1. REDUCING ENGINEERING STANDARDS: GOOD or BAD? AASHTO Subcommittee on Design Albuquerque, NM July 14, 2008

2. ILLINOIS EXPERIENCE – Widening & Resurfacing Program of early 1970’s Widened many miles of 18-foot and 20 foot 2- lane highways to 24-feet (two 12-foot lanes) Minimal shoulders – avoided additional ROW Almost no alignment improvements (horizontal or vertical) Eliminated concrete lip curbs Widened and/or replaced narrow bridges Upgraded traffic signals – added breakaway bases Created and/or expanded clear zone – eliminated fixed objects to the extent practical NO DOUBT IN MY MIND – WE SUBSTANIALLY IMPROVED SAFETY – even though we did not meet all minimum standards

3. 3R (RRR) Rulemaking Experience 1976 – Congress redefines “Construction” to include 3R’s – resurfacing, restoration and rehabilitation AASHTO 3R Design Standard (Purple Book) FHWA 3R Design Standards Ultimate 3R Rulemaking (now 23 CFR 625.4)

4. 3R (RRR) Rulemaking Based primarily on a major research effort conducted by FHWA that concluded that: Greater overall safety can be achieved by improving more miles of highways to lesser standards than by improving a few miles of highway to full standards.

5. ARIZONA EXPERIENCE – since 1984 Generally achieve full standards on new or full reconstruction projects Arizona (ADOT) has not exercised the option of adopted separate standards for 3R Projects. We are encountering many deviations as we improve existing highways – including our Interstate highways We are using the Design Exception process

6. The Dilemma – to reduce standards or not Even with my experience with 3R efforts involving improvements that do not achieve or meet all standards, I am reluctant to actually reduce design standards. I believe the Design Exception process provides an opportunity to fairly and objectively review and justify deviations My primary concern – the public is driving our highways at ever increasing speeds

7. Higher Speeds – My Concerns Public appears to be very comfortable driving at speeds above 70 mph – at 80 and even 90 mph – even in heavy traffic This exceeds the Design Speed used for most existing highways Modern vehicles and tires appear capable of these higher speeds Modern suspensions mask some sensations of high speed Unfortunately, I am not sure driver skills are able to effectively deal with this high speed – when something goes wrong (most of us are not NASCAR drivers) Maintaining high design standards is our best hedge against this tendency toward higher speeds