will have questions and comments. My best piece of advice might be to bring donuts! Every meeting is better with donuts.
There are some things not to do. Don’t have your tailgate talk on Monday morning or Friday afternoon. That is one way to guarantee limited participation. Make sure you speak in a manner that everyone can understand. Some employees may still be green and not understand some of the items discussed. Don’t discourage employees from asking questions or participating in discussions. All safety programs are better when there is buy-in from the crews. You should view this as a conversation between a group of adults about safety.
Having regular safety briefings or tailgate talks strengthens your safety program. Everyone is safer when we keep safety out front. This makes for a safer work environment for employees and safer roadways for civilians. Take the time build a stronger safety culture within your department. On the next page is a sample tailgate talk from NLTAPA.
This Everyday Safety Tailgate Talk is a modified reproduction of the January 2017 training series “Tailgate Talks” by the Connecticut Transportation Institute Technology Transfer Center
Heavy equipment is designed to handle very large volumes or heavy loads. Therefore, these are powerful machines that are dangerous to everyone around them if they are not operated correctly. It is important to remember the proper methods used to move them from one site to another and how to work around their operation.
Always remain alert to the equipment moving around you.
Do not get near moving equipment unless necessary.
Never ride on equipment unless it has been designed to carry you. This means it must have a seat and a seat belt.
Do not walk beside equipment. If it is necessary to travel with a piece of equipment, walk in front or behind it.
Try to stay in view of the operator. You must remain in view of the operator when working in an excavation or trenching if you are the “top man.”
Inspect all transporting equipment and make sure it is all in good working condition
Always provide for the protection of the general public.
Estimate the center of gravity for the equipment to be loaded.
Always load equipment slowly onto its carrier.
Make sure the steering, braking and light systems are in good operating condition.
Tightly secure the piece of equipment to its carrier.
Be sure that the boom or any other extensions of the equipment are tightly secured. If working with others, be sure to work as a team.
Keep your hands dry and as free of grease and oil as possible.
Always keep the loading area free of debris and unnecessary tools.
Visit the NLTAPA's website for MANY more Tailgate Talks including more information on how to give one!
Everyday Safety Tailgate Talks are published by the Cornell Local Roads Program in cooperation with the National Local Technical Assistance Program Association and participating partner organizations.
BY ASHLEY WATSON, PhD, SENIOR COMMUNICATIONS SPECIALIST, INDIANA LTAP
I had just started my workday and, due to looming deadlines, I was feeling especially stressed. I received an email from my boss, or so I thought. He was urgently requesting my help on a project. Already feeling tense and jumpy from coffee, I almost responded. Luckily, I noticed that although the username was the same, the email domain was one I had not heard of. I was frustrated, because I should have known better.
The thing is: it happens. And these phishers are getting more savvy. Phishing emails can trick users into clicking links or opening attachments. Scammers can then steal important security information (passwords, account numbers, social security numbers, etc.). Using this information, they can access your accounts (including financial) or sell your information to other scammers.
Phishers are getting better at creating authentic looking emails, and it is important to learn the signs of a fake.
Scammers employ the following tactics1:
▶ Pretend to be people, companies, or institutions you interact with on a regular basis
▶ Use a rhetoric of urgency, so you act before you think
▶ Claim there is a problem with your account or suspicious activity
▶ Offer a coupon or offer for free products
▶ Ask you to claim a government refund
If an email does not feel right or you notice the signs and tactics above, do not click links, open attachments, or respond.
If you want to make sure you are not ignoring an important email, you can call the person or company (on the phone) directly and explain the situation. They may benefit from knowing that someone is using their identifying information to scam others.
Make sure to report any phishing emails! Most email services allow users to report scamming emails.
There are things we can do, though, to not fall into the trap of phishing emails.1
The Cybersecurity and Infrastructure Security Agency (CISA) recommends three simple tips for staying safe when encountering phishing emails: recognize, resist, and delete.2 I love deleting emails of all sorts, so that's easy, but what about recognize and resist?
Below, I cover these three simple tips in more detail. There are many resources online to educate yourself and your staff. These tips are especially important in the workplace as they can compromise a local agency's security. By sharing tips with your staff, you can lessen the chance of employees clicking that questionable link.
Some signs to look out for include:
▶ Generic language, poor grammar, and misspellings (note: AI has helped scammers with this problem2)
▶ An email address that seems off and/or has a questionable domain
▶ Suspicious attachments and links
▶ Poor quality images
▶ Weird format
▶ Unusual sender address
Now, here is the fun part: delete that email! Do not click the unsubscribe button at the bottom of these emails, because it could be a phishing link as well. Just delete it.
Sources: (1) "How To Recognize and Avoid Phishing Scams," Federal Trade Commission, https://consumer.ftc.gov/articles/how-recognize-and-avoidphishing-scams; (2) " Recognize and Report Phishing," Cybersecurity and Infrastructure Security Agency, https://www.cisa.gov/secure-our-world/ recognize-and-report-phishing
TIP: You might find some of the answers in this newsletter!
1. Keeping a lid on your rain barrel can keep away these pesky biters.
4. If _______ tube counters are placed in an area with on-street parking, temporary no parking restrictions are needed.
5. _____ corn rows reduce snow blowing across roadways.
6. The T in LTAP stands for what?
2. The S in PASER stands for what?
3. Through the Indiana LTAP Equipment Loan Program, local agencies can borrow ________ counters.
All the Road Scholar Core Courses are now online! Learn more here: purdue.edu/inltap/ road-scholar
To get your LTAP records and certificates, go to: https://inltaptraining.azurewebsites.net/
After logging into the database, select “My Credits” from the left side. For each event, you will see a small medal Icon on the right under actions. Select that icon and your certificates should download as a PDF suitable to save and print. There is also an option of downloading a CSV transcript.
*If you have never logged in before select the “Forgot your password?” link. Enter your work
e-mail address and select “Send Reset Link.”
Follow the e-mail instructions to create a new password and gain access to the database.
**Emails from the system come from indianaltaptr@gmail.com
View our newest report and supplementary materials, including information on wheel tax and excise surtax, at: inltap.info/LRB
The Indiana LTAP MS4 Program was recently updated. Minimum Control Measures 5 (Post-Construction Runoff Control ) and 6 (Pollution Prevention/Good Housekeeping) are available.
CONTACT US
EMAIL: INLTAP@PURDUE.EDU PHONE: 765-494-2164 PURDUE.EDU/INLTAP
Jeremy Kashman, Chair
Stewart Kline, Chair Elect
Commissioners
Tom Murtaugh, Tippecanoe County
Jim Meece, Parke County
Jack Dodd, Howard County
Kevin Myers, Clinton County
Suzanne Weirick, Elkhart County
Cities/Towns
Ryan Cannon, Town Manager, Town of Avon
Jeremy Kashman, City Engineer, City of Carmel
Amanda R, Cope, City Engineer, City of Angola
Matt Nicholson, City of Seymour Mayor
Voting Association Representatives
Stewart Kline, Executive Director, Tippecanoe County
Steve Moriarty, Kosciusko County Highway Department
Clint VanNatter, Indiana Street Commissioners Association
Brent Warren, Street Commissioner, City of Nappanee
Purdue University Civil Engineering Representatives
Darcy Bullock, Professor, Director of JTRP
Rob Connor, Associate Professor, Director of CAI & S-BRITE
Rao Govindaraju, Bowen Engineering Head of Civil Engineering
Andrew Tarko, Professor, Director of CRS
Purdue Office of Engagement Representatives
Indraneel Kumar, Director, Purdue Center for Regional Development
INDOT Representative
Kathy Eaton-McKalip, Director, Local Public Agency Programs
Lyndsay Quist, Deputy Commissioner, Capital Program Management
Federal Highway Association - Indiana Division
Jay DuMontelle, FHWA Indiana Division
Association Representatives
Tyler Warman, Indiana County Commissioners
Phil Beer, American Council of Engineering Companies of Indiana
Ryan Hoff, Association of Indiana Counties
Campbell Ricci, Accelerate Indiana Municipalities
Brent Wendholt, National Association of County Engineers
Dan Osborn, Indiana Construction Association
Eric Pethtel, American Public Works Association
Chuck Fewell, AIM Liaison
LTAP Staff
John Haddock, Director
Richard Domonkos, Associate Director
Jennifer Sharkey, Assistant Director for Engineering
Meredith Camp, Assistant Director for Operations
Pat Conner, Lead Research Engineer, Asset Management
Joe Pearcy, Senior Training Specialist
Robert Ooms, Lead Event Planner
Laura Slusher, HELPERS Project Manager
Tino Atisso, Senior Data Analyst
Ashley Watson, Senior Communications Specialist
Rob Hart, Lead Multimedia Designer
Pamela Jo Bender, Program Coordinator
Rhiannon Conn, Administrative Assistant