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"Patients" that have been helped by The Highway Doctor... |
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Patient
1. Anna Conda 2. Art Terrees 3. I.C. Spots 4. Stan Lee Cupp 5. Miss L. Towe & Chris Mistry 6. Les F. Ort 7. Hy Pochondriac 8. Ichabod "Ichy" Skinner 9. B.A. "Biggie" Rhodes 10. April Showers & Mae Flowers 11. Anita Sign 12. Van Winkle 13. R.U. Patchin 14. Rudolph R. Deer 15. Fuzzy I. Site 16. S. Patrick Day 17. April Fuhlsday 18. Gil Angler 19. Dee Ficiency 20. Willie Maykit / Betty Wont 21. I. Feldown & Lord Howitt Hertz 22. Val N. Tines 23. Merle Lowe 24. Tyra Pressure 25. Shay King 26. Melody Malady 27. Chris Anthemum 28. Alotta Signs 29. Dennis L. Bowe 30. Dustin Milungs 31. Dane Bramage 32. R. Frost 33. B. Wildered 34. Miss Under-Standing 35. May I. Proceed 36. Speedy Rhodes 37. Prudence Juris 38. Seymour Butz 39. Frank N. Stein 40. Bud Insky 41. Beau Bonnik-Plage 42. I. "Skip" Skool 43. Seymour Clearly 44. N. Jen Lights-On 45. Rodney Akes 46. Iona Ford 47. I. Wanna-Know 48. Petey Marsh & Phil Sands 49. Les N. Ziety 50. Beau Bonnick-Plage 51. Bea Greene & Yuell b. Happy 52. I.T. Juhnke 53. Y.R. Plowsup 54. Ben Dover and Stan Dupp 55. Mack Truk 56. Rusty Pipes 57. Layne Change 58. Bea Under-Stood 59. C. Ment & S. Phalt 60. Cora X. Grammar 61. Ruth DeKay 62. Seymour Sines 63. I. Gotta-Owee 64. Dee Zaster 65. Clay Soyles 66. N. Fluenza 67. O.B. "Juan" Kenoby & C. Threepio 68. Sal Fone, Otto Raydeo & Al Cohall 69. Pierce Deardrums 70. Geri Tol 71. A. Little-Loopy 72. Chu Chu Twa'yne 73. Rea Render 74. Sol T. Rhodes 75. Al FaBett 76. Frieda Hands / Zoe Cantalk 77. Penny Foyer-Thotts 78. Easton West 79. Arch Bridges 80. Buck L. Upp 81. Cara Teeter 82. Gil T. Mann 83. Minnie Van Driver 84. Otto Scope 85. Moe Mentum 86. Randy Rongway 87. Q. Tassels 88. Hugo First / Ima Fraid 89. Phil DeBoxer 90. J. Walker 91. Dee Hidrated 92. Cole Ashe 93. Buck Antlers 94. C. Esta 95. Moe Tersykle 96. Cliff Hanger 97. Jerry Attrick 98. Ty Floyd Pheaver 99. Les Humid 100. Chuck Wagon 101. Capt. Walker D. Plank 102. I.O. Dine 103. Bob L. Head 104. Major Whitehead 105. O. Beesity 106. Leif Hughes 107. Heath Drink & Bea Merry 108. Ma'am B. Pamby 109. Charlie Spleen 110. M.N. Emm 111. Jake Braykin 112. Corporal Tunnel 113. Kent C. Strait 114. Tex Message 115. Z. Bramarks 116. Redd Rash 117. Bud Weiser 118. Sonny Burns 119. Warren Peace 120. Lee N. Process 121. Rose Royce 122. Duane DeWater 123. Al Lergy 124. Autumn Hughes 125. Rhonda Bout 126. Tom T. Urkey 127. O. Lympics 128. Tex T. Walker 129. Jen DerType |
Ailment
Fear of snakes. Varicose veins. Seeing blinking lights. Ice for sore muscles? Lead poisoning. Exercise shortcuts? Correct medicine dosage. Dry, flaky skin. Weight problem. Can't see at night. Extrasensory Perception Sleep Apnea Cold / Flu Season Red Nose Blurry Eye Sight Green Skin Laughter as Medicine? Fish hook in finger. Feeling Tired White-knuckling It Driving on Snowy Roads Epsom Salts for Sprained Ankles Depression / Broken Heart Is Red Wine Healthy for You? Heavy Lifting During Flu Season Having a Nervous Breakdown Ear Worms Stress Reducing Gardens Seeing Signs Everywhere Post-Surgery Rehabilitation Asthma Brain Circuits Poem - Getting Lost on a Highway Hearing Things Confusion Fever - How Do Signals Know You're There? Pain in the Neck - Speeding Legal Issue on Running Red Light Sagging Pants Brain Surgery Anger Issues Insect Borne Diseases Names of Classes in School Eyes - Can't See at Night Medical Check-ups Knees Ache with Bad Weather Comedic Physician What's "Class Five?" Pounding Pipes Need to Reduce Stress Levels Epidemic Diseases Conserving Energy Should a Computer Junky Be a Civil Engineer? Snow Plow Complaint Back Pain Short-Term Memory Loss Clogged Arteries Construction Zones Communication Problem Seeing Color Changes Construction Language Tooth Enamel Medical Numbers (i.e. 20/20, 120 Over 60) Huge Gauze Pad on Dirt? Teenage Drivers Knobby Roller Sick and Tired Seeing Strange Markings Crash Causes Noise Low Energy Traffic Detection During Construction Thumping Sound When Driving Crash with Snowplow Wimpy Weather Anger Issues Wierd Hand Signals Time is Money? Not Good with Directions Bridge Crossing Anxiety Highway Safety Anxiety Can't See at Night Variable Dose Prescriptions Nervousness Driving Loopiness Balance Problems Running on Concrete vs. Asphalt What are Those Pink Fuzzy Things? Left Turns at Traffic Signals Death Threats Got Ticket Walking Across a Street Saline IV Drips Swelling of the Lungs Animal Diseases Narcolepsy Mid-Life Crisis Acrophobia / Fear of Bridges Geriatric Doctors High Fever Wound Scabbing Obesity Illusions of Being a Pirate Proper Salt Dosage in Your Diet Cell Phones and Brain Tumors Adolescent Acne Obesity as a Death Risk Leaves Changing Color Secret to Success Weak Immune System Internal Injuries Head Wrap for Flesh Wound Hearing Needs Checked Carpal Tunnel Syndrome Motion Sickness Hand Pain Odd Shaped / Colored Bruises Shingles Vaccine Remedies for a Hangover Sunburn Remedies Headaches from Road Signs "Kaizen" at Annual Physical Operations at Mayo Clinic Water Retention Fall Allergies Fall Foliage Dizziness Turkey and Sleepiness Color Blindness Pedestrian Safety on Streets Knowing Gender of Baby |
Highway Diagnosis
Highway warning signs. Highway networks. Emergency vehicle pre-emption lights. Ice damage to roads. LED traffic signal lights. Pavements get stronger in cold temps. Salt application rates on highways. Salt residue on highways. 9-ton versus 5-ton roads. Retroreflective sign sheeting. Detour Signage Drowsy Driving Pothole Season Red in Traffic Control Devices Driving Behind a Snow Plow Hydro Seeding Construction Terminology Humor Fishhook (J-Turn) Intersections Highway Salt Supplements MN Law on Driving for the Conditions Road Deicing Salts Tire Safety Drunk Driving Spring Road Restrictions What Causes Ice Ridges in Pavements Driving with Earbuds In Highway Landscaping Traffic Control Devices Highway Rehabilitation Techniques Dust Control on Highway Construction Texting While Driving Different Type of Route Marker Signs Engineers Using Acronyms Defining Highway Names and Types Loop Detectors MN Speed Regulations Traffic Signal Conflict Monitor Unit Crack Sealing Driver Inattentiveness "Zipper" Merge Traffic Crashes Functional Classification of Highways Road Paint and Bead Types Vehicle Preventative Maintenance Weather Forecasting Used by Highway Dept. Mechanics Versus Doctors Aggregate Base Used in Highway Construction Peat Soils and Granular Sand Fill Vibrations Caused by Crack & Seat Operations Traffic Crash Statistics LED Lights in Signals Intelligent Transportation Systems in Highways Better Plowing Practices Proper Lifting Practices Number of Truck Loads to Build a Road Self-Cleaning Storm Sewer Pipes Traffic Control Plans for Highway Construction Misused Highway Terms (i.e. Tar) Why Some Pavements are Different Colors All About Concrete Durable Pavement Markings Two Speed Limits Near Schools Erosion Control Fiber Blanket Controlling Teenage Driving Behaviors Sheepsfoot Compactor Highway Funding Gopher State One Call Color Code Distracted Driving Highway Noise Fleet Preventative Maintenance Infrared Traffic Detection Highway Expansion Joints Why People Hit Snowplow Trucks Salt Budget and Usage Issues A+B Bidding Crane Operator Hand Codes Construction Cost Inflation & Congestion Tax Odd and Even Route Numbering Bridge Sufficiency Ratings Seat Belts and Crash Survival Ways to Make Nighttime Driving Safer Spring Load Restrictions Safest Cars to Buy Autoscope Vehicle Detection System Superelevation on Highways Flexible and Rigid Pavements Blue Top Grading Stakes Four Modes to Program a Signal Lightweight fill to Use on Construction Jaywalking and Crosswalk Types Road Salt Dehydrating Grass Fly Ash in Clay Soils to Prevent Swelling Deer / Vehicle Crashes Drowsy Drivers Motorcycle Crash Facts Engineered Barriers Pavement Preservation How Hot Do Pavements Get? Road Paint Dry Times Driver Distractions ARRA Stimulus Funding Salt Application Rates for Snow & Ice Control Cell Phones Causing Car Crashes Joints in Concrete Pavements Car Crash Death Risks for Youths Color Changing Pavements Brian Tracy Goal Setting Techniques Snow & Ice Control Budgets Roadway Clear Zones Recycled Asphalt Pavements Jake Brakes Stresses in Bridges Road Design Driving and Texting Crashes Concrete Lanes with Asphalt Shoulders Shingle Use in Hot Mix Asphalt Alcohol Related Crashes Sun Damage On Pavements Electronic Billboards are Distracting Lean Process Improvements ACHD Snow and Ice Control Operations Stormwater Retention Basins Allergies Cause Distracted Driving Colors of Highway Signs Roundabouts Problem with Drowsy Driving Traffic Signal Colors Hazards of Texting and Walking The Highway Doctor Reveals Himself! |
Please scroll down for each specific ailment and diagnosis. Many more are coming, so please stayed connected for more articles!
Do you have a highway related question for The Highway Doctor? If so, he'd love to hear from you! Just click on the "Contacts/About" tab above and maybe your question will be answered in The Highway Doctor blog or even make it as the feature article of the month!
Do you have a highway related question for The Highway Doctor? If so, he'd love to hear from you! Just click on the "Contacts/About" tab above and maybe your question will be answered in The Highway Doctor blog or even make it as the feature article of the month!
1. Anna Conda has a fear of snakes on the road, but The Highway Doctor explains about the different types of curve warning signs!
Dear Highway Doctor:
I am writing this letter to you from the hospital as I recently was involved in a terrible crash. First of all, I must confess that I suffer from ophidiophobia – the fear of snakes. Well, I was driving down a rural county road the other day when all of a sudden I saw a highway sign warning me of snakes on the road! Well of course I freaked out and immediately drove off the road where I crashed into a tree. How can we get all of these lecherous snakes off of the highways to keep people like me from having more accidents?
Anna Conda
I am writing this letter to you from the hospital as I recently was involved in a terrible crash. First of all, I must confess that I suffer from ophidiophobia – the fear of snakes. Well, I was driving down a rural county road the other day when all of a sudden I saw a highway sign warning me of snakes on the road! Well of course I freaked out and immediately drove off the road where I crashed into a tree. How can we get all of these lecherous snakes off of the highways to keep people like me from having more accidents?
Anna Conda
The Highway Doctor’s diagnosis:
W1-5
Dear Ms. Conda:
First of all, I am very sorry to hear about your crash – I hope you have a complete and speedy recovery. With regards to your issue of snakes on the highway, I believe a little education will be able to solve this problem. You see, the sign that you probably saw doesn’t mean “snakes on the road”, it actually meant “winding road”. To be specific, this was a traffic warning sign W1-5 as identified in the Minnesota Manual of Uniform Traffic Control Devices (MMUTCD). Your local county highway department uses this manual to properly install and maintain pavement markings and signage. If it’s not in the manual (and there are no “snake on the road signs), then it’s not posted along a highway. According to the MMUTCD, all warning signs shall be diamond-shaped with a black legend and border on a yellow background (unless specifically designated otherwise such as a fluorescent yellow-green background used in school zones).
First of all, I am very sorry to hear about your crash – I hope you have a complete and speedy recovery. With regards to your issue of snakes on the highway, I believe a little education will be able to solve this problem. You see, the sign that you probably saw doesn’t mean “snakes on the road”, it actually meant “winding road”. To be specific, this was a traffic warning sign W1-5 as identified in the Minnesota Manual of Uniform Traffic Control Devices (MMUTCD). Your local county highway department uses this manual to properly install and maintain pavement markings and signage. If it’s not in the manual (and there are no “snake on the road signs), then it’s not posted along a highway. According to the MMUTCD, all warning signs shall be diamond-shaped with a black legend and border on a yellow background (unless specifically designated otherwise such as a fluorescent yellow-green background used in school zones).
Warning signs call attention to unexpected conditions on or adjacent to a highway or street and to situations that might not be readily apparent to road users. Warning signs alert road users to conditions that might call for a reduction of speed or an action in the interest of safety and efficient traffic operations. The sign that you saw is in a class of warning signs that denote changes in horizontal alignment (curve signs). Besides the "winding road" sign, some other signs from this group include "turn", "curve", "reverse turn", "reverse curve", "hairpin curve", "270-degree curve", and "truck rollover". These signs may also be supplemented with speed advisory plaques, arrows and/or chevrons.
So the good news for you is that there aren’t any snake infested highways in Anoka County and the sign that you saw meant "winding road". As far as dealing with your case of ophidiophobia, my advice is to consult with a phobia treatment expert (perhaps some neuro-linguistic programming) who can make your condition all but hissssstory!
To good health on the highways,
The Highway Doctor
To good health on the highways,
The Highway Doctor
2. Art Terrees may have a question about varicose veins, but The Highway Doctor will teach him about a highway network in this article!
Dear Highway Doctor:
Recently my doctor diagnosed my wife as having varicose veins and has prescribed stripping the veins in her legs to relieve her pain and to make her legs more attractive. I’m concerned that this will cut off circulation to her legs. How many veins can be removed without affecting her blood flow?
Art Terrees
The Highway Doctor’s diagnosis:
Dear Mr. Terrees:
Varicose veins are veins that have become enlarged and tortuous. The term commonly refers to the veins on the leg, although varicose veins can occur elsewhere. Veins have leaflet valves to prevent blood from flowing backwards. Leg muscles pump the veins to return blood to the heart, against the effects of gravity. When veins become varicose, the leaflets of the valves no longer meet together properly, and the valves do not work. This allows blood to flow backwards and they enlarge even more. Varicose veins are most common in the superficial veins of the legs, which are subject to high pressure when standing. Besides cosmetic problems, varicose veins are often painful, especially when standing or walking. The
traditional surgical treatment has been vein stripping to remove the affected veins. Newer, less invasive treatments, such as ultrasound-guided foam sclerotherapy, radiofrequency ablation and endovenous laser treatment, are slowly replacing traditional surgical treatments.
With regards to how many veins can be safely removed, because most of the blood in the legs is returned by the deep veins, the superficial veins,
which return only about 10 per cent of the total blood of the legs, can usually be removed or ablated without serious harm. You may also be very surprised to know that the adult human body has almost 100,000 MILES of veins. From the large arterial veins to the very densely packed and microscopic veins attached to organs, these veins form a network of blood vessels to pump your blood throughout your body.
Of course, being The Highway Doctor, this reminds me all too much of how we have a network of roads and highways to distribute traffic throughout our region. Just like veins, this network consists of major arterials and minor streets and alleys. In a closer look at the Anoka County highway system in particular, you will find that while we have a relatively few amount of the major arterial highways classified as freeways, they do move the most traffic. Here’s how this system breaks down by jurisdiction and vehicle-miles travelled per day on that system:
Recently my doctor diagnosed my wife as having varicose veins and has prescribed stripping the veins in her legs to relieve her pain and to make her legs more attractive. I’m concerned that this will cut off circulation to her legs. How many veins can be removed without affecting her blood flow?
Art Terrees
The Highway Doctor’s diagnosis:
Dear Mr. Terrees:
Varicose veins are veins that have become enlarged and tortuous. The term commonly refers to the veins on the leg, although varicose veins can occur elsewhere. Veins have leaflet valves to prevent blood from flowing backwards. Leg muscles pump the veins to return blood to the heart, against the effects of gravity. When veins become varicose, the leaflets of the valves no longer meet together properly, and the valves do not work. This allows blood to flow backwards and they enlarge even more. Varicose veins are most common in the superficial veins of the legs, which are subject to high pressure when standing. Besides cosmetic problems, varicose veins are often painful, especially when standing or walking. The
traditional surgical treatment has been vein stripping to remove the affected veins. Newer, less invasive treatments, such as ultrasound-guided foam sclerotherapy, radiofrequency ablation and endovenous laser treatment, are slowly replacing traditional surgical treatments.
With regards to how many veins can be safely removed, because most of the blood in the legs is returned by the deep veins, the superficial veins,
which return only about 10 per cent of the total blood of the legs, can usually be removed or ablated without serious harm. You may also be very surprised to know that the adult human body has almost 100,000 MILES of veins. From the large arterial veins to the very densely packed and microscopic veins attached to organs, these veins form a network of blood vessels to pump your blood throughout your body.
Of course, being The Highway Doctor, this reminds me all too much of how we have a network of roads and highways to distribute traffic throughout our region. Just like veins, this network consists of major arterials and minor streets and alleys. In a closer look at the Anoka County highway system in particular, you will find that while we have a relatively few amount of the major arterial highways classified as freeways, they do move the most traffic. Here’s how this system breaks down by jurisdiction and vehicle-miles travelled per day on that system:
Vehicle Miles
Route Miles Travelled per Day
INTERSTATE TRUNK 23.231 1,314,938
U.S. TRUNK 18.800 1,154,077
MINNESOTA TRUNK 52.473 1,360,850
COUNTY STATE AID 308.260 2,573,470
COUNTY ROAD 112.374 262,662
MUNIC. STATE AID 290.026 697,846
MUNICIPAL STREETS 1,452.414 912,630
TOWNSHIP 55.588 7,272
SUBTOTAL 2,313.166 8,283,744
Route Miles Travelled per Day
INTERSTATE TRUNK 23.231 1,314,938
U.S. TRUNK 18.800 1,154,077
MINNESOTA TRUNK 52.473 1,360,850
COUNTY STATE AID 308.260 2,573,470
COUNTY ROAD 112.374 262,662
MUNIC. STATE AID 290.026 697,846
MUNICIPAL STREETS 1,452.414 912,630
TOWNSHIP 55.588 7,272
SUBTOTAL 2,313.166 8,283,744
So in the county’s 2,313 mile highway system, there are over 8 million vehicle miles being driven each day. The highways under the jurisdiction
of the Anoka County Highway Department account for 34% of the miles driven even though we are only 18% of the miles of road! And just like vein
stripping, removing a couple of alleys or minor streets won’t greatly impact traffic flow. But just like cholesterol in an artery can cause an increase in blood pressure, a road closure or inclement weather on a major freeway can cause a traffic jam that increases your blood pressure well beyond healthy limits too! So look out for both!
To good health on the highways,
The Highway Doctor
of the Anoka County Highway Department account for 34% of the miles driven even though we are only 18% of the miles of road! And just like vein
stripping, removing a couple of alleys or minor streets won’t greatly impact traffic flow. But just like cholesterol in an artery can cause an increase in blood pressure, a road closure or inclement weather on a major freeway can cause a traffic jam that increases your blood pressure well beyond healthy limits too! So look out for both!
To good health on the highways,
The Highway Doctor
3. I.C. Spotz thought that she was seeing spots where they weren't supposed to be, but
The Highway Doctor explains about a new warning light on traffic signals.
Dear Highway Doctor:
I think I need my eyes checked—I’m starting to see spots!! I already know that traffic signals have three colored indicators: green, amber and red. But occasionally I see a fourth, white light on the signal mast arm. It looks like a spotlight. Sometimes it’s flashing but most of the time it just sits there without lighting up. Am I seeing wrong or what’s with this extra light anyway?
I. C. Spotz
The Highway Doctor’s diagnosis:
Dear Ms. Spotz:
I just enjoy how my patients are so observant! You are correct in that some of the traffic signals that you see have these additional lights. That spot light you saw is part of an emergency vehicle pre-emption system (EVP). This system allows specially equipped emergency vehicles (which by law are only police, fire or ambulance) to override the traffic signal’s regular program and turn green in the direction that the emergency vehicle is traveling. You will know when an emergency vehicle is approaching the signal when you see that extra white light begin to flash. When the white light is lit but not flashing, an emergency vehicle is entering the intersection from your approach.
The emergency vehicle uses an optical transmitter device to activate the pre-emption. This will stop cross traffic from entering the intersection and
conflicting with the emergency vehicle. After the emergency vehicle passes through the intersection, the white light goes out and the signal returns to its normal program and operation. Please note that state law only allows an emergency vehicle from using the pre-emption when responding to an
emergency. Otherwise, they must wait for the signal to turn green on its own just like you and me. Not all signals have this feature, but it is becoming more and more utilized in Anoka County and the entire metro area. Signals near railroad crossings are also typically equipped with EVP. When a train approaches the railroad crossing, it pre-empts the traffic signal so that it can operate appropriately in conjunction with the railroad crossing gate/arm signal.
So don’t worry, the spots you sometimes see on signal arms are perfectly normal. In fact, now that you know what it means, you should be on the ready to see an approaching emergency vehicle and stay out of its way. This way, you’ll be safer and therefore healthier!
To good health on the highways,
The Highway Doctor
I think I need my eyes checked—I’m starting to see spots!! I already know that traffic signals have three colored indicators: green, amber and red. But occasionally I see a fourth, white light on the signal mast arm. It looks like a spotlight. Sometimes it’s flashing but most of the time it just sits there without lighting up. Am I seeing wrong or what’s with this extra light anyway?
I. C. Spotz
The Highway Doctor’s diagnosis:
Dear Ms. Spotz:
I just enjoy how my patients are so observant! You are correct in that some of the traffic signals that you see have these additional lights. That spot light you saw is part of an emergency vehicle pre-emption system (EVP). This system allows specially equipped emergency vehicles (which by law are only police, fire or ambulance) to override the traffic signal’s regular program and turn green in the direction that the emergency vehicle is traveling. You will know when an emergency vehicle is approaching the signal when you see that extra white light begin to flash. When the white light is lit but not flashing, an emergency vehicle is entering the intersection from your approach.
The emergency vehicle uses an optical transmitter device to activate the pre-emption. This will stop cross traffic from entering the intersection and
conflicting with the emergency vehicle. After the emergency vehicle passes through the intersection, the white light goes out and the signal returns to its normal program and operation. Please note that state law only allows an emergency vehicle from using the pre-emption when responding to an
emergency. Otherwise, they must wait for the signal to turn green on its own just like you and me. Not all signals have this feature, but it is becoming more and more utilized in Anoka County and the entire metro area. Signals near railroad crossings are also typically equipped with EVP. When a train approaches the railroad crossing, it pre-empts the traffic signal so that it can operate appropriately in conjunction with the railroad crossing gate/arm signal.
So don’t worry, the spots you sometimes see on signal arms are perfectly normal. In fact, now that you know what it means, you should be on the ready to see an approaching emergency vehicle and stay out of its way. This way, you’ll be safer and therefore healthier!
To good health on the highways,
The Highway Doctor
4. Stan Lee Cupp wondered if ice was good or bad for his sore muscles, but The Highway Doctor left no doubt that ice is very bad for roads.
Dear Highway Doctor:
I am a huge hockey fan and I play a pretty mean game too. There is one thing I’ve always wondered about though. Many times when I crash into the hard ice, I get a big, swollen bruise on my various body parts. I always thought that heat would make my sore muscles feel better, but my trainer always says to put ice on it. It was the hard ice that caused the problem and now I’m using it to help! Can you please help to explain this contradiction?
Stan Lee Cupp
The Highway Doctor’s diagnosis:
Dear Mr. Cupp:
Your basic question is whether ice is good or bad? Well as it relates to treatment of a sore or bruise, ice is a very good treatment. A bruise develops when there are numerous microscopic tears in the blood vessels under the skin. The more blood that is leaked, the more swelling and bruising that will develop. Ice is a very effective remedy because it restricts the blood vessels thereby reducing the amount of blood under your skin. Apply an ice bag or cold compress for 10 minutes, then remove for 20 minutes and repeat for a couple of hours after the injury and you’ll certainly speed up your
recovery.
But being the Highway Doctor, I cannot always sing the praises of ice. In fact, ice is one of my most dreaded words. Ice is the cause of all those potholes you see, especially in the springtime. You see, while ice acts as an anti-inflammatory and reduces the swelling of your sore body, it
actually causes our highways to swell and cause damage. How does this happen? Well the constant change in weather from hot to cold over the years causes our roads and highways to swell and contract over and over again. This movement eventually causes our pavements to crack. During a cold rain or melting snow, water seeps into these cracks and gets trapped in the pavement layers or subbase. When temperatures drop below freezing, the water starts to freeze as well. Unlike all other elements, water actually expands when it freezes. This causes the pavement to bulge up. When the temperatures warm up and the ice melts, the pavement stays bulged up, but now there is no solid ice supporting it. All it takes is for one car or
truck to hit this bulge and “WHAMMO” – a new pothole is born!
So here’s my prescription for you. Ice is good on the rink, on a sore or in your drink, but otherwise I would just give ice the cold shoulder it truly deserves!
To good health on the highways,
The Highway Doctor
I am a huge hockey fan and I play a pretty mean game too. There is one thing I’ve always wondered about though. Many times when I crash into the hard ice, I get a big, swollen bruise on my various body parts. I always thought that heat would make my sore muscles feel better, but my trainer always says to put ice on it. It was the hard ice that caused the problem and now I’m using it to help! Can you please help to explain this contradiction?
Stan Lee Cupp
The Highway Doctor’s diagnosis:
Dear Mr. Cupp:
Your basic question is whether ice is good or bad? Well as it relates to treatment of a sore or bruise, ice is a very good treatment. A bruise develops when there are numerous microscopic tears in the blood vessels under the skin. The more blood that is leaked, the more swelling and bruising that will develop. Ice is a very effective remedy because it restricts the blood vessels thereby reducing the amount of blood under your skin. Apply an ice bag or cold compress for 10 minutes, then remove for 20 minutes and repeat for a couple of hours after the injury and you’ll certainly speed up your
recovery.
But being the Highway Doctor, I cannot always sing the praises of ice. In fact, ice is one of my most dreaded words. Ice is the cause of all those potholes you see, especially in the springtime. You see, while ice acts as an anti-inflammatory and reduces the swelling of your sore body, it
actually causes our highways to swell and cause damage. How does this happen? Well the constant change in weather from hot to cold over the years causes our roads and highways to swell and contract over and over again. This movement eventually causes our pavements to crack. During a cold rain or melting snow, water seeps into these cracks and gets trapped in the pavement layers or subbase. When temperatures drop below freezing, the water starts to freeze as well. Unlike all other elements, water actually expands when it freezes. This causes the pavement to bulge up. When the temperatures warm up and the ice melts, the pavement stays bulged up, but now there is no solid ice supporting it. All it takes is for one car or
truck to hit this bulge and “WHAMMO” – a new pothole is born!
So here’s my prescription for you. Ice is good on the rink, on a sore or in your drink, but otherwise I would just give ice the cold shoulder it truly deserves!
To good health on the highways,
The Highway Doctor
5. Lead in paint, toys and other items can be bad for your health, but The Highway Doctor explains how LED can be good!
Dear Highway Doctor:
I hope you can clear up something for me and my friend. For years, all we’ve been hearing about is
how dangerous lead is to a person’s health and that’s why they’ve been removing lead from paints, toys, equipment, etc. But now as the holiday season approaches, we keep hearing people talking about switching to “lead” Christmas lights. Aren’t we all going to get sick because of this?
Miss L. Towe and Chris Mistry:
The Highway Doctor’s Diagnosis:
Dear Ms. Towe and Ms. Mistry:
You are correct in saying that lead can be very harmful. Lead poisoning is a medical condition caused by increased levels of the heavy metal lead in the body. Lead interferes with a variety of body processes and is toxic to many organs and tissues including the heart,bones,intestines,kidneys, and reproductive and nervous systems. It interferes with the development of the nervous system and is therefore particularly toxic to children, causing potentially permanent learning and behavior disorders.
But what you are hearing people talking about is not about lead light bulbs but LED light bulbs. LED stands for light-emitting diode which is a semiconductor light source. LEDs are used as indicator lamps in many devices and are increasingly used for other lighting. Introduced as a practical electronic component in 1962, early LEDs emitted low-intensity red light, but modern versions are available across the visible, ultraviolet and infrared wavelengths, with very high brightness. To be really scientific about it, when a light-emitting diode is switched on, electrons are able to recombine with electron holes within the device, releasing energy in the form of photons. This effect is called electroluminescence and the color of
the light (corresponding to the energy of the photon) is determined by the energy gap of the semiconductor. Huh? Simply put, LED lights run cooler, use less energy and last longer than their incandescent counterparts and that’s why many people are stringing LED Christmas lights on their tree, house and other decorations.
Christmas decorations are not the only use for LED lights. Being the Highway Doctor, I would like to mention that most traffic signals are now using
LED lights as well. The new traffic lights you are seeing are made out of arrays of light emitting diodes. Each LED is about the size of a pencil eraser,
so hundreds of them are used together in an array. The LEDs are replacing the old-style incandescent halogen bulbs rated at between 50 and 150 watts. Most counties and cities in the United States are in the process of replacing their incandescent traffic lights with LED units because of three big advantages: 1.) LEDs are brighter - the LED arrays fill the entire "hole" and have equal brightness across the entire surface, making them brighter overall. 2.) LED bulbs last for years - while halogen bulbs last for months. Replacing bulbs costs money for the trucks and people who do the work, and it also ties up traffic. Increasing the replacement interval can save a city or county big dollars. 3.) LED bulbs save a lot of energy - the energy savings of LED lights can be substantial. Assume that a traffic signal uses 100-watt bulbs today. The light is on 24 hours a day, so it uses 2.4 kilowatt-hours per day per signal head. If you assume power costs 8 cents per kilowatt-hour, it means that one traffic signal head costs about 20 cents a day to operate, or about $73 per year. There are perhaps sixteen signal heads per intersection, so that's almost $1,200 per year in power per intersection. LED bulbs consume 15 or 20 watts instead of 100, so the power consumption drops by a factor of five or six. For a county like Anoka County which has over 175 traffic signals the savings can be huge!
So LED is perfectly fine and will not present a health problem for you. And if you switch out your incandescent Christmas lights to LED’s, your wallet will be a lot healthier too!
To good health on the highways,
The Highway Doctor
I hope you can clear up something for me and my friend. For years, all we’ve been hearing about is
how dangerous lead is to a person’s health and that’s why they’ve been removing lead from paints, toys, equipment, etc. But now as the holiday season approaches, we keep hearing people talking about switching to “lead” Christmas lights. Aren’t we all going to get sick because of this?
Miss L. Towe and Chris Mistry:
The Highway Doctor’s Diagnosis:
Dear Ms. Towe and Ms. Mistry:
You are correct in saying that lead can be very harmful. Lead poisoning is a medical condition caused by increased levels of the heavy metal lead in the body. Lead interferes with a variety of body processes and is toxic to many organs and tissues including the heart,bones,intestines,kidneys, and reproductive and nervous systems. It interferes with the development of the nervous system and is therefore particularly toxic to children, causing potentially permanent learning and behavior disorders.
But what you are hearing people talking about is not about lead light bulbs but LED light bulbs. LED stands for light-emitting diode which is a semiconductor light source. LEDs are used as indicator lamps in many devices and are increasingly used for other lighting. Introduced as a practical electronic component in 1962, early LEDs emitted low-intensity red light, but modern versions are available across the visible, ultraviolet and infrared wavelengths, with very high brightness. To be really scientific about it, when a light-emitting diode is switched on, electrons are able to recombine with electron holes within the device, releasing energy in the form of photons. This effect is called electroluminescence and the color of
the light (corresponding to the energy of the photon) is determined by the energy gap of the semiconductor. Huh? Simply put, LED lights run cooler, use less energy and last longer than their incandescent counterparts and that’s why many people are stringing LED Christmas lights on their tree, house and other decorations.
Christmas decorations are not the only use for LED lights. Being the Highway Doctor, I would like to mention that most traffic signals are now using
LED lights as well. The new traffic lights you are seeing are made out of arrays of light emitting diodes. Each LED is about the size of a pencil eraser,
so hundreds of them are used together in an array. The LEDs are replacing the old-style incandescent halogen bulbs rated at between 50 and 150 watts. Most counties and cities in the United States are in the process of replacing their incandescent traffic lights with LED units because of three big advantages: 1.) LEDs are brighter - the LED arrays fill the entire "hole" and have equal brightness across the entire surface, making them brighter overall. 2.) LED bulbs last for years - while halogen bulbs last for months. Replacing bulbs costs money for the trucks and people who do the work, and it also ties up traffic. Increasing the replacement interval can save a city or county big dollars. 3.) LED bulbs save a lot of energy - the energy savings of LED lights can be substantial. Assume that a traffic signal uses 100-watt bulbs today. The light is on 24 hours a day, so it uses 2.4 kilowatt-hours per day per signal head. If you assume power costs 8 cents per kilowatt-hour, it means that one traffic signal head costs about 20 cents a day to operate, or about $73 per year. There are perhaps sixteen signal heads per intersection, so that's almost $1,200 per year in power per intersection. LED bulbs consume 15 or 20 watts instead of 100, so the power consumption drops by a factor of five or six. For a county like Anoka County which has over 175 traffic signals the savings can be huge!
So LED is perfectly fine and will not present a health problem for you. And if you switch out your incandescent Christmas lights to LED’s, your wallet will be a lot healthier too!
To good health on the highways,
The Highway Doctor
6. Looking for an easy way to get stronger? While there may not be a simple solution for people, The Highway Doctor explains how it is easy for our highways!
Dear Highway Doctor:
I am urgently writing this letter to you and hope you can help. You see, I’ve tried all of these new exercise
crazes: free weights, Bowflex, Nautilus, etc. - you name it, I’ve tried it. But unfortunately none of these have worked for me. But the other day, I was in the offices of my local highway engineer and I overheard someone say that they can make their “system” stronger over the winter without “doing anything”. This
sounds like the program for me. But what is it and how do I get it?
Les F. Ort
The Highway Doctor’s diagnosis:
Dear Mr. Ort:
You poor misguided soul! Do you really think there is this miracle system out there that will make you stronger that doesn’t involve some effort? Of course there isn’t! Like I always say,“no pain-no gain!” So let me try to explain what you’ve probably overheard in your highway engineer’s office. The “system” you heard someone speak of is the “highway” system. And yes, in the next several months highway systems in northern climates like ours begin to get stronger.
How is this so? Simple. You see in the next several months our highways will begin to freeze as the temperature drop below 32 degrees. As temperatures get colder and stay cold longer, our highways can freeze 3, 4, or 5 feet or more deep. This is especially true for roads that are plowed clear which remove the insulating effect of the snow. This is why watermains are normally 8 feet below road surfaces. Well anyway, as a road freezes it becomes one big solid chunk of soil, gravel and pavement. This gives a pavement more strength than at any time during the year. In fact, the legal
load limits for trucks are actually increased during the winter months. You can expect a load limit increase of 10% from mid-December through
mid-February in the Metro area although the increase starts earlier and lasts longer the further north you go.
So there you have it - a system that gets stronger for doing absolutely nothing. Unfortunately for you however, while this lessens the impacts of tires on our pavements, it won’t lessen that “spare tire” around your waist!
To good health on the highways,
The Highway Doctor
I am urgently writing this letter to you and hope you can help. You see, I’ve tried all of these new exercise
crazes: free weights, Bowflex, Nautilus, etc. - you name it, I’ve tried it. But unfortunately none of these have worked for me. But the other day, I was in the offices of my local highway engineer and I overheard someone say that they can make their “system” stronger over the winter without “doing anything”. This
sounds like the program for me. But what is it and how do I get it?
Les F. Ort
The Highway Doctor’s diagnosis:
Dear Mr. Ort:
You poor misguided soul! Do you really think there is this miracle system out there that will make you stronger that doesn’t involve some effort? Of course there isn’t! Like I always say,“no pain-no gain!” So let me try to explain what you’ve probably overheard in your highway engineer’s office. The “system” you heard someone speak of is the “highway” system. And yes, in the next several months highway systems in northern climates like ours begin to get stronger.
How is this so? Simple. You see in the next several months our highways will begin to freeze as the temperature drop below 32 degrees. As temperatures get colder and stay cold longer, our highways can freeze 3, 4, or 5 feet or more deep. This is especially true for roads that are plowed clear which remove the insulating effect of the snow. This is why watermains are normally 8 feet below road surfaces. Well anyway, as a road freezes it becomes one big solid chunk of soil, gravel and pavement. This gives a pavement more strength than at any time during the year. In fact, the legal
load limits for trucks are actually increased during the winter months. You can expect a load limit increase of 10% from mid-December through
mid-February in the Metro area although the increase starts earlier and lasts longer the further north you go.
So there you have it - a system that gets stronger for doing absolutely nothing. Unfortunately for you however, while this lessens the impacts of tires on our pavements, it won’t lessen that “spare tire” around your waist!
To good health on the highways,
The Highway Doctor
7. Hy Pochondriac thought taking more medicine would be better for him, but just like salt on a highway, The Highway Doctor explains that using just the right amount for your situation works best.
Dear Highway Doctor:
How do you know how much medicine is required to cure a specific ailment? If a little bit is good, is a lot better?
Hy Pochondriac
The Highway Doctor's diagnosis:
Dear Mr. Pochondriac:
The doctor is very glad he paid attention during his bio-chemistry class, because your question is not as easy as it appears. While medicines are used to replace deficient chemicals in the body or to attack disease, these medicines must be prescribed in the proper amount or they themselves can be harmful.
Being the Highway Doctor, this whole issue is very similar to the type and amount of salt and sand we apply to our roads to fight snow and ice. The salt and sand is the "medicine" and the snow and ice is the "disease".
But how do the Highway Department crews know how much "medicine" to prescribe? There are many factors that go into the decisions: air temperature, ground temperature, drifting conditions, amount of direct sunlight, expected snowfall, etc. No two snow events are ever the same,
therefore a different "prescription" of salt and sand may be used for each snowfall.
For example, some loads may be 80% salt and 20% sand, while others may be just the reverse: 20% salt and 80% sand. Also, the application
rate may be different for each event, from 200 pounds per lane mile to 800 pounds per lane mile. So what gets used when? A general rule of thumb is to use a higher percentage of salt but at a lower application rate when temps are warmer and a lower percentage of salt (when it’s not very effective) but at a high rate when temps are colder. Again, there are numerous other factors to consider in this evaluation.
In any given day of snow and ice control the Anoka County Highway Department can use well over 1,000 tons of salt. Of course, there are many
snow events where much less salt is used. Over any given year, the highway department can use between 15,000 and 20,000 tons of salt. But because
the right "prescription" is being written for each "disease" the amount of salt used, and money spent, is being kept at the absolute minimum.
So just as the correct medical prescription will make you a healthier person, the correct salt prescription will cure the snow and ice disease with the same effectiveness at the lowest possible cost.
To good health on the highway,
The Highway Doctor
How do you know how much medicine is required to cure a specific ailment? If a little bit is good, is a lot better?
Hy Pochondriac
The Highway Doctor's diagnosis:
Dear Mr. Pochondriac:
The doctor is very glad he paid attention during his bio-chemistry class, because your question is not as easy as it appears. While medicines are used to replace deficient chemicals in the body or to attack disease, these medicines must be prescribed in the proper amount or they themselves can be harmful.
Being the Highway Doctor, this whole issue is very similar to the type and amount of salt and sand we apply to our roads to fight snow and ice. The salt and sand is the "medicine" and the snow and ice is the "disease".
But how do the Highway Department crews know how much "medicine" to prescribe? There are many factors that go into the decisions: air temperature, ground temperature, drifting conditions, amount of direct sunlight, expected snowfall, etc. No two snow events are ever the same,
therefore a different "prescription" of salt and sand may be used for each snowfall.
For example, some loads may be 80% salt and 20% sand, while others may be just the reverse: 20% salt and 80% sand. Also, the application
rate may be different for each event, from 200 pounds per lane mile to 800 pounds per lane mile. So what gets used when? A general rule of thumb is to use a higher percentage of salt but at a lower application rate when temps are warmer and a lower percentage of salt (when it’s not very effective) but at a high rate when temps are colder. Again, there are numerous other factors to consider in this evaluation.
In any given day of snow and ice control the Anoka County Highway Department can use well over 1,000 tons of salt. Of course, there are many
snow events where much less salt is used. Over any given year, the highway department can use between 15,000 and 20,000 tons of salt. But because
the right "prescription" is being written for each "disease" the amount of salt used, and money spent, is being kept at the absolute minimum.
So just as the correct medical prescription will make you a healthier person, the correct salt prescription will cure the snow and ice disease with the same effectiveness at the lowest possible cost.
To good health on the highway,
The Highway Doctor
8. Have you ever wondered if your skin getting white and flaky in the wintertime is related to roadways getting white and flaky too? The Highway Doctor helps explain these two unrelated issues.
Dear Highway Doctor:
There seems to be two things that I can count on each winter: white, flaky skin and white, flaky highway pavement. Are these two conditions related? And what causes this anyway?
Ichabod“Ichy” Skinner
The Highway Doctor’s diagnosis:
Dear Mr. Skinner:
Without too much head “scratching” I think that I can answer both of your questions. First
of all, your white, flaky skin is the result of dry skin. With your heater going non-stop all winter long, the air dries out and subsequently your skin dries out too turning white and flaky. Consider adding a humidifier to your furnace and try using a good skin moisturizer to alleviate your condition.
Now for the second part of your question: what causes the highways to get so white and flaky too? Very simply it’s from the residue from salt that was put on the road to fight snow and ice. But why are roads white some days and not on others? This takes a little more explanation.
Salt, or more precisely, sodium chloride (NaCl), is the chemical of choice for highway departments to fight snow and ice because it is cheap, readily available, nontoxic and very effective. When salt is dissolved in water it changes the properties of the water. From a chemistry point of view, the property that road crews exploit is the freezing point depression; i.e. salt makes water freeze at a much lower temperature than regular water. The stronger the solution of salt, the more effective it becomes. But can just adding more salt keep roads from freezing no matter how cold it gets? No – and now we’re finally getting to why roads turn white.
You see, the solubility of salt in water decreases with decreasing temperature. At –58 degrees F salting the road is totally pointless (let’s hope it never gets THAT cold). But it even becomes impractical from an effectiveness standpoint at around +15 degrees F. When the temperature gets too cold the
salt will leave the solution and reappear on the road as the white, flaky residue that you see. This is why you will see roads look white at 15 degrees but they appear wet at 25 degrees (the “active” salt is pulling the moisture out of the air to remain in solution).
So while the white, flaky condition on your skin may be a bad thing, the white, flaky condition of the highway is actually a good thing as it is the first layer of defense against the next storm. Can you imagine how much moisturizer we would need if it wasn’t?!
To good health on the highways,
The Highway Doctor
There seems to be two things that I can count on each winter: white, flaky skin and white, flaky highway pavement. Are these two conditions related? And what causes this anyway?
Ichabod“Ichy” Skinner
The Highway Doctor’s diagnosis:
Dear Mr. Skinner:
Without too much head “scratching” I think that I can answer both of your questions. First
of all, your white, flaky skin is the result of dry skin. With your heater going non-stop all winter long, the air dries out and subsequently your skin dries out too turning white and flaky. Consider adding a humidifier to your furnace and try using a good skin moisturizer to alleviate your condition.
Now for the second part of your question: what causes the highways to get so white and flaky too? Very simply it’s from the residue from salt that was put on the road to fight snow and ice. But why are roads white some days and not on others? This takes a little more explanation.
Salt, or more precisely, sodium chloride (NaCl), is the chemical of choice for highway departments to fight snow and ice because it is cheap, readily available, nontoxic and very effective. When salt is dissolved in water it changes the properties of the water. From a chemistry point of view, the property that road crews exploit is the freezing point depression; i.e. salt makes water freeze at a much lower temperature than regular water. The stronger the solution of salt, the more effective it becomes. But can just adding more salt keep roads from freezing no matter how cold it gets? No – and now we’re finally getting to why roads turn white.
You see, the solubility of salt in water decreases with decreasing temperature. At –58 degrees F salting the road is totally pointless (let’s hope it never gets THAT cold). But it even becomes impractical from an effectiveness standpoint at around +15 degrees F. When the temperature gets too cold the
salt will leave the solution and reappear on the road as the white, flaky residue that you see. This is why you will see roads look white at 15 degrees but they appear wet at 25 degrees (the “active” salt is pulling the moisture out of the air to remain in solution).
So while the white, flaky condition on your skin may be a bad thing, the white, flaky condition of the highway is actually a good thing as it is the first layer of defense against the next storm. Can you imagine how much moisturizer we would need if it wasn’t?!
To good health on the highways,
The Highway Doctor
9. Most doctors will tell you that losing a few pounds is better for you, but The Highway Doctor talks about one case where bigger is better!
Dear Highway Doctor:
I need a second opinion. My regular doctor said that I needed to lose some weight to stay healthy, but I've heard you say that a "9-ton" road is stronger than a "5-ton" road. I
like your advice better. What gives?
"B.A. "Biggie" Rhodes
The Highway Doctor's diagnosis:
Dear Mr. Rhodes:
What a heavy subject! You are correct in saying that a "9-ton" road is stronger than a "5-ton" road.How can this be? Please allow me to explain.
When we're talking about roads, we refer to the strength of the road by the maximum weight that the road can support under each axle group during the springtime when the roads are at their weakest.On a "9-ton" road for example, the maximum amount of load that each axle group can support is 9 tons or 18,000 pounds per axle.Therefore, the maximum load that a semi-tractor trailer combination (with 5 axles) can weigh in the springtime when road restrictions are on is 9 tons times 5 axles or 45 tons (90,000 pounds).Likewise a "5-ton" road only allows 5 tons per axle, a "7-ton" road allows 7 tons per axle, and so on.
The maximum road loading that County roads are designed for are 10 tons, while some lower volume roads may be designed for 7 tons or less. Remember, this only refers to the load carrying capacity of the road in the springtime when roads are at their weakest condition due to reoccurring freeze/thaw cycles.For most of the year when road restrictions are not posted, vehicles can carry the maximum load allowed under state law on
all roads.
In the design of a pavement, other factors determine how thick the pavement section should be such as traffic volume, percent of truck traffic, life expectancy, sub-grade soil conditions, pavement types, etc. But the road rating is still determined as described above.
So, in the case of your personal health, your doctor's advice was correct and it looks like you will need to shed a few pounds. But when it comes to roads, bigger is definitely better.
To good health on the highway,
The Highway Doctor
I need a second opinion. My regular doctor said that I needed to lose some weight to stay healthy, but I've heard you say that a "9-ton" road is stronger than a "5-ton" road. I
like your advice better. What gives?
"B.A. "Biggie" Rhodes
The Highway Doctor's diagnosis:
Dear Mr. Rhodes:
What a heavy subject! You are correct in saying that a "9-ton" road is stronger than a "5-ton" road.How can this be? Please allow me to explain.
When we're talking about roads, we refer to the strength of the road by the maximum weight that the road can support under each axle group during the springtime when the roads are at their weakest.On a "9-ton" road for example, the maximum amount of load that each axle group can support is 9 tons or 18,000 pounds per axle.Therefore, the maximum load that a semi-tractor trailer combination (with 5 axles) can weigh in the springtime when road restrictions are on is 9 tons times 5 axles or 45 tons (90,000 pounds).Likewise a "5-ton" road only allows 5 tons per axle, a "7-ton" road allows 7 tons per axle, and so on.
The maximum road loading that County roads are designed for are 10 tons, while some lower volume roads may be designed for 7 tons or less. Remember, this only refers to the load carrying capacity of the road in the springtime when roads are at their weakest condition due to reoccurring freeze/thaw cycles.For most of the year when road restrictions are not posted, vehicles can carry the maximum load allowed under state law on
all roads.
In the design of a pavement, other factors determine how thick the pavement section should be such as traffic volume, percent of truck traffic, life expectancy, sub-grade soil conditions, pavement types, etc. But the road rating is still determined as described above.
So, in the case of your personal health, your doctor's advice was correct and it looks like you will need to shed a few pounds. But when it comes to roads, bigger is definitely better.
To good health on the highway,
The Highway Doctor
10. Is your eyesight getting weaker, especially at night? Don't worry - The Highway Doctor tells us that our highway signs are getting stronger and easier to see!
Dear Doctor:
My friend and I are getting older in our years and we are having more and more trouble seeing, especially at night. I know that highway construction season is just starting and we are concerned that we may not be able to safely maneuver our cars when we drive through construction zones this summer. Is there anything you can prescribe to help us with this predicament?
April Showers & Mae Flowers
The Highway Doctor’s diagnosis:
Dear Ms. Showers and Ms. Flowers:
Thank you for writing about this very important issue. Highway construction workzones can be a very hazardous place to drive and work, and everyone needs to pay extra attention when within these areas. There is nothing that I can prescribe to you other than to slow down to the posted construction zone speed limit and to pay extra attention to the road within these zones. This is no time to be talking on your cell phone or eating your Big Mac. You need to be prepared for the unexpected. Remember, work zone fatalities involve more motorists than they do construction workers, although both statistics are regrettably too high.
Although I can’t prescribe anything more specific for you, the Highway Doctor is pleased to say that highway departments throughout Minnesota, like the Anoka County Highway Department, are implementing numerous safety related plans and specifications to guide you through the workzones in the best possible way. For example, did you know that all signs, barrels and barricades used in workzones use special reflective sheeting that uses a technology known as retroreflection? Retroreflection helps the eye perceive light in low-light conditions. In more scientific terms, retroreflection occurs when light rays are returned in the direction from which they came. A large amount of reflected light is returned directly to the original light source, such as a car’s headlights. Since very little light is scattered when the light is returned, retroreflective materials appear brightest to a driver who is directly behind the light source – the car’s headlights. This is why traffic control devices “stand out” as you drive through workzones. This is especially important in rural areas where there is no street lighting to help illuminate the work zone. How does this sheeting become retroreflective? Well this sheeting is composed of microprisms formed on a flexible glossy and UV-stabilized polymeric film sealed and backed with a heavy vinyl coated fabric.
Again, even with this new technology, there is still nothing more important than drivers slowing down and being extremely cautious when driving through workzones. The Highway Department will do its part to set up high quality, highly visible traffic control devices and workzones, but it is still your responsibility to drive responsibly and safely.
To good health on the highways,
The Highway Doctor
My friend and I are getting older in our years and we are having more and more trouble seeing, especially at night. I know that highway construction season is just starting and we are concerned that we may not be able to safely maneuver our cars when we drive through construction zones this summer. Is there anything you can prescribe to help us with this predicament?
April Showers & Mae Flowers
The Highway Doctor’s diagnosis:
Dear Ms. Showers and Ms. Flowers:
Thank you for writing about this very important issue. Highway construction workzones can be a very hazardous place to drive and work, and everyone needs to pay extra attention when within these areas. There is nothing that I can prescribe to you other than to slow down to the posted construction zone speed limit and to pay extra attention to the road within these zones. This is no time to be talking on your cell phone or eating your Big Mac. You need to be prepared for the unexpected. Remember, work zone fatalities involve more motorists than they do construction workers, although both statistics are regrettably too high.
Although I can’t prescribe anything more specific for you, the Highway Doctor is pleased to say that highway departments throughout Minnesota, like the Anoka County Highway Department, are implementing numerous safety related plans and specifications to guide you through the workzones in the best possible way. For example, did you know that all signs, barrels and barricades used in workzones use special reflective sheeting that uses a technology known as retroreflection? Retroreflection helps the eye perceive light in low-light conditions. In more scientific terms, retroreflection occurs when light rays are returned in the direction from which they came. A large amount of reflected light is returned directly to the original light source, such as a car’s headlights. Since very little light is scattered when the light is returned, retroreflective materials appear brightest to a driver who is directly behind the light source – the car’s headlights. This is why traffic control devices “stand out” as you drive through workzones. This is especially important in rural areas where there is no street lighting to help illuminate the work zone. How does this sheeting become retroreflective? Well this sheeting is composed of microprisms formed on a flexible glossy and UV-stabilized polymeric film sealed and backed with a heavy vinyl coated fabric.
Again, even with this new technology, there is still nothing more important than drivers slowing down and being extremely cautious when driving through workzones. The Highway Department will do its part to set up high quality, highly visible traffic control devices and workzones, but it is still your responsibility to drive responsibly and safely.
To good health on the highways,
The Highway Doctor
11. Looking for a "sign" to lead you in the right direction? In this article The Highway Doctor shows you how to follow the right path!
Dear Highway Doctor:
Is there really such a thing as extrasensory perception (ESP)? I thought there was so I’ve been spending my
whole life waiting for a “sign” to lead me in the right direction. I can’t admit that I’ve seen anything yet and feel like I’ve wasted a large part of my life. Where can I find a sign to lead me in the right direction?
Anita Sign
The Highway Doctor’s diagnosis:
Dear Ms. Sign:
Extrasensory perception (ESP), also commonly referred to as the sixth sense, involves reception of information not gained through the recognized physical senses but sensed with the mind. The term was coined by German psychical researcher, Rudolf Tischner, and adopted by Duke University psychologist J. B. Rhine to denote psychic abilities such as telepathy and clairvoyance, and their trans-temporal operation as precognition or
retrocognition. ESP is also sometimes casually referred to as a sixth sense, gut instinct or hunch, which are historical English idioms.
Parapsychology is the study of paranormal psychic phenomena, including ESP. Parapsychologists generally regard such tests as the ganzfeld
experiment as providing compelling evidence for the existence of ESP. However, the scientific community does not accept this due to the disputed evidence base, the lack of a theory which would explain ESP, and the lack of experimental techniques which can provide reliably positive results.
Of course, being The Highway Doctor, I can refer you to a real sign that gives you clear direction when there are obstacles in your way: highway
detour signing. There can be no mistaking that we are currently in the middle of construction season here in Minnesota. There are orange barrels,
barricades and signs everywhere. How is a person supposed to get from point “A” to point “B” without having ESP themselves? Detour signing.
Highway engineers, while seemingly the enemy for causing all of these nuisance road construction projects in the first place, try to alleviate any concerns for the delays and rerouting of closed roads with a set of warning, regulatory and guide signs that can help people either avoid getting near a construction site or will at least guide them around or through the construction zone if they get to one. Detour signage is not necessarily designed for the local resident who will always be able to find the best way for them to get in and out of their neighborhood. Instead, detours are primarily for those motorists who may not be so familiar with the local street systems. The posted detour will actively guide them around the closure with as much ease and convenience possible.
So I hope that our local highway engineers will give you all the signs you are seeking to give you clear direction through highway construction zones. But on a more personal level, perhaps you’d be interested in a friend of mine for an even bigger sign – Bill Board!
To good health on the highways,
The Highway Doctor
Is there really such a thing as extrasensory perception (ESP)? I thought there was so I’ve been spending my
whole life waiting for a “sign” to lead me in the right direction. I can’t admit that I’ve seen anything yet and feel like I’ve wasted a large part of my life. Where can I find a sign to lead me in the right direction?
Anita Sign
The Highway Doctor’s diagnosis:
Dear Ms. Sign:
Extrasensory perception (ESP), also commonly referred to as the sixth sense, involves reception of information not gained through the recognized physical senses but sensed with the mind. The term was coined by German psychical researcher, Rudolf Tischner, and adopted by Duke University psychologist J. B. Rhine to denote psychic abilities such as telepathy and clairvoyance, and their trans-temporal operation as precognition or
retrocognition. ESP is also sometimes casually referred to as a sixth sense, gut instinct or hunch, which are historical English idioms.
Parapsychology is the study of paranormal psychic phenomena, including ESP. Parapsychologists generally regard such tests as the ganzfeld
experiment as providing compelling evidence for the existence of ESP. However, the scientific community does not accept this due to the disputed evidence base, the lack of a theory which would explain ESP, and the lack of experimental techniques which can provide reliably positive results.
Of course, being The Highway Doctor, I can refer you to a real sign that gives you clear direction when there are obstacles in your way: highway
detour signing. There can be no mistaking that we are currently in the middle of construction season here in Minnesota. There are orange barrels,
barricades and signs everywhere. How is a person supposed to get from point “A” to point “B” without having ESP themselves? Detour signing.
Highway engineers, while seemingly the enemy for causing all of these nuisance road construction projects in the first place, try to alleviate any concerns for the delays and rerouting of closed roads with a set of warning, regulatory and guide signs that can help people either avoid getting near a construction site or will at least guide them around or through the construction zone if they get to one. Detour signage is not necessarily designed for the local resident who will always be able to find the best way for them to get in and out of their neighborhood. Instead, detours are primarily for those motorists who may not be so familiar with the local street systems. The posted detour will actively guide them around the closure with as much ease and convenience possible.
So I hope that our local highway engineers will give you all the signs you are seeking to give you clear direction through highway construction zones. But on a more personal level, perhaps you’d be interested in a friend of mine for an even bigger sign – Bill Board!
To good health on the highways,
The Highway Doctor
12. Thinking about driving when you're tired? You may reconsider after The Highway Doctor sheds some light on this potentially dangerous action.
Dear Highway Doctor:
I have just been told by my regular physician that I have a condition called sleep apnea. When I told him that I was an over-the-road truck driver he seemed very concerned. Why would it matter what my job is if I have this condition?
Van Winkle
The Highway Doctor’s diagnosis…
Dear Mr. Winkle:
Sleep apnea is a type of sleep disorder characterized by pauses in breathing or instances of shallow or infrequent breathing during sleep. Each pause in breathing, called an apnea, can last from at least ten seconds to minutes, and may occur 5 to 30 times or more an hour. An individual with sleep apnea is rarely aware of having difficulty breathing, even upon awakening. Symptoms may be present for years (or even decades) without identification, during which time the sufferer may become conditioned to the daytime sleepiness and fatigueassociated with significant levels of sleep disturbance.
Sleep apnea patients complain about excessive daytime sleepiness and impaired alertness. In other words, common effects of sleep apnea include daytime fatigue, a slower reaction time, and vision problems. This is why your doctor was very concerned about your profession as a driver.
Being The Highway Doctor I have some very serious concerns as well. The National Highway Traffic Safety Administration reports that about 2.5% of all traffic fatalities involve drowsy driving. This is a preventable situation. According to the National Sleep Foundation and the Centers for Disease Control, here are the numbers on drowsy driving:
0.10 The blood alcohol equivalent in impairment to a person who hasn’t slept for 24 hours.
18-29 Ages of drivers at highest risk for drowsy driving; 71% are likely to drive this way.
56% Percentage of drowsy drivers who are men.
23% Percentage of adults who know someone who has been involved in a drowsy driver crash.
Several states are revising laws to deal with this preventable situation. Under Arkansas’ new law, drivers found guilty of fatigued driver can now be charged with negligible homicide. New York is looking into requiring certain people to be screened for sleep apnea when applying for a commercial driver’s licenses. Commercial drivers with the disorder are particularly high risk for drowsy driving due to long hours on the road, and individuals with untreated sleep apnea are two to seven times more likely to be involved in a crash according to the Federal Motor Carrier Safety Administration. Other states are attacking the problem through public education campaigns to call attention to the problem and educate drivers on ways to avoid it.
I hope you now realize why your physician was concerned about condition as it relates to your profession. I also hope you get the proper treatment and don’t decide to do nothing or “sleep on it”for the next twenty years. If you cause a crash, those twenty years could be spent behind bars.
To good health on the highways,
The Highway Doctor
I have just been told by my regular physician that I have a condition called sleep apnea. When I told him that I was an over-the-road truck driver he seemed very concerned. Why would it matter what my job is if I have this condition?
Van Winkle
The Highway Doctor’s diagnosis…
Dear Mr. Winkle:
Sleep apnea is a type of sleep disorder characterized by pauses in breathing or instances of shallow or infrequent breathing during sleep. Each pause in breathing, called an apnea, can last from at least ten seconds to minutes, and may occur 5 to 30 times or more an hour. An individual with sleep apnea is rarely aware of having difficulty breathing, even upon awakening. Symptoms may be present for years (or even decades) without identification, during which time the sufferer may become conditioned to the daytime sleepiness and fatigueassociated with significant levels of sleep disturbance.
Sleep apnea patients complain about excessive daytime sleepiness and impaired alertness. In other words, common effects of sleep apnea include daytime fatigue, a slower reaction time, and vision problems. This is why your doctor was very concerned about your profession as a driver.
Being The Highway Doctor I have some very serious concerns as well. The National Highway Traffic Safety Administration reports that about 2.5% of all traffic fatalities involve drowsy driving. This is a preventable situation. According to the National Sleep Foundation and the Centers for Disease Control, here are the numbers on drowsy driving:
0.10 The blood alcohol equivalent in impairment to a person who hasn’t slept for 24 hours.
18-29 Ages of drivers at highest risk for drowsy driving; 71% are likely to drive this way.
56% Percentage of drowsy drivers who are men.
23% Percentage of adults who know someone who has been involved in a drowsy driver crash.
Several states are revising laws to deal with this preventable situation. Under Arkansas’ new law, drivers found guilty of fatigued driver can now be charged with negligible homicide. New York is looking into requiring certain people to be screened for sleep apnea when applying for a commercial driver’s licenses. Commercial drivers with the disorder are particularly high risk for drowsy driving due to long hours on the road, and individuals with untreated sleep apnea are two to seven times more likely to be involved in a crash according to the Federal Motor Carrier Safety Administration. Other states are attacking the problem through public education campaigns to call attention to the problem and educate drivers on ways to avoid it.
I hope you now realize why your physician was concerned about condition as it relates to your profession. I also hope you get the proper treatment and don’t decide to do nothing or “sleep on it”for the next twenty years. If you cause a crash, those twenty years could be spent behind bars.
To good health on the highways,
The Highway Doctor
13. Think your road is exploding this spring? You may be right as The Highway Doctor explains below!
Dear Highway Doctor:
For most of the year the roads that I drive are very smooth, but every spring the roads seem to explode. I would expect that the winter would affect the roads, but not in the spring when the weather starts getting better. Could you please explain this highway ailment?
R.U. Patchin
The Highway Doctor’s diagnosis:
Dear Mr. Patchin:
Just as people have to survive the cold and flu season, roads too must stay healthy and physically fit to withstand “pothole” season, which typically runs from early March through mid-May. It was a good thing that the Doctor paid attention during anatomy class because this is one disease that the Doctor is all too familiar with. Simply stated, the anatomy of a pothole looks something like this:
Potholes are caused when the pavement or the material beneath it cannot support weight of the traffic it carries. First, traffic or the bitter cold causes the pavement to crack – usually unseen hairline cracks - that given time, will develop into larger, more visible cracks. Water worsens the cracked pavement problem. Ideally, water should roll off the impervious pavement surface, but when water seeps into the cracks on a road it can attack the subbase and soften it. Over a period of time, the subbase material can shift or ooze to the side leaving nothing to support the pavement. Then, after repeated poundings from traffic, the pavement finally weakens and gives way causing the pothole. Here in Minnesota, the process just described is dramatically accelerated due to freeze/thaw action. The water in the subbase freezes and like a bottle of pop put in the freezer by mistake, expands pushing the pavement up. When the ice ridge melts, the now unsupported pavement is a sitting duck waiting for the next truck to pound it out causing the pothole.
Just like getting a flu shot, there are preventative measures that can help a roadway from developing a full-blown case of potholes. Good construction practices can alleviate many drainage problems. Proper structural design and periodic overlays can give the pavement the strength to withstand heavy loads during the critical spring months. Routine crack sealing and patching along with surface seals like sealcoats can keep the surface watertight. Finally, posting weight restrictions during the spring can further aid roads during the most damage susceptible months.
So there you have it, everything you wanted to know (and probably more) about potholes. Hopefully, with the right prescription of pavement strength, preventative maintenance, and some help from Mother Nature, we can keep our highways healthy for a very long time.
To good health on the highways,
The Highway Doctor
For most of the year the roads that I drive are very smooth, but every spring the roads seem to explode. I would expect that the winter would affect the roads, but not in the spring when the weather starts getting better. Could you please explain this highway ailment?
R.U. Patchin
The Highway Doctor’s diagnosis:
Dear Mr. Patchin:
Just as people have to survive the cold and flu season, roads too must stay healthy and physically fit to withstand “pothole” season, which typically runs from early March through mid-May. It was a good thing that the Doctor paid attention during anatomy class because this is one disease that the Doctor is all too familiar with. Simply stated, the anatomy of a pothole looks something like this:
Potholes are caused when the pavement or the material beneath it cannot support weight of the traffic it carries. First, traffic or the bitter cold causes the pavement to crack – usually unseen hairline cracks - that given time, will develop into larger, more visible cracks. Water worsens the cracked pavement problem. Ideally, water should roll off the impervious pavement surface, but when water seeps into the cracks on a road it can attack the subbase and soften it. Over a period of time, the subbase material can shift or ooze to the side leaving nothing to support the pavement. Then, after repeated poundings from traffic, the pavement finally weakens and gives way causing the pothole. Here in Minnesota, the process just described is dramatically accelerated due to freeze/thaw action. The water in the subbase freezes and like a bottle of pop put in the freezer by mistake, expands pushing the pavement up. When the ice ridge melts, the now unsupported pavement is a sitting duck waiting for the next truck to pound it out causing the pothole.
Just like getting a flu shot, there are preventative measures that can help a roadway from developing a full-blown case of potholes. Good construction practices can alleviate many drainage problems. Proper structural design and periodic overlays can give the pavement the strength to withstand heavy loads during the critical spring months. Routine crack sealing and patching along with surface seals like sealcoats can keep the surface watertight. Finally, posting weight restrictions during the spring can further aid roads during the most damage susceptible months.
So there you have it, everything you wanted to know (and probably more) about potholes. Hopefully, with the right prescription of pavement strength, preventative maintenance, and some help from Mother Nature, we can keep our highways healthy for a very long time.
To good health on the highways,
The Highway Doctor
14. Here's an interesting article from someone with a holiday connection!
Dear Doctor:
I hope you’ll be able to help me with my condition. I am very active in sports and for some reason I get a very red nose sometimes. It gets so bad that my teammates will laugh and call me names. In fact, they
won’t even let me play in their games anymore. I feel like a misfit and want to run away, but wanted to reach out to you first. Help!
Rudolph R. Deer
North Pole
The Doctor’s Diagnosis:
Dear Mr. Deer:
Red nose is a common symptom of emotions, infection, temperature changes, or even physical irritation. Red nose results from a rapid reddening of the face in response to strong emotions, such as embarrassment, anger, or high excitement. Red nose is also caused by conditions affecting the nose itself or in association with more generalized conditions, such as hay fever, common cold (viral respiratory infection), high fever (higher than 101 degrees Fahrenheit), eating hot or spicy foods, or drinking alcohol. Occasionally, red nose is associated with rosacea (inflammatory skin condition affecting the face).
Infection is a common cause of red nose. This includes any condition that is associated with a high fever (higher than 101 degrees Fahrenheit) and may be accompanied by flu-like symptoms, including fatigue, fever, sore throat, headache, cough, aches and pains. Hot flashes due to menopause can also result in flushing of the face and a red nose. Depending on the cause, red nose may occur one time, periodically, or be ongoing. Red nose can also
be caused by medications, including some diabetic and cholesterol-lowering drugs. Sildenafil (Viagra) can cause facial flushing with a red nose. The
vitamin supplement niacin is another cause of red nose.
Where else can you see a lot of red? As The Highway Doctor I have to point out that red is a very common color in controlling traffic on our streets and highways. In the traffic world, red has a very specific meaning. Red almost always means stop! A red traffic sign either signals you to stop your vehicle or prohibits entry. The most obvious use is for STOP signs, but you will also see red in YIELD signs, DO NOT ENTER signs, WRONG WAY signs, and on multilane supplemental plates.
The use of the color red is not just limited to signs either. Red of course is a very common color on our traffic signals and again means stop. And why are emergency flashers on police, fire and ambulances red too? Because red requires you to stop and pull over.
So by now I hope you can see that red is a very important color on our highways. But getting back to your red nose condition, the treatment is very
dependent of the type and cause of your condition. If it is caused by the stress of driving on congested or snowy highways this time of year, maybe a good anti-anxiety medication may help. And maybe if everyone would “see red” better (as in stop signs and red lights), then maybe traffic wouldn’t have to cause you to “see red” (getting frustrated) anymore!
To good health on the highways,
The Highway Doctor
I hope you’ll be able to help me with my condition. I am very active in sports and for some reason I get a very red nose sometimes. It gets so bad that my teammates will laugh and call me names. In fact, they
won’t even let me play in their games anymore. I feel like a misfit and want to run away, but wanted to reach out to you first. Help!
Rudolph R. Deer
North Pole
The Doctor’s Diagnosis:
Dear Mr. Deer:
Red nose is a common symptom of emotions, infection, temperature changes, or even physical irritation. Red nose results from a rapid reddening of the face in response to strong emotions, such as embarrassment, anger, or high excitement. Red nose is also caused by conditions affecting the nose itself or in association with more generalized conditions, such as hay fever, common cold (viral respiratory infection), high fever (higher than 101 degrees Fahrenheit), eating hot or spicy foods, or drinking alcohol. Occasionally, red nose is associated with rosacea (inflammatory skin condition affecting the face).
Infection is a common cause of red nose. This includes any condition that is associated with a high fever (higher than 101 degrees Fahrenheit) and may be accompanied by flu-like symptoms, including fatigue, fever, sore throat, headache, cough, aches and pains. Hot flashes due to menopause can also result in flushing of the face and a red nose. Depending on the cause, red nose may occur one time, periodically, or be ongoing. Red nose can also
be caused by medications, including some diabetic and cholesterol-lowering drugs. Sildenafil (Viagra) can cause facial flushing with a red nose. The
vitamin supplement niacin is another cause of red nose.
Where else can you see a lot of red? As The Highway Doctor I have to point out that red is a very common color in controlling traffic on our streets and highways. In the traffic world, red has a very specific meaning. Red almost always means stop! A red traffic sign either signals you to stop your vehicle or prohibits entry. The most obvious use is for STOP signs, but you will also see red in YIELD signs, DO NOT ENTER signs, WRONG WAY signs, and on multilane supplemental plates.
The use of the color red is not just limited to signs either. Red of course is a very common color on our traffic signals and again means stop. And why are emergency flashers on police, fire and ambulances red too? Because red requires you to stop and pull over.
So by now I hope you can see that red is a very important color on our highways. But getting back to your red nose condition, the treatment is very
dependent of the type and cause of your condition. If it is caused by the stress of driving on congested or snowy highways this time of year, maybe a good anti-anxiety medication may help. And maybe if everyone would “see red” better (as in stop signs and red lights), then maybe traffic wouldn’t have to cause you to “see red” (getting frustrated) anymore!
To good health on the highways,
The Highway Doctor
15. Don't crowd the cloud!
Dear Doctor:
I hope you’ll be able to help me with my condition. It seems to be a seasonal condition that affects my eyesight during the winter. You see, many times I will be driving around town on the freeway or local streets and all of a sudden my eyesight becomes quite blurry and distorted. This doesn’t seem to happen in the warmer months of the year so I’m a little perplexed at what this could be. Any help you can provide would be greatly appreciated!
Fuzzy I. Site
The Doctor’s Diagnosis:
Dear Mr. Site:
Blurred vision can be an important indicator of eye disease. It can affect one eye or both eyes, and whether it occurs often or rarely, it should never go untreated. If your vision is blurry, you are unable to see fine details, and the lack of sharpness can be frustrating. Vision loss such as blindness, double
vision, or blurry vision can mean any of a number of different things, ranging from dry eyes or glaucoma to migraines or retinal detachments.
Blurred vision can be a sign of an underlying problem. Of course people who forget to wear their prescribed corrective lenses experience blurry vision, but it’s not always that simple. There is a long list of possible causes of blurry vision including the need for corrective lenses, or a new lens prescription; a diminishing ability to focus; glaucoma, cataracts, or macular degeneration; dry eyes; migraines; cataracts; dirty contact lenses; or sometimes medications cause blurry vision.
If blurred vision is accompanied by the symptoms listed above, you should consider contacting your eye doctor for a check-up. If medication has caused the blurry vision, do not discontinue or switch medications before seeing your eye doctor. If you are having eye pain and the eye is red, call your eye doctor immediately. Partial or complete blindness, even if it is temporary, should never be ignored and should be considered a medical
emergency.
But maybe it’s just a hunch of mine, but when you say that you only have this problem in the winter, I am inclined to suspect that you are simply driving too close behind a snowplow truck! You see, when a snowplow truck is plowing snow, it can create a large snow “cloud” behind it which can
not only blur your vision, but make some hazards on the road totally impossible to see at all!
Snowplows travel much slower than the posted speeds because it is most effective for clearing roads. The driver’s field of vision is severely restricted behind the truck, and the driver must rely on mirrors to see to the rear and side of the truck. Remember to:
Winter driving requires motorists to be careful and alert, but the most important tip for winter driving is: SLOW DOWN! The Minnesota Department of Transportation has put together a very informative YouTube video that describes the hazards of driving in snow storms called “Anatomy of a Winter Storm” which can be seen at https://www.youtube.com/watch?v=v7PcbcQ_jA0. Please check it out.
So there you have it – all the tips you need to have a safe drive this winter. And if this is too much info and you can only remember one thing please
just remember this simple jingle: “Don’t crowd the cloud!”
To good health on the highways,
The Highway Doctor
I hope you’ll be able to help me with my condition. It seems to be a seasonal condition that affects my eyesight during the winter. You see, many times I will be driving around town on the freeway or local streets and all of a sudden my eyesight becomes quite blurry and distorted. This doesn’t seem to happen in the warmer months of the year so I’m a little perplexed at what this could be. Any help you can provide would be greatly appreciated!
Fuzzy I. Site
The Doctor’s Diagnosis:
Dear Mr. Site:
Blurred vision can be an important indicator of eye disease. It can affect one eye or both eyes, and whether it occurs often or rarely, it should never go untreated. If your vision is blurry, you are unable to see fine details, and the lack of sharpness can be frustrating. Vision loss such as blindness, double
vision, or blurry vision can mean any of a number of different things, ranging from dry eyes or glaucoma to migraines or retinal detachments.
Blurred vision can be a sign of an underlying problem. Of course people who forget to wear their prescribed corrective lenses experience blurry vision, but it’s not always that simple. There is a long list of possible causes of blurry vision including the need for corrective lenses, or a new lens prescription; a diminishing ability to focus; glaucoma, cataracts, or macular degeneration; dry eyes; migraines; cataracts; dirty contact lenses; or sometimes medications cause blurry vision.
If blurred vision is accompanied by the symptoms listed above, you should consider contacting your eye doctor for a check-up. If medication has caused the blurry vision, do not discontinue or switch medications before seeing your eye doctor. If you are having eye pain and the eye is red, call your eye doctor immediately. Partial or complete blindness, even if it is temporary, should never be ignored and should be considered a medical
emergency.
But maybe it’s just a hunch of mine, but when you say that you only have this problem in the winter, I am inclined to suspect that you are simply driving too close behind a snowplow truck! You see, when a snowplow truck is plowing snow, it can create a large snow “cloud” behind it which can
not only blur your vision, but make some hazards on the road totally impossible to see at all!
Snowplows travel much slower than the posted speeds because it is most effective for clearing roads. The driver’s field of vision is severely restricted behind the truck, and the driver must rely on mirrors to see to the rear and side of the truck. Remember to:
- Be patient, and remember snowplows are working to improve road conditions for your trip.
- Stay back at least five car lengths behind the plow, far from the snow cloud. If you can’t see the driver’s side rearview mirrors then they can’t see
you. - Stay alert for snowplows that turn or exit frequently and often with little warning. They also may travel over centerlines or partially in traffic to further improve road conditions. They also swerve side to side to avoid roadside structures such as mailboxes, guardrail, signs and other
objects. - Slow down to a safe speed for current conditions.
- Never drive into a snow cloud.
- In Minnesota, call 511 or visit www.511mn.org before leaving on your trip to get current road conditions.
- Turn on your headlights and wear your seat belt.
- Turn off your cruise control.
- Clear snow and ice from all windows and lights - even the hood and roof- before driving.
- Leave plenty of room for stopping.
- Use brakes carefully. Brake early. Brake correctly. It takes more time and distance to stop in adverse conditions.
- Bridge decks freeze first. Due to the difference in the exposure to air, the surface condition can be worse on a bridge than on the approach
road. - Exit ramps are an even greater challenge during the winter since they may have received less anti-icing material than the main line. Be aware of this when exiting the highway.
- Don't get overconfident in your 4x4 vehicle. Remember that, if you are driving a four wheel drive vehicle, the vehicle may help you get going quicker but it won't help you stop any quicker. Many 4x4 vehicles are heavier than passenger vehicles and actually may take longer to stop. Don't get overconfident in your 4x4 vehicle's traction.
- Look further ahead in traffic than you normally do. Actions by cars and trucks will alert you quicker to problems and give you a split-second extra time to react safely.
- Remember that trucks are heavier than cars. Trucks take longer to safely respond and come to a complete stop, so avoid cutting quickly in front of them.
Winter driving requires motorists to be careful and alert, but the most important tip for winter driving is: SLOW DOWN! The Minnesota Department of Transportation has put together a very informative YouTube video that describes the hazards of driving in snow storms called “Anatomy of a Winter Storm” which can be seen at https://www.youtube.com/watch?v=v7PcbcQ_jA0. Please check it out.
So there you have it – all the tips you need to have a safe drive this winter. And if this is too much info and you can only remember one thing please
just remember this simple jingle: “Don’t crowd the cloud!”
To good health on the highways,
The Highway Doctor
16. Feeling a litte green lately? See what The Highway Doctor has to say about that!
Dear Doctor:
I hope you’ll be able to help me with my condition. I don’t know what’s going on, but lately my skin has begun to turn a sickly pale of green. Before you think that I might be turning into the Hulk or something, let me tell you that I’m feeling quite the opposite – I have a severe lack of energy and shortness of breath.I have big plans coming up and I want to make sure I’m ready for them, so any help you can provide would be greatly appreciated!
S. Patrick Day
The Doctor’s Diagnosis:
Dear Mr. Day:
Other than your eye color, green in the human condition is not normal and can present a host of issues.While green vomit or stool may indicate less serious digestive causes, green skin is a whole other condition, but my guess is that it’s a type of hypochromic anemia.Hypochromic anemia is a generic term for any type of anemia in which the red blood cells are paler than normal. (Hypo- refers to less, and chromic means color.) Hypochromic anemia was historically known as chlorosis or green sickness for the distinct skin tinge sometimes present in patients.Other and more general symptoms include a lack of energy, shortness of breath, dyspepsia, headaches, a scanty appetite and amenorrhea.
Hypochromic anemia may be caused by vitamin B6 deficiency from a low iron intake, diminished iron absorption, or excessive iron loss. It can also be caused by infections (e.g. hookworms) or other diseases, therapeutic drugs, and lead poisoning. It may also occur from severe stomach or intestinal bleeding caused by ulcers or medications such as aspirin or bleeding from hemorrhoids.
Being The Highway Doctor, all of this talk about green skin makes me think about a different kind of green skin that our highway professionals use quite frequently
on their highway projects – hydro seeding.Hydro seeding (which is sometimes also called hydraulic mulch seeding, hydro-mulching, or hydraseeding) is a planting process in which a slurry containing seed, hydro seeding mulch, fertilizer and a tackifier (bonding agent) is sprayed onto the ground. A green dye is also added
to the mixture for aesthetics and to allow the applicator to see where they have treated an area.The slurry is transported in a truck or trailer mounted tank to the job site and sprayed over prepared ground in a uniform layer. Hydro seeding offers many advantages to the traditional process of broadcasting or sowing dry seed. It promotes quick germination and inhibits soil erosion. It is also a very cost effective alternative to sod and offers a significant cost savings as well as many other
benefits.
Virtually any grass or erosion control seed that can be planted by seed can be hydro seeded. This includes any sun or shade lawn seed, athletic field mixes, pasture
mixes, native grasses, wildflowers, roadside mixes and erosion control mixes. What are the benefits of hydro seeding?Cost Efficient – hydro seeding is half the cost of sod, including the delivery and labor. Water retention - because cellulose mulch fibers can retain up to 10 times their weight in water, seeds are kept moist. The end result is a savings in labor and watering costs. Soil Retention - cellulose fiber mulch helps prevent wind and water erosion. Additional soil stabilization additives are added for slope erosion control.Seed protection - cellulose fiber mulch protects young seeds from the scorching sun and helps maintain soil temperature. It forms an almost perfect environment for maximum seed germination.Natural - as seeds develop, the mulch fibers will gradually decompose and add nourishment to the soil without messy clean up or the need for straw removal. And because of its organic composition, it is safe for animals and wildlife.
But getting back to your condition, I suggest a trip to your doctor for a complete diagnosis and cure. And with St. Patrick’s Day just around the corner on March 17th, don’t be too surprised to see many green faced revelers out partying the night away.So get well soon or you’ll be stuck at home green with envy!
To good health on the highways,
The Highway Doctor
17. Is laughter the best medicine? It couldn't hurt!
Dear Doctor:
I recently heard that laughter is the best medicine. So why are my health insurance rates still so high?
April Fuhlsday
The Doctor's diagnosis:
Dear Ms. Fuhlsday:
Yes, you are correct –some researchers do think that laughter does make you feel better. However, other researchers aren’t sure if it’s actually the act of laughing that makes people feel better or if it’s just that people that are
predisposed to having a good sense of humor and a positive attitude are that way because they are healthier to begin with. But the fact remains that we do have physiological changes when we laugh – we stretch muscles, our pulse and blood pressure increase, and we breathe
faster, sending more oxygen to our tissues. Pretty much the same as exercise!
Being The Highway Doctor, I can assure you that some people in our transportation industry also have a sense of humor. Remember those highway worker jokes? Ques.: What’s big and orange and sleeps six? Ans.: A highway department dump truck. Transportation devices are also good fodder for jokes too. Ques.: Why did the traffic signal turn red? Ans.: You’d turn red too if you had to change in the middle of a busy intersection!
And now that we’re heading into construction season, I thought it would be timely to share some "Construction Definitions". Enjoy!
Engineer's Estimate.........The cost of construction in heaven.
Bid Opening....................A poker game in which the losing hand wins.
Bid...................................A wild guess carried out to two decimal places.
Low Bidder.....................A contractor who is wondering what he left out.
Contractor.......................A gambler who never gets to shuffle, cut or deal.
Critical Path Method.......A management technique for losing your shirt under perfect control.
Completion Date.............The point at which liquidated damages begin.
Liquidated Damages.......A penalty for failing to achieve the impossible.
Delayed Payment...........A tourniquet applied at the pockets.
Auditor............................People who go in after the war is lost and bayonet the wounded.
Lawyer........................... People who go in after the auditors and strip the bodies.
OSHA.............................A protective coating made by half-baking a mixture of fine print, split hairs, red tape, and baloney applied at random with a shot gun.
Project Manager……… The conductor of an orchestra in which every musician is in a different union.
Strike………………….. An effort to increase egg production by strangling the chicken.
So there you have it - a complete list of construction definitions. I hope you find them useful. Oh, and by the way, you don’t need a prescription for laughter!
To good health on the highways,
The Highway Doctor
I recently heard that laughter is the best medicine. So why are my health insurance rates still so high?
April Fuhlsday
The Doctor's diagnosis:
Dear Ms. Fuhlsday:
Yes, you are correct –some researchers do think that laughter does make you feel better. However, other researchers aren’t sure if it’s actually the act of laughing that makes people feel better or if it’s just that people that are
predisposed to having a good sense of humor and a positive attitude are that way because they are healthier to begin with. But the fact remains that we do have physiological changes when we laugh – we stretch muscles, our pulse and blood pressure increase, and we breathe
faster, sending more oxygen to our tissues. Pretty much the same as exercise!
Being The Highway Doctor, I can assure you that some people in our transportation industry also have a sense of humor. Remember those highway worker jokes? Ques.: What’s big and orange and sleeps six? Ans.: A highway department dump truck. Transportation devices are also good fodder for jokes too. Ques.: Why did the traffic signal turn red? Ans.: You’d turn red too if you had to change in the middle of a busy intersection!
And now that we’re heading into construction season, I thought it would be timely to share some "Construction Definitions". Enjoy!
Engineer's Estimate.........The cost of construction in heaven.
Bid Opening....................A poker game in which the losing hand wins.
Bid...................................A wild guess carried out to two decimal places.
Low Bidder.....................A contractor who is wondering what he left out.
Contractor.......................A gambler who never gets to shuffle, cut or deal.
Critical Path Method.......A management technique for losing your shirt under perfect control.
Completion Date.............The point at which liquidated damages begin.
Liquidated Damages.......A penalty for failing to achieve the impossible.
Delayed Payment...........A tourniquet applied at the pockets.
Auditor............................People who go in after the war is lost and bayonet the wounded.
Lawyer........................... People who go in after the auditors and strip the bodies.
OSHA.............................A protective coating made by half-baking a mixture of fine print, split hairs, red tape, and baloney applied at random with a shot gun.
Project Manager……… The conductor of an orchestra in which every musician is in a different union.
Strike………………….. An effort to increase egg production by strangling the chicken.
So there you have it - a complete list of construction definitions. I hope you find them useful. Oh, and by the way, you don’t need a prescription for laughter!
To good health on the highways,
The Highway Doctor
18. Are you hooked on fishing?
Dear Doctor:
I am heading up to the lake this weekend for fishing opener but before I go I would like some advice. You see, I always seem to stick myself with a fishhook every time I go out and the emergency room is pretty far away from where I’m going. Is there a good way to remove embedded hooks myself?
Gil Angler
The Doctor’s diagnosis…
Dear Mr. Angler:
What a great and timely question! Many anglers will be carrying on long family traditions and your question is one that many of my readers should know about. With large fishhooks, deeply embedded fishhooks that seem immovable (or near bone, eye, organ or artery), or treble hooks with multiple penetrations, it's advisable to simply go to the emergency room. If you are not in range of professional medical help and you have a superficial penetration such as a puncture on a finger, you can try removing the hook yourself. The best way to remove a fishhook is not by backing it out unless the hook has no barbs. Backing out a fishhook could cause more damage since you would be going against the barb. Instead, push the fishhook in the direction of least resistance (moving the tip of the hook forward). Then when the barbed portion is fully exposed, use clippers to cut-off the barb. At this point you can back the hook out. Treat the injury by thoroughly cleaning and disinfecting it. After your trip, make sure you have had a tetanus booster and it is always best to follow-up with your doctor.
Being the Highway Doctor, all of this talk about fishhooks has made me think about a new type of intersection that highway engineers are using more and more. It is called the fishhook or more commonly the “J-Turn Intersection”. The J-turn intersection improves operation of the major street through movement, and also reduces delay for left turns off the major road. The J-turn intersection, shown in the accompanying graphic, is similar to the median U-turn crossover in that an indirect maneuver is accomplished with a U-turn in the median. With a J-turn intersection, crossroad drivers cannot proceed straight through the intersection. A through movement is accomplished by turning right onto the major road, turning left through the crossover, and turning right again back onto the minor road. Also, as with the median U-turn design, drivers are not able to turn left from the crossroad onto the major road, and a median U-turn is used to accomplish the left-turn maneuver. Left turns from the major road are direct.
So now you have two fishhook solutions: one to get a barb out of your finger and one to get you safely onto or across a busy highway!
To good health on the highways,
The Highway Doctor
I am heading up to the lake this weekend for fishing opener but before I go I would like some advice. You see, I always seem to stick myself with a fishhook every time I go out and the emergency room is pretty far away from where I’m going. Is there a good way to remove embedded hooks myself?
Gil Angler
The Doctor’s diagnosis…
Dear Mr. Angler:
What a great and timely question! Many anglers will be carrying on long family traditions and your question is one that many of my readers should know about. With large fishhooks, deeply embedded fishhooks that seem immovable (or near bone, eye, organ or artery), or treble hooks with multiple penetrations, it's advisable to simply go to the emergency room. If you are not in range of professional medical help and you have a superficial penetration such as a puncture on a finger, you can try removing the hook yourself. The best way to remove a fishhook is not by backing it out unless the hook has no barbs. Backing out a fishhook could cause more damage since you would be going against the barb. Instead, push the fishhook in the direction of least resistance (moving the tip of the hook forward). Then when the barbed portion is fully exposed, use clippers to cut-off the barb. At this point you can back the hook out. Treat the injury by thoroughly cleaning and disinfecting it. After your trip, make sure you have had a tetanus booster and it is always best to follow-up with your doctor.
Being the Highway Doctor, all of this talk about fishhooks has made me think about a new type of intersection that highway engineers are using more and more. It is called the fishhook or more commonly the “J-Turn Intersection”. The J-turn intersection improves operation of the major street through movement, and also reduces delay for left turns off the major road. The J-turn intersection, shown in the accompanying graphic, is similar to the median U-turn crossover in that an indirect maneuver is accomplished with a U-turn in the median. With a J-turn intersection, crossroad drivers cannot proceed straight through the intersection. A through movement is accomplished by turning right onto the major road, turning left through the crossover, and turning right again back onto the minor road. Also, as with the median U-turn design, drivers are not able to turn left from the crossroad onto the major road, and a median U-turn is used to accomplish the left-turn maneuver. Left turns from the major road are direct.
So now you have two fishhook solutions: one to get a barb out of your finger and one to get you safely onto or across a busy highway!
To good health on the highways,
The Highway Doctor
19. Do you need an energy boost?
Dear Doctor:
I was telling a friend of mine how I was feeling tired and mentally “blah” and she suggested that I have my vitamin D levels checked. My bones are fine so why would I need to check my vitamin D levels for a mood issue?
Dee Ficiency
The Doctor’s diagnosis…
Dear Ms. Ficiency:
If you shun the sun, suffer from milk allergies, or adhere to a strict vegetarian diet, you may be at risk for vitamin D deficiency. Known as the sunshine vitamin, vitamin D is produced by the body in response to sunlight. It is also occurs naturally in a few foods and in fortified dairy and grain products.
Vitamin D is essential for strong bones because it helps the body use calcium from the diet. Traditionally, vitamin D deficiency has been associated with rickets, a disease in which the bone tissue doesn't properly mineralize, leading to soft bones and skeletal deformities. But increasingly, research is revealing the importance of vitamin D in protecting against a host of medical and psychological consequences. Every tissue in the body has vitamin D receptors, including the brain, heart, muscles, and immune system, which means vitamin D is needed at every level for the body to function.
Seasonal Affective Disorder (SAD), a mood disorder featuring depressive symptoms, occurs during the dark times of the year when there is relatively little sunshine, coinciding with the sudden drop in vitamin D levels in the body. Several studies have suggested that the symptoms of SAD may be due to changing levels of vitamin D, which may affect serotonin levels in the brain.
Although vitamin D supplementation may improve mood, vitamin D is only a small, but critical, part of treatment as depression has myriad causes. However, vitamin D deficiency impairs and prolongs recovery from depression. Please see your physician for more info on vitamin D deficiencies.
But being The Highway Doctor all of this talk about vitamin D supplements reminds me of another kind of supplement – a supplement for salt being used by highway departments. While most highway departments use regular salt (NaCl - sodium chloride), this salt loses effectiveness as the temperature gets colder, especially when temps drop below 15 degrees. So how do road crews fight snow and ice in a winter like this where we’ve been consistently below zero? Well that’s where salt “supplements” come in. There are many different brands out there with trade names such as Road Guard 8 or ClearLane. These products are developed specifically for extremely low temperatures, with the ability to aggressively melt snow and ice down to -49°F. The active ingredients for these de-icing supplements are usually calcium chloride, magnesium chloride, alkaline chlorides or some combination of these chemicals. The problem of using these chemicals alone is that they are highly corrosive, so the supplements that highway departments use also have highly effective corrosion inhibitors. This not only protects our roads and bridges, but your car as well.
These supplements can be applied directly to a roadway in solid or liquid form but to get the biggest bang for the money, it is very effectively applied to the lower cost road salt to maximize its deicing capabilities while keeping costs in check.
So if all this cold, dark and snowy weather is making you feel a little down, go have your vitamin D levels checked. If you have a deficiency, do like your highway department and get a good supplement. It could be the road to better health.
To good health on the highways,
The Highway Doctor
I was telling a friend of mine how I was feeling tired and mentally “blah” and she suggested that I have my vitamin D levels checked. My bones are fine so why would I need to check my vitamin D levels for a mood issue?
Dee Ficiency
The Doctor’s diagnosis…
Dear Ms. Ficiency:
If you shun the sun, suffer from milk allergies, or adhere to a strict vegetarian diet, you may be at risk for vitamin D deficiency. Known as the sunshine vitamin, vitamin D is produced by the body in response to sunlight. It is also occurs naturally in a few foods and in fortified dairy and grain products.
Vitamin D is essential for strong bones because it helps the body use calcium from the diet. Traditionally, vitamin D deficiency has been associated with rickets, a disease in which the bone tissue doesn't properly mineralize, leading to soft bones and skeletal deformities. But increasingly, research is revealing the importance of vitamin D in protecting against a host of medical and psychological consequences. Every tissue in the body has vitamin D receptors, including the brain, heart, muscles, and immune system, which means vitamin D is needed at every level for the body to function.
Seasonal Affective Disorder (SAD), a mood disorder featuring depressive symptoms, occurs during the dark times of the year when there is relatively little sunshine, coinciding with the sudden drop in vitamin D levels in the body. Several studies have suggested that the symptoms of SAD may be due to changing levels of vitamin D, which may affect serotonin levels in the brain.
Although vitamin D supplementation may improve mood, vitamin D is only a small, but critical, part of treatment as depression has myriad causes. However, vitamin D deficiency impairs and prolongs recovery from depression. Please see your physician for more info on vitamin D deficiencies.
But being The Highway Doctor all of this talk about vitamin D supplements reminds me of another kind of supplement – a supplement for salt being used by highway departments. While most highway departments use regular salt (NaCl - sodium chloride), this salt loses effectiveness as the temperature gets colder, especially when temps drop below 15 degrees. So how do road crews fight snow and ice in a winter like this where we’ve been consistently below zero? Well that’s where salt “supplements” come in. There are many different brands out there with trade names such as Road Guard 8 or ClearLane. These products are developed specifically for extremely low temperatures, with the ability to aggressively melt snow and ice down to -49°F. The active ingredients for these de-icing supplements are usually calcium chloride, magnesium chloride, alkaline chlorides or some combination of these chemicals. The problem of using these chemicals alone is that they are highly corrosive, so the supplements that highway departments use also have highly effective corrosion inhibitors. This not only protects our roads and bridges, but your car as well.
These supplements can be applied directly to a roadway in solid or liquid form but to get the biggest bang for the money, it is very effectively applied to the lower cost road salt to maximize its deicing capabilities while keeping costs in check.
So if all this cold, dark and snowy weather is making you feel a little down, go have your vitamin D levels checked. If you have a deficiency, do like your highway department and get a good supplement. It could be the road to better health.
To good health on the highways,
The Highway Doctor
20. Are you a gambler?
Dear Doctor:
My wife and I are just a bundle of nerves. You see, we just came from a trip driving across the metro area and we got caught in some snowy weather. If it wasn’t bad enough “white-knuckling” it on the slippery roads, we were constantly being passed by SUV’s and other 4WD vehicles. They totally unnerved us by how fast they went. Any advice for us to calm us down?
Willy Maykit/Betty Wont
The Doctor’s diagnosis:
Dear Willy and Betty:
I am sorry to hear that you had such a stressful drive. Even though our highway crews try their best to keep the highways free and clear of ice and snow, there are times when Mother Nature wins out and the roads do get very treacherous.
My remarks here today are not directed towards you, but to all of those reckless drivers you noted. According to Minnesota law, drivers are required to reduce their speed according to the conditions of the roadway. Minnesota Statute 169.14 states, “No person shall drive a vehicle on a highway (or other roadway) at a speed greater than is reasonable and prudent under the conditions.” Motorists should be aware that the posted speed limit assumes ideal driving conditions. When driving conditions are poor, and drivers fail to reduce their speed accordingly, a ticket for “unsafe speed” may be issued for speeds less than the posted speed limit.
If we can keep getting this word out I am hopeful that your drives in the snow will be less stressful. But if careless drivers do continue to drive faster than the conditions warrant, perhaps your only relief will be the satisfaction you’ll feel when you eventually see their car in the ditch later down the road!
To good health on the highways,
The Highway Doctor
My wife and I are just a bundle of nerves. You see, we just came from a trip driving across the metro area and we got caught in some snowy weather. If it wasn’t bad enough “white-knuckling” it on the slippery roads, we were constantly being passed by SUV’s and other 4WD vehicles. They totally unnerved us by how fast they went. Any advice for us to calm us down?
Willy Maykit/Betty Wont
The Doctor’s diagnosis:
Dear Willy and Betty:
I am sorry to hear that you had such a stressful drive. Even though our highway crews try their best to keep the highways free and clear of ice and snow, there are times when Mother Nature wins out and the roads do get very treacherous.
My remarks here today are not directed towards you, but to all of those reckless drivers you noted. According to Minnesota law, drivers are required to reduce their speed according to the conditions of the roadway. Minnesota Statute 169.14 states, “No person shall drive a vehicle on a highway (or other roadway) at a speed greater than is reasonable and prudent under the conditions.” Motorists should be aware that the posted speed limit assumes ideal driving conditions. When driving conditions are poor, and drivers fail to reduce their speed accordingly, a ticket for “unsafe speed” may be issued for speeds less than the posted speed limit.
If we can keep getting this word out I am hopeful that your drives in the snow will be less stressful. But if careless drivers do continue to drive faster than the conditions warrant, perhaps your only relief will be the satisfaction you’ll feel when you eventually see their car in the ditch later down the road!
To good health on the highways,
The Highway Doctor
21. A penny for your salts?
Dear Doctor:
I slipped on the ice the other day and severely sprained my ankle. My urgent care clinic wrapped it in some elastic wrap which I expected but then told me to soak my ankle in Epsom salts frequently throughout the day as well. Is my doctor stuck in the Dark Ages or what? I thought this type of treatment went away years ago. My boyfriend and I would like to know if we’re getting ripped off.
I. Feldown & Lord Howitt Hertz
The Doctor's diagnosis:
Dear Ms. Feldown & Mr. Hertz:
With the creation of new medicines, treatments, tonics, rubs, sprays, soaks and other aids, many people have lost sight of the fact that before all of the fancier products came along, the old-fashioned products were what did the trick for most people. The newer products might come in fancier packages, have added aromas or come with sparkles and colors, but stripping all of that away, you end up with the underlying ingredient which is the one that works. Some of these main ingredients have been around for many years and in their plain form are all but forgotten by most people, but still work very well. Among these products are Witch Hazel, Isopropyl Alcohol and as you were prescribed: Epsom salts.
Did you know, for instance, that soaking a splinter in Epsom salts can release the splinter and help the area to heal? Many people know that Epsom salts work to relax tight muscles, and are found in many bath salt products, but Epsom salts actually have dozens of healthful benefits. Epsom salts - magnesium sulfate - are a natural way to treat skin problems, relax the nervous system, and draw toxins from the body. Soak aching, tired feet in a pan of water with half a cup of Epsom salts and not only will your feet feel better, but they’ll smell better too. Epsom salts work to neutralize odor and soften skin. Soak feet until they feel better then rinse and dry well. A full bath should contain 2 cups of Epsom salts for relief of tired feet, back muscles, legs or just as a way to have softer skin.
Being the Highway Doctor, I would be remiss in not talking about another excellent use of salt – deicing roads! We are all familiar with the application, but how does it all work? Please allow me to explain. The typical deicing road salt is sodium chloride (NaCl). Salt added to ice will lower the freezing point of water. Thus water, which normally freezes at 32F, with salt added will freeze at a lower temperature. So salt doesn't actually "melt" the ice and snow, it just allows the water to exist as a liquid near its freezing point rather than a solid.
Ice is solid water vapor / water system in equilibrium. Adding salt to the system disrupts the equilibrium by increasing the number of particles in the vapor. So the ice melts to re-establish the equilibrium of the vapor. The idea too is that the added particles disrupt the solid water bonds, where the water and salt dissolve into one another, creating a solution with a lower freezing point. Ice forms when the temperature of water reaches 32 degrees Fahrenheit (0 degrees Celsius). When you add salt, that temperature drops: A 10-percent salt solution freezes at 20 F (-6 C), and a 20-percent solution freezes at 2 F (-16 C). This is all theoretical of course. In all actuality salt loses its effectiveness rapidly at temperatures below 15 F or so. Below this temperature, many highway departments will use other chemicals which lower the freezing point of water even lower that sodium chloride. Some other de-icing compounds are magnesium chloride MgCl2 which works to 5°F and calcium chloride (CaCl2 ) which works to -20°F.
So no, your doctor is not ripping you off with his Epsom salt prescription. But be careful when you pour your salt in the soaking tub: if you spill salt you’re welcoming the devil, but if you throw salt over your shoulder you are throwing it in his eye which makes him go away. Maybe that’s why we call our snowplow trucks “holy rollers”!
To good health on the highways,
The Highway Doctor
I slipped on the ice the other day and severely sprained my ankle. My urgent care clinic wrapped it in some elastic wrap which I expected but then told me to soak my ankle in Epsom salts frequently throughout the day as well. Is my doctor stuck in the Dark Ages or what? I thought this type of treatment went away years ago. My boyfriend and I would like to know if we’re getting ripped off.
I. Feldown & Lord Howitt Hertz
The Doctor's diagnosis:
Dear Ms. Feldown & Mr. Hertz:
With the creation of new medicines, treatments, tonics, rubs, sprays, soaks and other aids, many people have lost sight of the fact that before all of the fancier products came along, the old-fashioned products were what did the trick for most people. The newer products might come in fancier packages, have added aromas or come with sparkles and colors, but stripping all of that away, you end up with the underlying ingredient which is the one that works. Some of these main ingredients have been around for many years and in their plain form are all but forgotten by most people, but still work very well. Among these products are Witch Hazel, Isopropyl Alcohol and as you were prescribed: Epsom salts.
Did you know, for instance, that soaking a splinter in Epsom salts can release the splinter and help the area to heal? Many people know that Epsom salts work to relax tight muscles, and are found in many bath salt products, but Epsom salts actually have dozens of healthful benefits. Epsom salts - magnesium sulfate - are a natural way to treat skin problems, relax the nervous system, and draw toxins from the body. Soak aching, tired feet in a pan of water with half a cup of Epsom salts and not only will your feet feel better, but they’ll smell better too. Epsom salts work to neutralize odor and soften skin. Soak feet until they feel better then rinse and dry well. A full bath should contain 2 cups of Epsom salts for relief of tired feet, back muscles, legs or just as a way to have softer skin.
Being the Highway Doctor, I would be remiss in not talking about another excellent use of salt – deicing roads! We are all familiar with the application, but how does it all work? Please allow me to explain. The typical deicing road salt is sodium chloride (NaCl). Salt added to ice will lower the freezing point of water. Thus water, which normally freezes at 32F, with salt added will freeze at a lower temperature. So salt doesn't actually "melt" the ice and snow, it just allows the water to exist as a liquid near its freezing point rather than a solid.
Ice is solid water vapor / water system in equilibrium. Adding salt to the system disrupts the equilibrium by increasing the number of particles in the vapor. So the ice melts to re-establish the equilibrium of the vapor. The idea too is that the added particles disrupt the solid water bonds, where the water and salt dissolve into one another, creating a solution with a lower freezing point. Ice forms when the temperature of water reaches 32 degrees Fahrenheit (0 degrees Celsius). When you add salt, that temperature drops: A 10-percent salt solution freezes at 20 F (-6 C), and a 20-percent solution freezes at 2 F (-16 C). This is all theoretical of course. In all actuality salt loses its effectiveness rapidly at temperatures below 15 F or so. Below this temperature, many highway departments will use other chemicals which lower the freezing point of water even lower that sodium chloride. Some other de-icing compounds are magnesium chloride MgCl2 which works to 5°F and calcium chloride (CaCl2 ) which works to -20°F.
So no, your doctor is not ripping you off with his Epsom salt prescription. But be careful when you pour your salt in the soaking tub: if you spill salt you’re welcoming the devil, but if you throw salt over your shoulder you are throwing it in his eye which makes him go away. Maybe that’s why we call our snowplow trucks “holy rollers”!
To good health on the highways,
The Highway Doctor
22. True love?
Dear Doctor:
I am so depressed that I don’t know what else to do or who to turn to, so I hope you can help me. Valentine’s Day is this month. In the days leading up to the big day, I was trying to figure out what my boyfriend was going to get me. He threw out some hints like, “It’s round”, and “It’s got a hole in it”, and “I’m getting this for you because I love you so much I want to be with you forever.” Of course I thought he was going to give me an engagement ring, but instead he bought me a new set of tires for my car! I’m totally beside myself and need some emergency intervention. Help!
Val N. Tines
The Doctor’s diagnosis:
Dear Ms. Tines:
While I’m sure you are disappointed in the gift you received you should be comforted in the fact that the gift your boyfriend gave you was actually a very loving gift! Before you start railing against me too, please allow me to explain. Of the various mechanical problems in vehicles that can cause crashes, tire-related crashes can have some of the most serious consequences. A tire blow-out can cause a driver to lose control of the car which can lead to fatal rollovers and other tragic results.
If the tires on your car were worn, mismatched and even inflated improperly, you were at risk. The gift of a new set of tires by your boyfriend while unsentimental, may be one of the most loving gestures he could have given to you. And now that you have a new set for your car, here are 10 recommended checks you should do periodically to ensure the best performance and safety of these tires:
1. Check tire pressures and adjust at least once a month.
According to studies conducted by the National Highway Traffic Safety Administration (NHTSA) on tire-related crashes, the leading cause of tire failure is underinflation. Underinflation can have many causes, including a gradual loss of pressure through membranes in the tire itself. Underinflation has immediate effects on vehicle handling (as well as fuel consumption), but its potential impact on overall safety and tire life are even greater. It is imperative to check and adjust tire pressure at least once a month and before every long trip (over 250 miles). Recommended pressures are printed on a label located on the driver's doorframe or in the glove box.
2. Inspect tires regularly for abnormal wear or damage.
To ensure maximum tire life and safety, give your tires a visual inspection at least once a month and before long trips. This is easily done at the same time you check pressures. In general, external "plugs" are not recommended. Repairs should be made from the inside, and a complete inspection made while the tire is off the rim. Sealing compounds and other emergency aids should be treated only as a means of moving the vehicle to a safe location for repair
3. Rotate tires every 6,000 miles or according to owner's manual.
Tire rotation is essential to achieve even tread wear and maximum tread life. On front-wheel-drive cars, for example, most of the braking, steering and driving forces are carried by the front tires, which inevitably wear much faster. A "cross-rotation pattern"—that is, moving the left-front tire to the right-rear axle, the right-front tire to the left-rear axle, etc.—can best balance tread wear and maximize tire life. That sequence can be performed on any vehicle equipped with four non-unidirectional tires. Designated by an arrow on the sidewall, unidirectional tires must be rotated only front to rear and rear to front, on the same side of the vehicle, so their direction of revolution does not change. All-wheel-drive and four-wheel-drive vehicles are best suited to a lateral rotation—left to right and right to left—at the same end of the vehicle.
4. Maintain tires in proper balance.
Out-of-balance tires can not only cause uneven tread wear and an uncomfortable ride but also excessive wear on the suspension and other components. An out-of-balance tire can be detected by a severe thumping, usually most pronounced at highway speeds.
5. Maintain steering and suspension in proper alignment.
Misalignment of the steering and suspension, either front or rear, can not only adversely affect the steering feel and stability of a vehicle, but also cause rapid and uneven tire wear. If not corrected, this misalignment can ruin a tire in a short time and distance.
6. Never overload a tire.
Overloading is the second leading cause of tire failure, next to underinflation. All tires are designed to operate within a maximum load range designated by a code on the tire sidewall. Exceeding this can result in both excessive wear and reduced tire life due to structural damage, including the potential for sudden failure. In most vehicles, the maximum passenger and cargo load for which the vehicle and tires are designed is printed on the same label that designates recommended tire pressures. That load, particularly in the case of trucks and SUVs, may be substantially less than the vehicle is physically able to contain. It is critical that the maximum allowable load never be exceeded. When determining the actual load in your vehicle, don't overlook the tongue-weight of a trailer if you are trailer towing, since it also acts directly on the vehicle's tires.
7. Avoid overheating tires.
Heat, like load, is the enemy of tire life. The higher the heat it is subjected to, the shorter the tire's life—in terms of both tread wear and structural resistance. High speeds, high loads, underinflation, coarse pavement or concrete, and aggressive driving, including high cornering loads and hard braking, all contribute to high tire temperatures. Combined with high ambient temperatures and continuous use, they can create extreme circumstances and cause sudden tire failure.
8. Replace tires when required.
Your vehicle's tires should be replaced if any portion of the tread is worn to the "wear indicator bars"—lateral bars molded into the tire grooves at about 20 percent of their new tread depth—or to a depth, as measured in a groove, of 1/16th inch or less; tread wear is severely uneven (in which case have the wheel alignment checked) or the center is worn much more than the edges (be more vigilant about tire pressures); the tire sidewalls are severely cracked or there are bulges anywhere on the tire; there is any indication of tread separation from the tire carcass; or the tire has been punctured and cannot be satisfactorily repaired.
9. Install tires in matched pairs or complete sets.
Installing different tires on the left and right sides can significantly upset the handling balance of a vehicle—not to mention its ABS operation. For that reason, it is imperative that tires be installed in front or rear pairs, or complete sets. Those pairs should be the same construction, size, brand and type, with approximately the same tread wear. In most cases, if you have to buy one new tire, you should buy a pair. If you replace only two, the new tires should generally go on the rear wheels, regardless of whether the vehicle is FWD, RWD, or AWD. Under no circumstances should you have tires of different construction (radial and bias ply) or different classification (all-season and winter) on opposite ends or sides, since handling can be adversely affected.
10. Select the right tires for your vehicle and driving environment.
Recent improvements in "all-season" tires have substantially advanced the concept of one-tire-for-all-needs. On the other hand, more specialized tires than ever are now available for high performance, rain, snow, ice, off-road and touring. Some are even uni-directional, "run-flat" and even "green." Most drivers are happy just to know they have "all-season" tires, and that is the way most new vehicles are equipped.
In conclusion, I know that you may be disappointed by not receiving a ring on Valentine’s Day and you may be very upset with your boyfriend right now, but be patient and know that his gift was a very loving one. If however he never does propose sometime soon, at least if he tells you to hit the highway or he drives you into someone else’s arms, your new set of tires will ensure that you’ll be doing it in the safest way possible.
To good health on the highways,
The Highway Doctor
I am so depressed that I don’t know what else to do or who to turn to, so I hope you can help me. Valentine’s Day is this month. In the days leading up to the big day, I was trying to figure out what my boyfriend was going to get me. He threw out some hints like, “It’s round”, and “It’s got a hole in it”, and “I’m getting this for you because I love you so much I want to be with you forever.” Of course I thought he was going to give me an engagement ring, but instead he bought me a new set of tires for my car! I’m totally beside myself and need some emergency intervention. Help!
Val N. Tines
The Doctor’s diagnosis:
Dear Ms. Tines:
While I’m sure you are disappointed in the gift you received you should be comforted in the fact that the gift your boyfriend gave you was actually a very loving gift! Before you start railing against me too, please allow me to explain. Of the various mechanical problems in vehicles that can cause crashes, tire-related crashes can have some of the most serious consequences. A tire blow-out can cause a driver to lose control of the car which can lead to fatal rollovers and other tragic results.
If the tires on your car were worn, mismatched and even inflated improperly, you were at risk. The gift of a new set of tires by your boyfriend while unsentimental, may be one of the most loving gestures he could have given to you. And now that you have a new set for your car, here are 10 recommended checks you should do periodically to ensure the best performance and safety of these tires:
1. Check tire pressures and adjust at least once a month.
According to studies conducted by the National Highway Traffic Safety Administration (NHTSA) on tire-related crashes, the leading cause of tire failure is underinflation. Underinflation can have many causes, including a gradual loss of pressure through membranes in the tire itself. Underinflation has immediate effects on vehicle handling (as well as fuel consumption), but its potential impact on overall safety and tire life are even greater. It is imperative to check and adjust tire pressure at least once a month and before every long trip (over 250 miles). Recommended pressures are printed on a label located on the driver's doorframe or in the glove box.
2. Inspect tires regularly for abnormal wear or damage.
To ensure maximum tire life and safety, give your tires a visual inspection at least once a month and before long trips. This is easily done at the same time you check pressures. In general, external "plugs" are not recommended. Repairs should be made from the inside, and a complete inspection made while the tire is off the rim. Sealing compounds and other emergency aids should be treated only as a means of moving the vehicle to a safe location for repair
3. Rotate tires every 6,000 miles or according to owner's manual.
Tire rotation is essential to achieve even tread wear and maximum tread life. On front-wheel-drive cars, for example, most of the braking, steering and driving forces are carried by the front tires, which inevitably wear much faster. A "cross-rotation pattern"—that is, moving the left-front tire to the right-rear axle, the right-front tire to the left-rear axle, etc.—can best balance tread wear and maximize tire life. That sequence can be performed on any vehicle equipped with four non-unidirectional tires. Designated by an arrow on the sidewall, unidirectional tires must be rotated only front to rear and rear to front, on the same side of the vehicle, so their direction of revolution does not change. All-wheel-drive and four-wheel-drive vehicles are best suited to a lateral rotation—left to right and right to left—at the same end of the vehicle.
4. Maintain tires in proper balance.
Out-of-balance tires can not only cause uneven tread wear and an uncomfortable ride but also excessive wear on the suspension and other components. An out-of-balance tire can be detected by a severe thumping, usually most pronounced at highway speeds.
5. Maintain steering and suspension in proper alignment.
Misalignment of the steering and suspension, either front or rear, can not only adversely affect the steering feel and stability of a vehicle, but also cause rapid and uneven tire wear. If not corrected, this misalignment can ruin a tire in a short time and distance.
6. Never overload a tire.
Overloading is the second leading cause of tire failure, next to underinflation. All tires are designed to operate within a maximum load range designated by a code on the tire sidewall. Exceeding this can result in both excessive wear and reduced tire life due to structural damage, including the potential for sudden failure. In most vehicles, the maximum passenger and cargo load for which the vehicle and tires are designed is printed on the same label that designates recommended tire pressures. That load, particularly in the case of trucks and SUVs, may be substantially less than the vehicle is physically able to contain. It is critical that the maximum allowable load never be exceeded. When determining the actual load in your vehicle, don't overlook the tongue-weight of a trailer if you are trailer towing, since it also acts directly on the vehicle's tires.
7. Avoid overheating tires.
Heat, like load, is the enemy of tire life. The higher the heat it is subjected to, the shorter the tire's life—in terms of both tread wear and structural resistance. High speeds, high loads, underinflation, coarse pavement or concrete, and aggressive driving, including high cornering loads and hard braking, all contribute to high tire temperatures. Combined with high ambient temperatures and continuous use, they can create extreme circumstances and cause sudden tire failure.
8. Replace tires when required.
Your vehicle's tires should be replaced if any portion of the tread is worn to the "wear indicator bars"—lateral bars molded into the tire grooves at about 20 percent of their new tread depth—or to a depth, as measured in a groove, of 1/16th inch or less; tread wear is severely uneven (in which case have the wheel alignment checked) or the center is worn much more than the edges (be more vigilant about tire pressures); the tire sidewalls are severely cracked or there are bulges anywhere on the tire; there is any indication of tread separation from the tire carcass; or the tire has been punctured and cannot be satisfactorily repaired.
9. Install tires in matched pairs or complete sets.
Installing different tires on the left and right sides can significantly upset the handling balance of a vehicle—not to mention its ABS operation. For that reason, it is imperative that tires be installed in front or rear pairs, or complete sets. Those pairs should be the same construction, size, brand and type, with approximately the same tread wear. In most cases, if you have to buy one new tire, you should buy a pair. If you replace only two, the new tires should generally go on the rear wheels, regardless of whether the vehicle is FWD, RWD, or AWD. Under no circumstances should you have tires of different construction (radial and bias ply) or different classification (all-season and winter) on opposite ends or sides, since handling can be adversely affected.
10. Select the right tires for your vehicle and driving environment.
Recent improvements in "all-season" tires have substantially advanced the concept of one-tire-for-all-needs. On the other hand, more specialized tires than ever are now available for high performance, rain, snow, ice, off-road and touring. Some are even uni-directional, "run-flat" and even "green." Most drivers are happy just to know they have "all-season" tires, and that is the way most new vehicles are equipped.
In conclusion, I know that you may be disappointed by not receiving a ring on Valentine’s Day and you may be very upset with your boyfriend right now, but be patient and know that his gift was a very loving one. If however he never does propose sometime soon, at least if he tells you to hit the highway or he drives you into someone else’s arms, your new set of tires will ensure that you’ll be doing it in the safest way possible.
To good health on the highways,
The Highway Doctor
23. I'll Drink to that!
Dear Doctor:
I keep hearing conflicting information on this issue and hope you’re the one that will be able to settle this once and for all? Is a glass of red wine each day good for you or not?
Merle Lowe
The Doctor's Diagnosis:
Dear Mr. Lowe:
Thank you for asking this question and for thinking that I’d be the source to answer it once and for all, but just like many of these health and diet related questions once again the answer is yes AND no. At debate is whether it is the alcohol in general or the red wine specifically that provides the benefit. Red wine is normally stated as the cause of this health benefit because it contains the antioxidant resveratrol. However, while red wine does may be your preference any alcohol in limited quantity will provide the same health benefit.
So what are the benefits of a moderate amount of alcohol? First of all, it can be improve heart health. Alcohol can have a very powerful effect and increase HDL "good" cholesterol by 20% if used moderately and in the context of a healthy diet along with regular physical activity. Higher HDL levels are linked to lower risks of heart disease.
Alcohol may help control how much you eat and thus consume less calories overall which can also have significant health benefits. When alcohol is mixed with food, it can slow the stomach's emptying time and potentially decrease the amount of food consumed at the meal. Again, there is a misperception that red wine is the preferred choice of alcohol because it is abundant in antioxidants. It does contain some, but they are not always well absorbed. If you want antioxidants, you are better off eating a spinach salad with vegetables than drinking a glass of red wine.
Another health benefit comes from a recent study that shows a boost in brain power for women who enjoy a little alcohol. Moderate drinkers scored better than teetotalers on tests of mental function. Researchers found a boost in brainpower with one drink a day. Moderate drinkers had a 23% reduced risk of mental decline compared with nondrinkers.
A little may be good but too much alcohol can lead to serious problems. And don’t even think that saving all of your weeks’ worth of drinks for one night of binge drinking will have the same benefit as a drink a day – it doesn’t and actually could have serious impacts to your health.
Being The Highway Doctor, let me talk about one of the serious impacts of too much alcohol at one time – drunk driving. Drinking and driving continues to be a serious problem in Minnesota and across the nation. According to the latest version of “Crash Facts” published by the Minnesota Department of Public Safety’s Office of Traffic Safety, in 2014 there were 25,258 alcohol related incidents in Minnesota. While not all of these led to crashes, still there were those that did which resulted in 111 deaths and 2,040 injuries associated with alcohol. Of all deaths and injuries that occurred in 2014, 31% of the deaths and 20% of the severe injuries were alcohol related. The cost to society for these crashes are estimated to be $214 million.
Drinking drivers themselves generally pay the price for their risky behavior. 72% of those who died in alcohol related deaths were the drunk drivers themselves. But the even more tragic part is that 28% of the deaths were non-drinking drivers, passengers, pedestrians or bicyclists.
Not surprising, most alcohol related crashes occur on Fridays, Saturdays and Sundays. Combined these three days accounted for 39% of traffic crashes, but 60% of the alcohol related crashes. The late night hours of 9 p.m. to 3 a.m. accounted for only 11% of all crashes but 47% of the alcohol related crashes.
As grim and sobering as these statistics are, in reality the percentage of alcohol related traffic fatalities in Minnesota has steadily decreased in the past half-century. In the 1960’s, around 60% of all traffic deaths per year were alcohol related. Today, this percentage hovers around 31%. This is a great success story for Minnesota and the nation as a whole and is proof that as behaviors change, less tragedy occurs on our highways.
So getting back to your original question about red wine: go ahead and enjoy a glass of wine, beer or other alcohol beverage but only in moderation and only within legal limits if you intend to drive. That way not only will you remain healthy, but the rest of us will too.
To good health on the highways,
The Highway Doctor
I keep hearing conflicting information on this issue and hope you’re the one that will be able to settle this once and for all? Is a glass of red wine each day good for you or not?
Merle Lowe
The Doctor's Diagnosis:
Dear Mr. Lowe:
Thank you for asking this question and for thinking that I’d be the source to answer it once and for all, but just like many of these health and diet related questions once again the answer is yes AND no. At debate is whether it is the alcohol in general or the red wine specifically that provides the benefit. Red wine is normally stated as the cause of this health benefit because it contains the antioxidant resveratrol. However, while red wine does may be your preference any alcohol in limited quantity will provide the same health benefit.
So what are the benefits of a moderate amount of alcohol? First of all, it can be improve heart health. Alcohol can have a very powerful effect and increase HDL "good" cholesterol by 20% if used moderately and in the context of a healthy diet along with regular physical activity. Higher HDL levels are linked to lower risks of heart disease.
Alcohol may help control how much you eat and thus consume less calories overall which can also have significant health benefits. When alcohol is mixed with food, it can slow the stomach's emptying time and potentially decrease the amount of food consumed at the meal. Again, there is a misperception that red wine is the preferred choice of alcohol because it is abundant in antioxidants. It does contain some, but they are not always well absorbed. If you want antioxidants, you are better off eating a spinach salad with vegetables than drinking a glass of red wine.
Another health benefit comes from a recent study that shows a boost in brain power for women who enjoy a little alcohol. Moderate drinkers scored better than teetotalers on tests of mental function. Researchers found a boost in brainpower with one drink a day. Moderate drinkers had a 23% reduced risk of mental decline compared with nondrinkers.
A little may be good but too much alcohol can lead to serious problems. And don’t even think that saving all of your weeks’ worth of drinks for one night of binge drinking will have the same benefit as a drink a day – it doesn’t and actually could have serious impacts to your health.
Being The Highway Doctor, let me talk about one of the serious impacts of too much alcohol at one time – drunk driving. Drinking and driving continues to be a serious problem in Minnesota and across the nation. According to the latest version of “Crash Facts” published by the Minnesota Department of Public Safety’s Office of Traffic Safety, in 2014 there were 25,258 alcohol related incidents in Minnesota. While not all of these led to crashes, still there were those that did which resulted in 111 deaths and 2,040 injuries associated with alcohol. Of all deaths and injuries that occurred in 2014, 31% of the deaths and 20% of the severe injuries were alcohol related. The cost to society for these crashes are estimated to be $214 million.
Drinking drivers themselves generally pay the price for their risky behavior. 72% of those who died in alcohol related deaths were the drunk drivers themselves. But the even more tragic part is that 28% of the deaths were non-drinking drivers, passengers, pedestrians or bicyclists.
Not surprising, most alcohol related crashes occur on Fridays, Saturdays and Sundays. Combined these three days accounted for 39% of traffic crashes, but 60% of the alcohol related crashes. The late night hours of 9 p.m. to 3 a.m. accounted for only 11% of all crashes but 47% of the alcohol related crashes.
As grim and sobering as these statistics are, in reality the percentage of alcohol related traffic fatalities in Minnesota has steadily decreased in the past half-century. In the 1960’s, around 60% of all traffic deaths per year were alcohol related. Today, this percentage hovers around 31%. This is a great success story for Minnesota and the nation as a whole and is proof that as behaviors change, less tragedy occurs on our highways.
So getting back to your original question about red wine: go ahead and enjoy a glass of wine, beer or other alcohol beverage but only in moderation and only within legal limits if you intend to drive. That way not only will you remain healthy, but the rest of us will too.
To good health on the highways,
The Highway Doctor
24. First Sign of Spring?
Dear Doctor:
Every spring as the temperature changes from hot to cold, I seem to get run down. My family doctor told me to take it easy and to reduce the amount of heavy lifting that I do for a couple of weeks until my body adjusts to the weather changes. I’m looking for a second opinion – what do you think would be a remedy for my condition?
Tyra Pressure
The Doctor’s Diagnosis:
Dear Ms. Pressure:
As much as you might not want to hear it, I think that the prescription to reduce the amount of heavy lifting by your family physician is right on the money. In fact this is the exact prescription that many highway officials use on their highway systems. What am I talking about? Spring load restrictions (SLR’s).
In regions of the United States where pavements are subjected to freezing conditions, SLR’s are typically used as a pavement preservation strategy. During the spring, pavement layers are generally in a saturated and weakened state due to partial thaw conditions and trapped water. As air temperatures rise in the spring, a pavement begins to thaw from the top down. Unfortunately this thawed water cannot penetrate the still frozen subbase making for a very weakened pavement surface.
Many highways are designed to meet a 10-ton load design standard. Unfortunately there are many roads that are not designed to withstand this heavy of a load during their weakened spring thawing state. In Minnesota there are roughly 39,000 miles of paved roads that do not meet the 10-ton standard and are therefore restricted to lower weights in the spring. Minnesota’s state, county and municipal road authorities have been implementing SLR’s since 1937.
So how is it determined when SLR’s should be implemented? The Minnesota Department of Transportation (MnDOT) is the agency responsible for determining the date to begin SLR’s. Counties, cities and townships are responsible for determining which roads will receive SLR’s and generally implement SLR’s at the same time as the State. In previous years, MnDOT engineers would determine the beginning of the SLR’s by field observations, deflection testing and general consensus. Once they determined it was time for implementing the restrictions, they would send out a seven-day notice. Unfortunately, an awful lot of road damage was inflicted during this 7-day waiting period.
After many years of analysis, empirical testing and field simulations, MnDOT has adopted a new policy based on actual and forecasted average daily cumulative temperatures to determine when SLR’s should be enacted. They also went from a 7-day notice to a three-day notice. Once weight restrictions are placed on roadways, they will remain in place for eight weeks. By reducing the weight limits on these roads, it is estimated that over $10,000,000 of annual savings are realized from less wear and tear on the roads. It is also estimated that a road will be increased by over 10% by implementing SLR’s.
So there’s your second opinion. Until you adjust to the permanently warmer conditions, be like a road and reduce your heavy lifting. You’ll be glad you did it!
To good health on the highways,
The Highway Doctor
Every spring as the temperature changes from hot to cold, I seem to get run down. My family doctor told me to take it easy and to reduce the amount of heavy lifting that I do for a couple of weeks until my body adjusts to the weather changes. I’m looking for a second opinion – what do you think would be a remedy for my condition?
Tyra Pressure
The Doctor’s Diagnosis:
Dear Ms. Pressure:
As much as you might not want to hear it, I think that the prescription to reduce the amount of heavy lifting by your family physician is right on the money. In fact this is the exact prescription that many highway officials use on their highway systems. What am I talking about? Spring load restrictions (SLR’s).
In regions of the United States where pavements are subjected to freezing conditions, SLR’s are typically used as a pavement preservation strategy. During the spring, pavement layers are generally in a saturated and weakened state due to partial thaw conditions and trapped water. As air temperatures rise in the spring, a pavement begins to thaw from the top down. Unfortunately this thawed water cannot penetrate the still frozen subbase making for a very weakened pavement surface.
Many highways are designed to meet a 10-ton load design standard. Unfortunately there are many roads that are not designed to withstand this heavy of a load during their weakened spring thawing state. In Minnesota there are roughly 39,000 miles of paved roads that do not meet the 10-ton standard and are therefore restricted to lower weights in the spring. Minnesota’s state, county and municipal road authorities have been implementing SLR’s since 1937.
So how is it determined when SLR’s should be implemented? The Minnesota Department of Transportation (MnDOT) is the agency responsible for determining the date to begin SLR’s. Counties, cities and townships are responsible for determining which roads will receive SLR’s and generally implement SLR’s at the same time as the State. In previous years, MnDOT engineers would determine the beginning of the SLR’s by field observations, deflection testing and general consensus. Once they determined it was time for implementing the restrictions, they would send out a seven-day notice. Unfortunately, an awful lot of road damage was inflicted during this 7-day waiting period.
After many years of analysis, empirical testing and field simulations, MnDOT has adopted a new policy based on actual and forecasted average daily cumulative temperatures to determine when SLR’s should be enacted. They also went from a 7-day notice to a three-day notice. Once weight restrictions are placed on roadways, they will remain in place for eight weeks. By reducing the weight limits on these roads, it is estimated that over $10,000,000 of annual savings are realized from less wear and tear on the roads. It is also estimated that a road will be increased by over 10% by implementing SLR’s.
So there’s your second opinion. Until you adjust to the permanently warmer conditions, be like a road and reduce your heavy lifting. You’ll be glad you did it!
To good health on the highways,
The Highway Doctor
25. Just when you thought winter was over...
This issue’s inquisitive reader called in from her cell phone…
Ddddear Ddddoctttor:
Iii tthink I’mmm havvving a nnnervvvous bbbreakdddown dddrivvving into wwwork. Iii cccan’t kkkeep mmmy bbbody from ssshakkking. And ttthis rrroad Iii’m dddrivvving onnn is ppplaying tttricks on mmmeee! Yyyesttterddday ittt wwwas fffull of bbbumpy rrridges and tttoddday ittt is fffull of bbbumpy dddepppressions. Ammm Iii lllosssing ittt or wwwhat?!?!
Sssshay Kkkking,
The Doctor’s diagnosis…
Dear Ms. King:
Hang on dear – you’re not losing it! From the sounds of it, I would suspect that it is the road that is causing your shaking and not your nerves. You see, this time of year our roads and highways are under a considerable amount of stress (and you thought you were under a lot of stress!). With the temperatures going from below freezing to above freezing and back again (and again, and again, and again) the roads take a terrible beating. How is this so? Please allow me to explain. Because many highway departments have "bare roads" policies, our pavements are exposed to the cold winter air all winter long. This causes the soils underneath our pavements to freeze 8 feet or deeper. As spring approaches the temperatures rise and the sun gets higher in the sky. This starts the pavements to thaw out – from the top down. Any rain or snow melt during this period can get into the cracks of the road, but they get trapped there because the subbase is still frozen. When freezing temps return this water freezes. As you know, freezing water EXPANDS and this is what causes those annoying frost ridge bumps that you saw on your road.
So what causes those bumpy depressions? Actually, these are caused by the same process only worse. If a road thaws out enough the moisture in the cracks can actually drain away, but it also can wash away some of the subbase material with it. Remember, the pavement is already heaved up in a ridge from the last freezing temperature. When above freezing temps return, the ice leaves the pavement unsupported. The next heavy truck that comes along pounds this pavement down into the void beneath it and – voila – you get a depression bump in the pavement.
You can almost tell the condition of a road by the type of bumps it has this time of year. A new road with few cracks (or properly sealed cracks) will have very little bumps. A pavement in fairly good condition will exhibit the "ridge" bumps this time of year, but a pavement that has undergone more freeze/thaw cycles than it can handle will exhibit the "depression" bumps that you have noticed.
I hope your condition improves. If driving on a newer and smoother road doesn’t stop your vibrations, then I can only suggest these other remedies: call your company's healthcare helpline for help with your nerves, drink less coffee, or get better shocks on your car!
To good health on the highways,
The Highway Doctor
Ddddear Ddddoctttor:
Iii tthink I’mmm havvving a nnnervvvous bbbreakdddown dddrivvving into wwwork. Iii cccan’t kkkeep mmmy bbbody from ssshakkking. And ttthis rrroad Iii’m dddrivvving onnn is ppplaying tttricks on mmmeee! Yyyesttterddday ittt wwwas fffull of bbbumpy rrridges and tttoddday ittt is fffull of bbbumpy dddepppressions. Ammm Iii lllosssing ittt or wwwhat?!?!
Sssshay Kkkking,
The Doctor’s diagnosis…
Dear Ms. King:
Hang on dear – you’re not losing it! From the sounds of it, I would suspect that it is the road that is causing your shaking and not your nerves. You see, this time of year our roads and highways are under a considerable amount of stress (and you thought you were under a lot of stress!). With the temperatures going from below freezing to above freezing and back again (and again, and again, and again) the roads take a terrible beating. How is this so? Please allow me to explain. Because many highway departments have "bare roads" policies, our pavements are exposed to the cold winter air all winter long. This causes the soils underneath our pavements to freeze 8 feet or deeper. As spring approaches the temperatures rise and the sun gets higher in the sky. This starts the pavements to thaw out – from the top down. Any rain or snow melt during this period can get into the cracks of the road, but they get trapped there because the subbase is still frozen. When freezing temps return this water freezes. As you know, freezing water EXPANDS and this is what causes those annoying frost ridge bumps that you saw on your road.
So what causes those bumpy depressions? Actually, these are caused by the same process only worse. If a road thaws out enough the moisture in the cracks can actually drain away, but it also can wash away some of the subbase material with it. Remember, the pavement is already heaved up in a ridge from the last freezing temperature. When above freezing temps return, the ice leaves the pavement unsupported. The next heavy truck that comes along pounds this pavement down into the void beneath it and – voila – you get a depression bump in the pavement.
You can almost tell the condition of a road by the type of bumps it has this time of year. A new road with few cracks (or properly sealed cracks) will have very little bumps. A pavement in fairly good condition will exhibit the "ridge" bumps this time of year, but a pavement that has undergone more freeze/thaw cycles than it can handle will exhibit the "depression" bumps that you have noticed.
I hope your condition improves. If driving on a newer and smoother road doesn’t stop your vibrations, then I can only suggest these other remedies: call your company's healthcare helpline for help with your nerves, drink less coffee, or get better shocks on your car!
To good health on the highways,
The Highway Doctor
26. Did you hear about this one before?
Dear Doctor:
I am very concerned about a condition that I overheard one of my co-workers talk - no make that “sing” - about. He complained about an “ear-worm” but still had a smile on his face. What is this and is it contagious?
Melody Malady
The Doctor’s Diagnosis:
Dear Ms. Malady:
As severe as it sounds, an ear-worm actually isn’t a physical or medical issue at all. Actually, an ear-worm, sometimes known as a brainworm, is a catchy piece of music that continually repeats through a person's mind after it is no longer playing. Phrases used to describe an earworm include musical imagery repetition, involuntary musical imagery, and stuck song syndrome. In more practical terms, it is simply a song that sticks in your mind, and will not leave no matter how much you try. It’s a song with an 'addictive' element (hook, melody, lyric) that draws people into listening multiple times. The song doesn't have to be good or bad, it just needs to have that 'addictive' element.
Being The Highway Doctor, all of this talk brings to mind another concern I have about distracted driving that can be a real safety issue on our highways – wearing earbuds or headphones while driving. Even though driving while rocking out to your favorite tunes is perfectly legal when you’re blasting your car stereo, in the state of Minnesota it is illegal to drive with headphones or earbuds. Minn. Stat. § 169.471 TELEVISION; HEADPHONES states:
Subd. 2. Use of headphones in vehicle.
(a) No person, while operating a motor vehicle, shall wear headphones or earphones that are used in both ears simultaneously for purposes of receiving or listening to broadcasts or reproductions from radios, tape decks, or other sound-producing or transmitting devices.
Using headphones or earbuds behind the wheel may seem safe — after all, you’re technically complying with all those “hands-free” laws that keep popping up in more states and local jurisdictions nationwide. Right? Not so according to some public safety advocates. Listening to music on headphones while driving is a distraction, and can impair your ability to hear the sirens from emergency vehicles nearby and other important traffic sounds that would be audible if you were only listening to the radio. They point out that a headphone cable across your lap could become tangled and present a steering hazard. Having only one earbud or headphone make still be perfectly legal, but whatever you choose to do, make sure you take the law, your safety, and the safety of others on the road into account first.
So don’t worry about your co-worker in your office singing in your office who has an “ear-worm”. It’s not something that will cause you any harm. But do be on the look-out for those jamming in their car with their earbuds in. You wouldn’t want to be the next theme song of the “Crash Test Dummies” now would you?!
To good health on the highways,
The Highway Doctor
I am very concerned about a condition that I overheard one of my co-workers talk - no make that “sing” - about. He complained about an “ear-worm” but still had a smile on his face. What is this and is it contagious?
Melody Malady
The Doctor’s Diagnosis:
Dear Ms. Malady:
As severe as it sounds, an ear-worm actually isn’t a physical or medical issue at all. Actually, an ear-worm, sometimes known as a brainworm, is a catchy piece of music that continually repeats through a person's mind after it is no longer playing. Phrases used to describe an earworm include musical imagery repetition, involuntary musical imagery, and stuck song syndrome. In more practical terms, it is simply a song that sticks in your mind, and will not leave no matter how much you try. It’s a song with an 'addictive' element (hook, melody, lyric) that draws people into listening multiple times. The song doesn't have to be good or bad, it just needs to have that 'addictive' element.
Being The Highway Doctor, all of this talk brings to mind another concern I have about distracted driving that can be a real safety issue on our highways – wearing earbuds or headphones while driving. Even though driving while rocking out to your favorite tunes is perfectly legal when you’re blasting your car stereo, in the state of Minnesota it is illegal to drive with headphones or earbuds. Minn. Stat. § 169.471 TELEVISION; HEADPHONES states:
Subd. 2. Use of headphones in vehicle.
(a) No person, while operating a motor vehicle, shall wear headphones or earphones that are used in both ears simultaneously for purposes of receiving or listening to broadcasts or reproductions from radios, tape decks, or other sound-producing or transmitting devices.
Using headphones or earbuds behind the wheel may seem safe — after all, you’re technically complying with all those “hands-free” laws that keep popping up in more states and local jurisdictions nationwide. Right? Not so according to some public safety advocates. Listening to music on headphones while driving is a distraction, and can impair your ability to hear the sirens from emergency vehicles nearby and other important traffic sounds that would be audible if you were only listening to the radio. They point out that a headphone cable across your lap could become tangled and present a steering hazard. Having only one earbud or headphone make still be perfectly legal, but whatever you choose to do, make sure you take the law, your safety, and the safety of others on the road into account first.
So don’t worry about your co-worker in your office singing in your office who has an “ear-worm”. It’s not something that will cause you any harm. But do be on the look-out for those jamming in their car with their earbuds in. You wouldn’t want to be the next theme song of the “Crash Test Dummies” now would you?!
To good health on the highways,
The Highway Doctor
27. An orange flower to replace an orange cone on highways?
Dear Doctor:
My medical doctor has advised me that I can reduce my stress level by adding soothing things into my life like enjoying flower gardens or adding picturesque sceneries at my home or office. Unfortunately, I am an over-the-road truck driver and I spend a fair amount of time in my truck and on the road. Is there something that you can do to make the highways more attractive?
Chris Anthemum
The Doctor’s diagnosis:
Dear Mr. Anthemum:
I am glad to see that you are taking heed of your doctor’s advice and following up on ways you can reduce the stress in your life. Stress is a silent killer that can take years away from someone’s life.
I hope to show you that we too in the highway business can reduce the stress in your life too. Our first and foremost responsibility is to maintain a system of roadways that provide transportation for business, residents and travelers in the most safe and efficient way possible. The best way that we can keep your stress level down is for you to be able to freely and safely move around. But besides that, yes there are things that can be done on the highway system that can make it appear more attractive as well.
Most highway agencies have adopted guidelines that can be used with regards to landscape and streetscape features that can be incorporated into a highway project. In considering what aspects would be acceptable, agencies must first look at the treatment being proposed and the safety design standards that would apply for that given highway type. For example, an agency may not accept trees planted in the median of a high volume, high speed highway because it would not be able to meet the “clear zone” requirements as trees would be considered a rigid obstacle. However, low level, non-rigid items such as flowers or small shrubbery may be allowed.
The various landscaping treatments must not only be acceptable from a safety standpoint, but must be very hardy as well. It is no secret that tons of salt is being spread on our highways each winter to control snow and ice. Salt residues absorb the moisture from the adjacent grass and nursery stock. This is why drought resistant grasses or shrubbery is essential in highway landscaping.
There are many streetscape ideas that can be incorporated into a project as well. These items include decorative street lighting, colored or stamped concrete, custom patterned retaining walls, etc. Once again as long as these items meet safety, ADA or other required standards, their implementation into the project may be possible.
The next time you are driving around you may notice many routes that have fairly unique and attractive landscape and streetscape enhancements. Some may have very elaborate flower garden in the median. Others may have a historic or other type of theme with its roadside motifs. And still others may use colored concrete patterns to break up the customary solid white.
While I as the Highway Doctor find true beauty and elegance in the safe and efficient look and feel of any new highway, there is some added enhancement to the average road user from those projects that do include landscape or streetscape improvements. I hope this helps reduce the stress in your life.
To good health on the highways,
The Highway Doctor
My medical doctor has advised me that I can reduce my stress level by adding soothing things into my life like enjoying flower gardens or adding picturesque sceneries at my home or office. Unfortunately, I am an over-the-road truck driver and I spend a fair amount of time in my truck and on the road. Is there something that you can do to make the highways more attractive?
Chris Anthemum
The Doctor’s diagnosis:
Dear Mr. Anthemum:
I am glad to see that you are taking heed of your doctor’s advice and following up on ways you can reduce the stress in your life. Stress is a silent killer that can take years away from someone’s life.
I hope to show you that we too in the highway business can reduce the stress in your life too. Our first and foremost responsibility is to maintain a system of roadways that provide transportation for business, residents and travelers in the most safe and efficient way possible. The best way that we can keep your stress level down is for you to be able to freely and safely move around. But besides that, yes there are things that can be done on the highway system that can make it appear more attractive as well.
Most highway agencies have adopted guidelines that can be used with regards to landscape and streetscape features that can be incorporated into a highway project. In considering what aspects would be acceptable, agencies must first look at the treatment being proposed and the safety design standards that would apply for that given highway type. For example, an agency may not accept trees planted in the median of a high volume, high speed highway because it would not be able to meet the “clear zone” requirements as trees would be considered a rigid obstacle. However, low level, non-rigid items such as flowers or small shrubbery may be allowed.
The various landscaping treatments must not only be acceptable from a safety standpoint, but must be very hardy as well. It is no secret that tons of salt is being spread on our highways each winter to control snow and ice. Salt residues absorb the moisture from the adjacent grass and nursery stock. This is why drought resistant grasses or shrubbery is essential in highway landscaping.
There are many streetscape ideas that can be incorporated into a project as well. These items include decorative street lighting, colored or stamped concrete, custom patterned retaining walls, etc. Once again as long as these items meet safety, ADA or other required standards, their implementation into the project may be possible.
The next time you are driving around you may notice many routes that have fairly unique and attractive landscape and streetscape enhancements. Some may have very elaborate flower garden in the median. Others may have a historic or other type of theme with its roadside motifs. And still others may use colored concrete patterns to break up the customary solid white.
While I as the Highway Doctor find true beauty and elegance in the safe and efficient look and feel of any new highway, there is some added enhancement to the average road user from those projects that do include landscape or streetscape improvements. I hope this helps reduce the stress in your life.
To good health on the highways,
The Highway Doctor
28. Can a song become your new reality?
Dear Doctor:
I was listening to my favorite oldies radio station in the car the other day when I heard the Five Man Electrical Band singing, “Signs, signs –everywhere signs…” when I noticed that as I looked along the road there were signs – everywhere! Yellow signs, white signs, square signs, triangular signs – signs of all shapes, sizes and colors. So what are all of these signs for anyway and who decides what goes up, where and why?
Alotta Sines
The Doctor’s diagnosis:
Dear Ms. Sines,
I’m sure that you may think that many of the signs you see are nothing more than sign pollution, but each and every sign does have a purpose. Sure, you may understand why a stop sign is there, but what about all of those other signs and traffic control devices?
First of all, let me define “traffic control devices”. Traffic control devices include all signs, signals, pavement markings, and other devices (cones, barrels, barricades) used to regulate, warn, or guide traffic placed on, over or adjacent to the street or highway. The purpose of traffic control devices is to promote highway safety and efficiency by providing for the orderly movement of all road users on streets and highways. Traffic control devices notify road users of regulations and provide warning and guidance needed for the safe, uniform, and efficient operation of all elements of the traffic stream.
To be effective, a traffic control device should meet five basic requirements:
A. Fulfill a need, B. Command attention, C. Convey a clear, simple meaning, D. Command respect from road users, and E. Give adequate time for proper response.
The actions required of road users to obey regulatory devices are specified by state statute as well as the traffic control devices themselves. In Minnesota, the Minnesota Manual on Uniform Traffic Control Devices (MN MUTCD) has been developed to establish standards for the use of traffic control devices.
This extremely informative document is very similar to the federal Manual on Uniform Traffic Control Devices which ensures that there is consistency of all traffic controls between states. (Red means stop in Wisconsin too!) Before the 1930’s, there were no uniform traffic control standards (there must have been less lawyers then too!). But today, highway engineers around the country and state have very specific manuals that they can refer to in ensuring that the traffic control devices that they select will promote safety and efficiency as required. The manual will help a designer first determine if a traffic control device is required, what type it needs to be, and how to properly place the device so that it is effective. The device may be permanently installed on the road such as a sign or paint striping or temporary in nature such as a construction work zone or maintenance operation.
So go back listening to your oldies radio station. And when you hear that song about signs again just remember – highway signs may not be everywhere, but the ones that are out there are there to make the highway safer for you and everyone on the road. Even for the “long-haired freaky people” that the song refers too!
To good health on the highways,
The Highway Doctor
I was listening to my favorite oldies radio station in the car the other day when I heard the Five Man Electrical Band singing, “Signs, signs –everywhere signs…” when I noticed that as I looked along the road there were signs – everywhere! Yellow signs, white signs, square signs, triangular signs – signs of all shapes, sizes and colors. So what are all of these signs for anyway and who decides what goes up, where and why?
Alotta Sines
The Doctor’s diagnosis:
Dear Ms. Sines,
I’m sure that you may think that many of the signs you see are nothing more than sign pollution, but each and every sign does have a purpose. Sure, you may understand why a stop sign is there, but what about all of those other signs and traffic control devices?
First of all, let me define “traffic control devices”. Traffic control devices include all signs, signals, pavement markings, and other devices (cones, barrels, barricades) used to regulate, warn, or guide traffic placed on, over or adjacent to the street or highway. The purpose of traffic control devices is to promote highway safety and efficiency by providing for the orderly movement of all road users on streets and highways. Traffic control devices notify road users of regulations and provide warning and guidance needed for the safe, uniform, and efficient operation of all elements of the traffic stream.
To be effective, a traffic control device should meet five basic requirements:
A. Fulfill a need, B. Command attention, C. Convey a clear, simple meaning, D. Command respect from road users, and E. Give adequate time for proper response.
The actions required of road users to obey regulatory devices are specified by state statute as well as the traffic control devices themselves. In Minnesota, the Minnesota Manual on Uniform Traffic Control Devices (MN MUTCD) has been developed to establish standards for the use of traffic control devices.
This extremely informative document is very similar to the federal Manual on Uniform Traffic Control Devices which ensures that there is consistency of all traffic controls between states. (Red means stop in Wisconsin too!) Before the 1930’s, there were no uniform traffic control standards (there must have been less lawyers then too!). But today, highway engineers around the country and state have very specific manuals that they can refer to in ensuring that the traffic control devices that they select will promote safety and efficiency as required. The manual will help a designer first determine if a traffic control device is required, what type it needs to be, and how to properly place the device so that it is effective. The device may be permanently installed on the road such as a sign or paint striping or temporary in nature such as a construction work zone or maintenance operation.
So go back listening to your oldies radio station. And when you hear that song about signs again just remember – highway signs may not be everywhere, but the ones that are out there are there to make the highway safer for you and everyone on the road. Even for the “long-haired freaky people” that the song refers too!
To good health on the highways,
The Highway Doctor
29. How to Rehab Your Game!
Dear Doctor:
I am really confused and actually a little upset. You see, I recently had some arm surgery – elbow replacement to be precise. I was looking forward to weeks if not months of rest and relaxation waiting for the arm to heal. But noooooooo - my doctor had me in physical therapy the very next day! What kind of rehabilitation is this all about?
Dennis L. Bowe
The Doctor’s Diagnosis:
Dear Mr. Bowe:
Thanks to baby boomers, weekend warriors and others who don't want to give up an active lifestyle, a growing number of people are getting joint replacement surgery today. In fact, joint replacements are growing faster in patients aged 45 to 55 than in any other age group. But the old laying in bed with an immobilized limb while the body heals is a thing of the past. The best and fastest rehabilitation method will include a specific physical therapy program. Physical therapists are trained to identify deficiencies in the biomechanics of the body. Working with a physical therapist can target specific areas of weakness in the way our bodies work. They can relieve stress and help the body function without pain. Physical therapists are knowledgeable about surgical procedures and treatment goals, and can tailor their efforts to improve your well-being. After surgical procedures, it is important that therapy is guided by the surgical procedure. Physical therapists are
knowledgeable about your body's limitations after surgery and can help ensure a successful outcome. After an injury or surgery, scar tissue forms and soft tissue contracts. It is important to regularly stretch in these situations to ensure that scar formation does not get in the way of your rehabilitation.
Being the Highway Doctor, all of this talk about rehabilitation reminds me of maintenance of roads and highways. Just as physical therapists have various methods in working with their patients to get their body back into good physical condition, highway professionals also apply a variety of rehabilitation techniques to restore the life of a roadway’s pavement. A successful pavement rehabilitation program encompasses a full range of rehabilitation strategies as well as maintenance treatments, with the goal of enhancing pavement performance (ride, quality, safety, etc.) and life (pavement durability). The primary asphalt pavement rehabilitation treatments are:
Full-depth or partial-depth repair, or patching, of an asphalt pavement is localized repair of distresses related to structural damage, materials problems, or construction problems.
Cold milling is the removal of material from an asphalt pavement surface, using carbide bits mounted on a rotating drum. Cold milling may be done for one or more of several reasons: to texturize the surface prior to resurfacing in order to enhance bond (mill and overlay), to remove excess asphalt concrete thickness, to remove oxidation at the surface, to remove unstable asphalt concrete material, to modify the longitudinal and/or transverse grade, to maintain or reestablish curb and
gutter lines prior to resurfacing, to remove rutting, and/or to remove bumps.
Hot in-place recycling is the on-site rejuvenation of aged asphalt concrete material. Hot in-place recycling is usually but not always done in conjunction with resurfacing. Rejuvenating the existing surface prior to placing an overlay enhances bond and discourages reflection cracking.
Cold in-place recycling is the on-site cold milling of asphalt concrete material, mixing of the material with an emulsified asphalt and/or other additives (lime is
often used), and laying down and recompacting the material. Cold in-place recycled material is not as stiff or as stable as hot-mix asphalt, so it usually must be capped with an asphalt concrete wearing course or a single or double surface treatment. If emulsified asphalt is not injected into the millings and is topped with a new hot-mix pavement, it is called reclaim and overlay.
An asphalt overlay of an asphalt pavement may be placed to improve ride quality and/or surface friction, or may be placed for the purpose of substantially increasing structural capacity.
A concrete overlay, or whitetopping, of an asphalt pavement is usually done to increase structural capacity. Ultrathin concrete overlays are constructed with very short joint spacings, and sometimes with high-early-strength mixes and fast-track paving methods, with the goal of opening the overlay to traffic quickly.
So there you have it - an answer to your question on physical therapy for your body and for our highways too. If both of these rehabilitation techniques are properly applied, you’ll be back on the road in no time – and a good road at that!
To good health on the highways,
The Highway Doctor
I am really confused and actually a little upset. You see, I recently had some arm surgery – elbow replacement to be precise. I was looking forward to weeks if not months of rest and relaxation waiting for the arm to heal. But noooooooo - my doctor had me in physical therapy the very next day! What kind of rehabilitation is this all about?
Dennis L. Bowe
The Doctor’s Diagnosis:
Dear Mr. Bowe:
Thanks to baby boomers, weekend warriors and others who don't want to give up an active lifestyle, a growing number of people are getting joint replacement surgery today. In fact, joint replacements are growing faster in patients aged 45 to 55 than in any other age group. But the old laying in bed with an immobilized limb while the body heals is a thing of the past. The best and fastest rehabilitation method will include a specific physical therapy program. Physical therapists are trained to identify deficiencies in the biomechanics of the body. Working with a physical therapist can target specific areas of weakness in the way our bodies work. They can relieve stress and help the body function without pain. Physical therapists are knowledgeable about surgical procedures and treatment goals, and can tailor their efforts to improve your well-being. After surgical procedures, it is important that therapy is guided by the surgical procedure. Physical therapists are
knowledgeable about your body's limitations after surgery and can help ensure a successful outcome. After an injury or surgery, scar tissue forms and soft tissue contracts. It is important to regularly stretch in these situations to ensure that scar formation does not get in the way of your rehabilitation.
Being the Highway Doctor, all of this talk about rehabilitation reminds me of maintenance of roads and highways. Just as physical therapists have various methods in working with their patients to get their body back into good physical condition, highway professionals also apply a variety of rehabilitation techniques to restore the life of a roadway’s pavement. A successful pavement rehabilitation program encompasses a full range of rehabilitation strategies as well as maintenance treatments, with the goal of enhancing pavement performance (ride, quality, safety, etc.) and life (pavement durability). The primary asphalt pavement rehabilitation treatments are:
Full-depth or partial-depth repair, or patching, of an asphalt pavement is localized repair of distresses related to structural damage, materials problems, or construction problems.
Cold milling is the removal of material from an asphalt pavement surface, using carbide bits mounted on a rotating drum. Cold milling may be done for one or more of several reasons: to texturize the surface prior to resurfacing in order to enhance bond (mill and overlay), to remove excess asphalt concrete thickness, to remove oxidation at the surface, to remove unstable asphalt concrete material, to modify the longitudinal and/or transverse grade, to maintain or reestablish curb and
gutter lines prior to resurfacing, to remove rutting, and/or to remove bumps.
Hot in-place recycling is the on-site rejuvenation of aged asphalt concrete material. Hot in-place recycling is usually but not always done in conjunction with resurfacing. Rejuvenating the existing surface prior to placing an overlay enhances bond and discourages reflection cracking.
Cold in-place recycling is the on-site cold milling of asphalt concrete material, mixing of the material with an emulsified asphalt and/or other additives (lime is
often used), and laying down and recompacting the material. Cold in-place recycled material is not as stiff or as stable as hot-mix asphalt, so it usually must be capped with an asphalt concrete wearing course or a single or double surface treatment. If emulsified asphalt is not injected into the millings and is topped with a new hot-mix pavement, it is called reclaim and overlay.
An asphalt overlay of an asphalt pavement may be placed to improve ride quality and/or surface friction, or may be placed for the purpose of substantially increasing structural capacity.
A concrete overlay, or whitetopping, of an asphalt pavement is usually done to increase structural capacity. Ultrathin concrete overlays are constructed with very short joint spacings, and sometimes with high-early-strength mixes and fast-track paving methods, with the goal of opening the overlay to traffic quickly.
So there you have it - an answer to your question on physical therapy for your body and for our highways too. If both of these rehabilitation techniques are properly applied, you’ll be back on the road in no time – and a good road at that!
To good health on the highways,
The Highway Doctor
30. You Can Breathe Easier Now!
Dear Highway Doctor:
I’ve recently been diagnosed with asthma by my family physician. While I’ve made adjustments in my life to deal with this condition, the one thing that I can’t control is all that dust from a road construction project near my office. Is there something that can be done to control this problem?
Dustin Milungs
The Doctor’s diagnosis:
Dear Mr. Milungs:
I hope I have an answer that will allow you to breathe a little easier. I agree that construction dust can be a problem if not controlled. Fortunately there are numerous remedies that can be prescribed to cure this problem. The basic principal of dust control is to improve the cohesion of fine, binder aggregates. The easiest, cheapest and most often utilized remedy is to simply add water to the exposed soil or aggregate base to hold down the dust. This is usually applied from a spray bar or hose from a large water tank truck. The added benefit of this method is that the water can help in the compaction of the soil or aggregate by bringing it to its optional moisture content.
For a longer cure, calcium chloride can be added to the water to make a salt water solution that is applied as noted above. The calcium chloride continues to draw moisture out of the air to keep dust from developing. For stubborn areas that will be exposed for long periods of time, calcium chloride flakes or pellets can be graded into the surface. This maintains dust control very well, but also is the most expensive. An additional benefit of both calcium chloride treatments is that they can also help stiffen or stabilize the base being treated.
Of course, the best thing to do is to leave the exposed surface bare for only the shortest period possible. That is pave aggregate surfaces quickly and establish permanent vegetative covers as soon as practical. Due to ever increasing environmental regulations, especially as it pertains to storm water runoff, this approach is becoming much more prevalent that in the past.
So relax and take a deep breath, dust can be controlled better now than ever before. And, like it or not, the beauty of living in Minnesota is that construction season won’t last forever. (But we know what that OTHER season is - ugh!).
To good health on the highways,
The Highway Doctor
I’ve recently been diagnosed with asthma by my family physician. While I’ve made adjustments in my life to deal with this condition, the one thing that I can’t control is all that dust from a road construction project near my office. Is there something that can be done to control this problem?
Dustin Milungs
The Doctor’s diagnosis:
Dear Mr. Milungs:
I hope I have an answer that will allow you to breathe a little easier. I agree that construction dust can be a problem if not controlled. Fortunately there are numerous remedies that can be prescribed to cure this problem. The basic principal of dust control is to improve the cohesion of fine, binder aggregates. The easiest, cheapest and most often utilized remedy is to simply add water to the exposed soil or aggregate base to hold down the dust. This is usually applied from a spray bar or hose from a large water tank truck. The added benefit of this method is that the water can help in the compaction of the soil or aggregate by bringing it to its optional moisture content.
For a longer cure, calcium chloride can be added to the water to make a salt water solution that is applied as noted above. The calcium chloride continues to draw moisture out of the air to keep dust from developing. For stubborn areas that will be exposed for long periods of time, calcium chloride flakes or pellets can be graded into the surface. This maintains dust control very well, but also is the most expensive. An additional benefit of both calcium chloride treatments is that they can also help stiffen or stabilize the base being treated.
Of course, the best thing to do is to leave the exposed surface bare for only the shortest period possible. That is pave aggregate surfaces quickly and establish permanent vegetative covers as soon as practical. Due to ever increasing environmental regulations, especially as it pertains to storm water runoff, this approach is becoming much more prevalent that in the past.
So relax and take a deep breath, dust can be controlled better now than ever before. And, like it or not, the beauty of living in Minnesota is that construction season won’t last forever. (But we know what that OTHER season is - ugh!).
To good health on the highways,
The Highway Doctor
31. You don't have to be a Brain Surgeon to understand this message!
Dear Doctor:
I was watching one of those "Doctor's" daytime television shows the other day and they were talking about how a brain can get "short circuited". I'm not an electrician or anything but this doesn't sound right to me. Can you help give some insight into this?
Dane Bramage
The Doctor’s Diagnosis:
Dear Mr. Bramage:
Well believe it or not, the brain is "wired" very similar to any major electrical device and operates very similarly too. In fact the brain actually does produce small electrical discharges to function! Neurons are the basic working unit of the brain and nervous system. These cells are highly specialized for the function of conducting messages. Everything we do relies on neurons communicating with one another. Electrical impulses and chemical signals carrying messages across different parts of the brain and between the brain and the rest of the nervous system. When a neuron is activated a small difference in electrical charge occurs. This unbalanced charge is called an action potential and is caused by the concentration of ions (atoms or molecules with unbalanced charges) across the cell membrane. The action potential travels very quickly along the axon, like when a line of dominoes falls.
When the action potential reaches the end of an axon, most neurons release a chemical message (a neurotransmitter) which crosses the synapse and binds to receptors on the receiving neuron's dendrites and starts the process over again. At the end of the line, a neurotransmitter may stimulate a different kind of cell (like a gland cell), or may trigger a new chain of messages. Neurotransmitters send chemical messages between neurons. Mental illnesses, such as depression, can occur when this process does not work correctly. Communication between neurons can also be electrical, such as in areas of the brain that control movement. When electrical signals are abnormal, they can cause tremors or symptoms found in Parkinson's disease.
Being The Highway Doctor, you have already heard me talk about the hazards of texting while driving. But new studies are now showing that texting while driving doesn't just distract you a little or take your eyes off the road for a few seconds, but it also "short-circuits" the part of your brain that keeps you driving in a straight line on the road! University of Houston researchers hoping to learn why drive-texting is so deadly put students to the test in simulators and distracted them with all kinds of distractions including texting. In all cases, there car handling became jittery – but only texting caused dangerous lane deviations and unsafe driving because it severed the hand-eye connection needed to activate the "sixth sense" that keeps us on course.
Once again, here are the sobering statistics of driving while texting:
Makes you 23 times more likely to crash.
Kills 11 teenage drivers every day.
Causes 1,600,000 accidents and 330,000 injuries every year.
Is responsible for 25% of all accidents.
Slows your brake-reaction speed by 18%.
Makes you about 6 times more likely to cause an accident than driving drunk.
Leads to a 400% increase in time spent with your eyes off the road.
Is similar to driving blind for 5 seconds at a time.
So don't even tempt your brain to get short-circuited when you drive by turning off your cell phone, putting it in "travel mode" with an automatic reply, or throwing it in the glove box where you can't reach it – it'll be waiting for you when you get to where you're going. And by following this advice, you'll actually have a better chance of getting there as well!
To good health on the highways,
The Highway Doctor
I was watching one of those "Doctor's" daytime television shows the other day and they were talking about how a brain can get "short circuited". I'm not an electrician or anything but this doesn't sound right to me. Can you help give some insight into this?
Dane Bramage
The Doctor’s Diagnosis:
Dear Mr. Bramage:
Well believe it or not, the brain is "wired" very similar to any major electrical device and operates very similarly too. In fact the brain actually does produce small electrical discharges to function! Neurons are the basic working unit of the brain and nervous system. These cells are highly specialized for the function of conducting messages. Everything we do relies on neurons communicating with one another. Electrical impulses and chemical signals carrying messages across different parts of the brain and between the brain and the rest of the nervous system. When a neuron is activated a small difference in electrical charge occurs. This unbalanced charge is called an action potential and is caused by the concentration of ions (atoms or molecules with unbalanced charges) across the cell membrane. The action potential travels very quickly along the axon, like when a line of dominoes falls.
When the action potential reaches the end of an axon, most neurons release a chemical message (a neurotransmitter) which crosses the synapse and binds to receptors on the receiving neuron's dendrites and starts the process over again. At the end of the line, a neurotransmitter may stimulate a different kind of cell (like a gland cell), or may trigger a new chain of messages. Neurotransmitters send chemical messages between neurons. Mental illnesses, such as depression, can occur when this process does not work correctly. Communication between neurons can also be electrical, such as in areas of the brain that control movement. When electrical signals are abnormal, they can cause tremors or symptoms found in Parkinson's disease.
Being The Highway Doctor, you have already heard me talk about the hazards of texting while driving. But new studies are now showing that texting while driving doesn't just distract you a little or take your eyes off the road for a few seconds, but it also "short-circuits" the part of your brain that keeps you driving in a straight line on the road! University of Houston researchers hoping to learn why drive-texting is so deadly put students to the test in simulators and distracted them with all kinds of distractions including texting. In all cases, there car handling became jittery – but only texting caused dangerous lane deviations and unsafe driving because it severed the hand-eye connection needed to activate the "sixth sense" that keeps us on course.
Once again, here are the sobering statistics of driving while texting:
Makes you 23 times more likely to crash.
Kills 11 teenage drivers every day.
Causes 1,600,000 accidents and 330,000 injuries every year.
Is responsible for 25% of all accidents.
Slows your brake-reaction speed by 18%.
Makes you about 6 times more likely to cause an accident than driving drunk.
Leads to a 400% increase in time spent with your eyes off the road.
Is similar to driving blind for 5 seconds at a time.
So don't even tempt your brain to get short-circuited when you drive by turning off your cell phone, putting it in "travel mode" with an automatic reply, or throwing it in the glove box where you can't reach it – it'll be waiting for you when you get to where you're going. And by following this advice, you'll actually have a better chance of getting there as well!
To good health on the highways,
The Highway Doctor
32. The Highway Doctor Waxes Poetic!!
Dear Doctor:
I shall be telling this with a sigh
Somewhere ages and ages hence:
Two roads numbered "10" diverged on 35, and I
I took the one most traveled by,
And I've been stuck in traffic ever since!
R. Frost
The Doctor's diagnosis:
Dear Mr. Frost:
Oh my, how eloquently you describe a problem I hear very frequently about: How can I tell the two highway 10's which exit I-35W apart from each other?
To give you my answer, I must refer to the traffic engineer's bible - the Minnesota Manual of Uniform Traffic Control Devices or MMUTCD for short. Highways are marked by various types of "guide" signs. In Minnesota the primary route markers you'll typically see are the Interstate, U.S. Highway and Minnesota State Highway route symbols. These signs are shown below and are usually referred to as "state trunk highways" as they are constructed and maintained
I shall be telling this with a sigh
Somewhere ages and ages hence:
Two roads numbered "10" diverged on 35, and I
I took the one most traveled by,
And I've been stuck in traffic ever since!
R. Frost
The Doctor's diagnosis:
Dear Mr. Frost:
Oh my, how eloquently you describe a problem I hear very frequently about: How can I tell the two highway 10's which exit I-35W apart from each other?
To give you my answer, I must refer to the traffic engineer's bible - the Minnesota Manual of Uniform Traffic Control Devices or MMUTCD for short. Highways are marked by various types of "guide" signs. In Minnesota the primary route markers you'll typically see are the Interstate, U.S. Highway and Minnesota State Highway route symbols. These signs are shown below and are usually referred to as "state trunk highways" as they are constructed and maintained
Interstate Highway Sign
United States Highway Sign
Minnesota State Highway Sign
On the county highway system you'll typically see two different types of route signs. The first is a pentagon-shaped blue shield and the other is a square white sign with black letters/numbers. Both signs include the county's name on it. In Anoka County, only the blue pentagon sign is used.
County Road Sign
County Road Sign (Alt.)
So when you're driving up I-35W and you see the signs for "U.S. 10" and "County 10" you'll know that these are indeed two different routes. Since "U.S. 10" is a higher functional classification than "County 10", it will be the freeway to Anoka. "County 10", on the other hand, is an expressway with numerous at-grade signalized intersections that will take you to Northtown Mall.
Or you can use the system my wife, Mrs, Highway Doctor, and her friends use to tell the two highways apart. According to them, when they are feeling "blue", they like to go shopping at Northtown Mall to pick them up so they'll take "Blue 10" to the mall.
My apologies to highway engineers who may have just read that!
To good health on the highways,
The Highway Doctor
So when you're driving up I-35W and you see the signs for "U.S. 10" and "County 10" you'll know that these are indeed two different routes. Since "U.S. 10" is a higher functional classification than "County 10", it will be the freeway to Anoka. "County 10", on the other hand, is an expressway with numerous at-grade signalized intersections that will take you to Northtown Mall.
Or you can use the system my wife, Mrs, Highway Doctor, and her friends use to tell the two highways apart. According to them, when they are feeling "blue", they like to go shopping at Northtown Mall to pick them up so they'll take "Blue 10" to the mall.
My apologies to highway engineers who may have just read that!
To good health on the highways,
The Highway Doctor
33. What the...?!
Dear Doctor:
The other day in the office, I thought I heard someone say something like, “That TEA-21 project which was approved by the TAC and TAB had its EA approved and we’re now ready to publish this in the EQB Monitor to satisfy the requirements of the EQB’s EAW process.” Do I need my hearing checked or is there some secret engineering language that I don’t know about?”
B. Wildered
Blaine, MN
The Doctor’s diagnosis:
Dear Ms. Wildered:
The conversation you overheard could have been exactly as you stated. Many of the acronyms you stated are all part of the process of using federal funds for highway construction projects. If you’ve ever heard the statement of “making a federal case out of it”, this is exactly what happens when you use federal dollars to build a road. Simply put, if you want to use federal dough to build a road, you must play by the federal government’s rules.
To get back to those funny acronyms, let me just list some of the more common ones you might hear around the office, along with their meanings:
TEA-21
This is the federal legislation that replaced ISTEA as the funding source for highway and transit improvements. TEA-21 stands for “Transportation Equity Act for the 21st Century”.
TAB
This stands for “Transportation Advisory Board”, which is a committee of the Metropolitan Council that decides where the federal dollars that come to the seven county metropolitan area are spent.
TAC
This is the “Technical Advisory Committee”, which is an advisory committee to the TAB and develops procedures for soliciting
and allocating federal dollars and projects.
EA
This stands for “Environmental Assessment”. An EA is a federal environmental document required on construction projects where
environmental impacts are possible. Other federal documents that may be required in lieu of an EA are a Project Memorandum (PM), Study Report, and/or Project Path Report (PPR).
MEQB
The MEQB is the Minnesota Environmental Quality Board, which is the governing agency which ensures that all of the State of Minnesota’s environmental regulations are adhered to and met. Just because a project meets federal requirements, sometimes the state requirements are more restrictive. The EQB Monitor is this agency’s publication which notifies the public of projects that have potential environmental impacts and invites them to make comments on our projects before they are designed and built.
FHWA
Federal Highway Administration
EIS
Environmental Impact Statement. (The “Mother” of all environmental reports.)
FONSI
This stands for “Finding of No Significant Impact”. This determination by the County Board will complete the environmental review process.
So don't worry - my diagnosis is that your hearing is just fine. And remember, the next time you hear someone say they got a FONSI for their EA and a Negative Declaration on their EAW, be happy for them. It’s a good thing!
To good health on the highway,
The Highway Doctor
The other day in the office, I thought I heard someone say something like, “That TEA-21 project which was approved by the TAC and TAB had its EA approved and we’re now ready to publish this in the EQB Monitor to satisfy the requirements of the EQB’s EAW process.” Do I need my hearing checked or is there some secret engineering language that I don’t know about?”
B. Wildered
Blaine, MN
The Doctor’s diagnosis:
Dear Ms. Wildered:
The conversation you overheard could have been exactly as you stated. Many of the acronyms you stated are all part of the process of using federal funds for highway construction projects. If you’ve ever heard the statement of “making a federal case out of it”, this is exactly what happens when you use federal dollars to build a road. Simply put, if you want to use federal dough to build a road, you must play by the federal government’s rules.
To get back to those funny acronyms, let me just list some of the more common ones you might hear around the office, along with their meanings:
TEA-21
This is the federal legislation that replaced ISTEA as the funding source for highway and transit improvements. TEA-21 stands for “Transportation Equity Act for the 21st Century”.
TAB
This stands for “Transportation Advisory Board”, which is a committee of the Metropolitan Council that decides where the federal dollars that come to the seven county metropolitan area are spent.
TAC
This is the “Technical Advisory Committee”, which is an advisory committee to the TAB and develops procedures for soliciting
and allocating federal dollars and projects.
EA
This stands for “Environmental Assessment”. An EA is a federal environmental document required on construction projects where
environmental impacts are possible. Other federal documents that may be required in lieu of an EA are a Project Memorandum (PM), Study Report, and/or Project Path Report (PPR).
MEQB
The MEQB is the Minnesota Environmental Quality Board, which is the governing agency which ensures that all of the State of Minnesota’s environmental regulations are adhered to and met. Just because a project meets federal requirements, sometimes the state requirements are more restrictive. The EQB Monitor is this agency’s publication which notifies the public of projects that have potential environmental impacts and invites them to make comments on our projects before they are designed and built.
FHWA
Federal Highway Administration
EIS
Environmental Impact Statement. (The “Mother” of all environmental reports.)
FONSI
This stands for “Finding of No Significant Impact”. This determination by the County Board will complete the environmental review process.
So don't worry - my diagnosis is that your hearing is just fine. And remember, the next time you hear someone say they got a FONSI for their EA and a Negative Declaration on their EAW, be happy for them. It’s a good thing!
To good health on the highway,
The Highway Doctor
34. Can you hear me now?!
Dear Doctor:
I hope you can help with my confusion. I don’t know if I am hearing correctly or if I just don’t understand fully what people are saying about the highways and roads that I drive. Some are called "Trunk Highways", others are called "County State Aid Highways", and there are many other names. Many of these roads look the same to me. To me, all these roads are "Main Street, USA." Do you think I have a speech or language disorder?
Miss Under-Standing
The Doctor's diagnosis:
Dear Miss Under-Standing:
No, I don’t think you have a speech or language disorder at all, but your observation is correct and your confusion is justified, but please allow me to explain. First let’s talk about speech and language disorders. Speech is how we say sounds or words and speech disorders may involve not saying sounds clearly, having a hoarse or raspy voice, or repeating sounds or pause when speaking. Medical names for these conditions are apraxia, dysarthria, or stuttering. A person with a language disorder may have problems understanding, talking, reading and/or writing. Aphasia is a common language disorder.
But I think you are hearing and understanding everything correctly, it’s just that there are many difference TYPES of highways out there that you may not be familiar with. The highway and road system is very similar to the veins and arteries in your body. There are large, central veins and arteries, which move large amounts of blood throughout the body; and there are tiny capillaries that feed the blood to the various organs and body parts. Similarly, the highway system is comprised of large arterial highways that move a large volume of traffic, and smaller local streets that provide direct access to homes and businesses. The various highway and street designations are done primarily for function, maintenance and funding responsibilities.
Minnesota's 139,000-mile road network offers a high level of mobility to serve the state's varied industries, agriculture, manufacturing, tourism, mining, logging, retail commerce and others - and to help individuals and families get to work, school, recreation and shopping.
The backbone of Minnesota's road network is the State Trunk Highway system, comprising nearly 12,000 miles of the state's largest and most heavily traveled highways, including interstate freeways. State trunk highways are constructed and maintained by the Minnesota Department of Transportation (MnDOT).
Minnesota's county highway system consists of almost 45,000 miles of roads constructed and maintained by the state's 87 counties under management of county engineers. The county system provides vital, high-quality connections necessary for the overall state network to work well.
The remaining 82,000 miles of roads serve important local needs under the jurisdiction of cities and townships. The Municipal system of over 22,000 miles is managed by the state's statutory cities. The Town Road system of almost 57,000 miles is managed by the state's many townships. There are over 3,000 miles of other minor roads in public jurisdiction.
CSAH roads are usually classified as "minor arterials" or "collectors" and are the more heavily traveled roads on county systems. Municipal State Aid Streets (MSAS) are the more heavily traveled streets in cities having a population of greater than 5,000. CSAH and MSAS roads are eligible for state aid from the Minnesota Highway User Tax Distribution Fund (HUTDF), as outlined in the state constitution. These roads also receive funding from state bond funds targeted to bridge repair and replacement, federal aid and county property taxes.
Funding for the CR, Municipal and Town Road systems comes almost entirely from property taxes, though some state aid is available for all bridges and also for town roads. Because of limited funding and lower function these systems are generally not in as good condition as the Trunk Highway, CSAH and MSAS systems.
In summary, the trunk highway system has the highest degree of mobility (high speed and multiple lanes) and the lowest degree of access (driveways and side street intersections). The municipal and town systems have greater access and lower mobility. The county system provides about equal access and mobility and also connects the local system to the trunk system. It is highly likely that every trip made in an automobile will start on a local road, connect to a county highway and end up on a trunk highway. Each of these separate highway systems is an integral part of a great transportation system, which helps to increase our quality of life here in Minnesota.
The whole thing is simple yet amazing. Yes, you heard me correctly!
To good health on the highway,
The Highway Doctor
I hope you can help with my confusion. I don’t know if I am hearing correctly or if I just don’t understand fully what people are saying about the highways and roads that I drive. Some are called "Trunk Highways", others are called "County State Aid Highways", and there are many other names. Many of these roads look the same to me. To me, all these roads are "Main Street, USA." Do you think I have a speech or language disorder?
Miss Under-Standing
The Doctor's diagnosis:
Dear Miss Under-Standing:
No, I don’t think you have a speech or language disorder at all, but your observation is correct and your confusion is justified, but please allow me to explain. First let’s talk about speech and language disorders. Speech is how we say sounds or words and speech disorders may involve not saying sounds clearly, having a hoarse or raspy voice, or repeating sounds or pause when speaking. Medical names for these conditions are apraxia, dysarthria, or stuttering. A person with a language disorder may have problems understanding, talking, reading and/or writing. Aphasia is a common language disorder.
But I think you are hearing and understanding everything correctly, it’s just that there are many difference TYPES of highways out there that you may not be familiar with. The highway and road system is very similar to the veins and arteries in your body. There are large, central veins and arteries, which move large amounts of blood throughout the body; and there are tiny capillaries that feed the blood to the various organs and body parts. Similarly, the highway system is comprised of large arterial highways that move a large volume of traffic, and smaller local streets that provide direct access to homes and businesses. The various highway and street designations are done primarily for function, maintenance and funding responsibilities.
Minnesota's 139,000-mile road network offers a high level of mobility to serve the state's varied industries, agriculture, manufacturing, tourism, mining, logging, retail commerce and others - and to help individuals and families get to work, school, recreation and shopping.
The backbone of Minnesota's road network is the State Trunk Highway system, comprising nearly 12,000 miles of the state's largest and most heavily traveled highways, including interstate freeways. State trunk highways are constructed and maintained by the Minnesota Department of Transportation (MnDOT).
Minnesota's county highway system consists of almost 45,000 miles of roads constructed and maintained by the state's 87 counties under management of county engineers. The county system provides vital, high-quality connections necessary for the overall state network to work well.
The remaining 82,000 miles of roads serve important local needs under the jurisdiction of cities and townships. The Municipal system of over 22,000 miles is managed by the state's statutory cities. The Town Road system of almost 57,000 miles is managed by the state's many townships. There are over 3,000 miles of other minor roads in public jurisdiction.
CSAH roads are usually classified as "minor arterials" or "collectors" and are the more heavily traveled roads on county systems. Municipal State Aid Streets (MSAS) are the more heavily traveled streets in cities having a population of greater than 5,000. CSAH and MSAS roads are eligible for state aid from the Minnesota Highway User Tax Distribution Fund (HUTDF), as outlined in the state constitution. These roads also receive funding from state bond funds targeted to bridge repair and replacement, federal aid and county property taxes.
Funding for the CR, Municipal and Town Road systems comes almost entirely from property taxes, though some state aid is available for all bridges and also for town roads. Because of limited funding and lower function these systems are generally not in as good condition as the Trunk Highway, CSAH and MSAS systems.
In summary, the trunk highway system has the highest degree of mobility (high speed and multiple lanes) and the lowest degree of access (driveways and side street intersections). The municipal and town systems have greater access and lower mobility. The county system provides about equal access and mobility and also connects the local system to the trunk system. It is highly likely that every trip made in an automobile will start on a local road, connect to a county highway and end up on a trunk highway. Each of these separate highway systems is an integral part of a great transportation system, which helps to increase our quality of life here in Minnesota.
The whole thing is simple yet amazing. Yes, you heard me correctly!
To good health on the highway,
The Highway Doctor
35. I Got the Fever - the Fever for Traffic Signals!
Dear Doctor:
I have a problem that is causing a fever. Some of the traffic signals that I drive through seem to work just fine letting me pass through without much delay. However, there are other traffic signals that I can never catch a green a light on without waiting. This really gets me steamed. So my question is, "How does a signal know when to change and what can you prescribe for me to help?"
Ms. May I. Proceed
The Doctor's diagnosis:
Dear Ms. Proceed:
I hope the Doctor is able to bring a cure to your fever, so let me see if I can answer your question. Some of the older signalized intersections are set to run at timed cycle length and cycle mechanically using predefined plans to expedite traffic during different times of day. This setup is terminal, and there is nothing the Doctor can prescribe to help you activate the signal. However, most of the intersections in Anoka County use "loop detectors" that are placed in the road pavement and help detect the traffic on the various legs of the intersections. These loops are actually twisted wires either sealed in sawcuts directly in the pavement or placed in nonmetallic conduits underneath the pavement. These wires have an electronic circuit hooked up to them and, as part of an oscillator circuit, it generates an invisible electromagnetic field that is tuned to the loop acting as an antenna. When a vehicle enters this invisible field, it "dampens" the loop by absorbing energy and the oscillation decreases or stops entirely. This causes a signal to go to the controller telling it to serve a certain direction or to extend the signal phase for others. These loops are generally 4' x 4' and are grouped together on both sides of a stop bar to "call" a signal phase, or are placed in advance of the signal to "extend" the phase. In this set-up, the Doctor would prescribe that you properly stop near the stop bar for your vehicle to trip the signal over to your phase.
The loops tied to the signal controller operate an individual signal. However, to further aid in the proper timing, phasing and coordination of traffic signals, we can interconnect a series of signals to a central controller. This is referred to as a closed loop traffic signal system and is further operated by a master controller. A closed loop system connects a series of traffic signals providing communication between the individual intersections. There are several means of communication between these signals, but it is usually through hard wire connections or fiber optic cables. A master signal controller supervises the individual intersection controllers. Closed loop systems can report detailed information back to the central computer that monitors the systems operation. The controller is then set up to run predetermined time of day plans that will best suit prevailing conditions. This can lead to a decrease in travel times, vehicle stops and delays, in addition to the environmental benefit of decreased fuel consumption and a decrease in tailpipe emissions.
Additional benefits of closed loop traffic signal systems are that real-time traffic flow can be monitored from a remote computer sight (Highway Department building), automatic system failure detection ensures quick maintenance response times, signal timing plans can be programmed to local controllers remotely from the central computer, and recorder vehicle count information can be reviewed to determine the need for new timing plans.
The Doctor hopes that this information will alleviate your fever. And just like a cold compress will cause a change in your temperature, loop detectors help cause change to the traffic signal phases.
To good health on the highways,
The Highway Doctor
I have a problem that is causing a fever. Some of the traffic signals that I drive through seem to work just fine letting me pass through without much delay. However, there are other traffic signals that I can never catch a green a light on without waiting. This really gets me steamed. So my question is, "How does a signal know when to change and what can you prescribe for me to help?"
Ms. May I. Proceed
The Doctor's diagnosis:
Dear Ms. Proceed:
I hope the Doctor is able to bring a cure to your fever, so let me see if I can answer your question. Some of the older signalized intersections are set to run at timed cycle length and cycle mechanically using predefined plans to expedite traffic during different times of day. This setup is terminal, and there is nothing the Doctor can prescribe to help you activate the signal. However, most of the intersections in Anoka County use "loop detectors" that are placed in the road pavement and help detect the traffic on the various legs of the intersections. These loops are actually twisted wires either sealed in sawcuts directly in the pavement or placed in nonmetallic conduits underneath the pavement. These wires have an electronic circuit hooked up to them and, as part of an oscillator circuit, it generates an invisible electromagnetic field that is tuned to the loop acting as an antenna. When a vehicle enters this invisible field, it "dampens" the loop by absorbing energy and the oscillation decreases or stops entirely. This causes a signal to go to the controller telling it to serve a certain direction or to extend the signal phase for others. These loops are generally 4' x 4' and are grouped together on both sides of a stop bar to "call" a signal phase, or are placed in advance of the signal to "extend" the phase. In this set-up, the Doctor would prescribe that you properly stop near the stop bar for your vehicle to trip the signal over to your phase.
The loops tied to the signal controller operate an individual signal. However, to further aid in the proper timing, phasing and coordination of traffic signals, we can interconnect a series of signals to a central controller. This is referred to as a closed loop traffic signal system and is further operated by a master controller. A closed loop system connects a series of traffic signals providing communication between the individual intersections. There are several means of communication between these signals, but it is usually through hard wire connections or fiber optic cables. A master signal controller supervises the individual intersection controllers. Closed loop systems can report detailed information back to the central computer that monitors the systems operation. The controller is then set up to run predetermined time of day plans that will best suit prevailing conditions. This can lead to a decrease in travel times, vehicle stops and delays, in addition to the environmental benefit of decreased fuel consumption and a decrease in tailpipe emissions.
Additional benefits of closed loop traffic signal systems are that real-time traffic flow can be monitored from a remote computer sight (Highway Department building), automatic system failure detection ensures quick maintenance response times, signal timing plans can be programmed to local controllers remotely from the central computer, and recorder vehicle count information can be reviewed to determine the need for new timing plans.
The Doctor hopes that this information will alleviate your fever. And just like a cold compress will cause a change in your temperature, loop detectors help cause change to the traffic signal phases.
To good health on the highways,
The Highway Doctor
36. Speed(ing) Kills!
Dear Doctor:
I have a problem that's a real pain in the neck. Seems like when I am driving, everyone is going too slow, but when I'm playing with the kids in my yard, everyone's driving too fast. What advice can you give me to sooth my pain?!
Speedy Rhodes
Andover, MN
The Doctor's Diagnosis:
Dear Mr. Rhodes:
What a great question! Instead of answering your question with a prescription, I think I need to educate you on how speed limits are set. Minnesota Speed Regulations are based on the same basic speed law that is used in all 50 states. "No person shall drive a vehicle upon a highway in a speed greater than is reasonable or prudent having due regard for weather, visibility, the traffic on, and in no event at a speed which endangers the safety of person or property." Speed laws are created for the protection of the public and the curbing of unreasonable behavior. To effectively enforce a law, the public must believe that the law is reasonable.
Some speed limits, whether they are posted or unposted, are set by statutory limits. Statutory limits are based on the concept that uniform categories of highways can operate safely at certain preset maximum speeds under ideal conditions. The most common statutory speeds are:
Here are some other questions and answers you may have.
Crashes are most often the result of driver inattention and driver error. However, if a posted speed limit is unrealistically low, it creates a greater speed variance (i.e., some drivers follow the speed limit while most drive the reasonable speed). This speed variance can contribute to crashes.
One other point of interest. You may not be aware of it, but you may be the problem that you’re complaining about. In today's climate controlled vehicles with radial tires, power steering, and enhanced suspension, you may not realize how fast you are traveling. Studies have also recently shown that the higher up you are, the less sensation of speed you have. That is why soccer moms in SUVs, and mini-vans may be some of the worst speed violators. The next time you are driving, please pay attention to the posted speed and observe what your speedometer is reading. You may be in for a surprise.
I hope this solves the pain in your neck. Remember to take a deep breath and relax - speeding will not get you there any sooner, and you will arrive a lot less stressed out.
To good health on the highways,
The Highway Doctor
I have a problem that's a real pain in the neck. Seems like when I am driving, everyone is going too slow, but when I'm playing with the kids in my yard, everyone's driving too fast. What advice can you give me to sooth my pain?!
Speedy Rhodes
Andover, MN
The Doctor's Diagnosis:
Dear Mr. Rhodes:
What a great question! Instead of answering your question with a prescription, I think I need to educate you on how speed limits are set. Minnesota Speed Regulations are based on the same basic speed law that is used in all 50 states. "No person shall drive a vehicle upon a highway in a speed greater than is reasonable or prudent having due regard for weather, visibility, the traffic on, and in no event at a speed which endangers the safety of person or property." Speed laws are created for the protection of the public and the curbing of unreasonable behavior. To effectively enforce a law, the public must believe that the law is reasonable.
Some speed limits, whether they are posted or unposted, are set by statutory limits. Statutory limits are based on the concept that uniform categories of highways can operate safely at certain preset maximum speeds under ideal conditions. The most common statutory speeds are:
- 10 mph in alleys
- 30 mph on all streets in urban districts
- 70 mph on rural interstate highways
- 65 mph on urban interstate highways and all expressways
- 55 mph on all other roads (including Anoka County Highways)
- o Road type and surface
- o Location and type of access points
- o Sufficient length of roadway
- o Existing traffic control devices
- o Accident history
- o Traffic volume
- o Speed study
- o Test drive results
- o Sight distances
Here are some other questions and answers you may have.
- Will lowering the speed limit reduce speeds?
- Will lowering the speed limit reduce crash frequency?
Crashes are most often the result of driver inattention and driver error. However, if a posted speed limit is unrealistically low, it creates a greater speed variance (i.e., some drivers follow the speed limit while most drive the reasonable speed). This speed variance can contribute to crashes.
One other point of interest. You may not be aware of it, but you may be the problem that you’re complaining about. In today's climate controlled vehicles with radial tires, power steering, and enhanced suspension, you may not realize how fast you are traveling. Studies have also recently shown that the higher up you are, the less sensation of speed you have. That is why soccer moms in SUVs, and mini-vans may be some of the worst speed violators. The next time you are driving, please pay attention to the posted speed and observe what your speedometer is reading. You may be in for a surprise.
I hope this solves the pain in your neck. Remember to take a deep breath and relax - speeding will not get you there any sooner, and you will arrive a lot less stressed out.
To good health on the highways,
The Highway Doctor
37. I'm Conflicted!
Dear Doctor:
I know that you are somewhat an expert on both medical and highway issues, and now I hope you can help me on a legal issue as well. You see, I was involved in a crash and have been accused of running a red light. I swear that the light must have been green in both directions at the same time. I am hoping that you will be my expert witness for the defense. Will you be able to help me?
Prudence Juris
The Doctor’s diagnosis:
Dear Ms. Juris:
As much as The Highway Doctor likes to help out its readers, I’m sorry that I won’t be able to help you out. In fact, I will likely testify on behalf of the prosecution. When I first heard of your case I looked into the specifics of the accident. As soon as I heard that your crash took place at an Anoka County intersection, I heard all that I needed to know. You see, any traffic signal maintained by the Anoka County Highway Department could not have been green in conflicting directions because all Anoka County traffic signals have a “Conflict Monitor Unit”, or CMU installed in the controller cabinet. What does a CMU do? Please allow me to explain.
A CMU is a device used in a traffic controller assembly to monitor traffic signals at an intersection for conflicting proceed indications (this is what you thought happened) or the absence of voltage on all of the field signal outputs of a channel caused by malfunctions of the controller, load switches, or miswiring of the cabinet. It also provides error sensing of two +24VDC supplies and the controller power supplies and controller voltage monitor inputs respectively.
The CMU’s that Anoka County uses have 12 channels, one channel for each direction of traffic, i.e. phase’s 1-8 corresponds with channels 1-8. When voltages on any conflicting channels are sensed as active for more than 450 msec (that’s 0.45 seconds), the CMU will enter the fault mode, transfer the OUTPUT relay contracts to the fault position, and illuminate the conflict indicator. The intersection is now in all red flash.
There are several types of faults:
CVM or Controller voltage monitor failure. This normally occurs during power outages or the loss of the controllers +24 VDC
Conflict. This occurs when one or more opposing directions have the same indication other than Red.
Red Fail. This detects the loss of all indications on one or more channels, can be Red, Yellow or Green indications.
Dual Indication. This detects simultaneous input combinations of active Green and Yellow. Green and Red, Yellow and Red, Walk and Yellow or Walk and Red field signal inputs on the same channel.
Clearance Fail. This detects the absence of a minimum 2.7-second period of an active Yellow indication during a Red to Green to Yellow to Red sequence.
While Anoka County Highway Department formerly used CMU’s (Conflict Monitor Units), it is now purchasing and using an upgraded MMU (Malfunction Management Unit). One of the biggest differences between the two is a MMU has the ability to communicate with the Controller allowing even more protection as well as more technical information to the technician performing the repairs.
So there you have it and now I hope you understand why I can’t testify on your behalf. My only advice, take two aspirins, but sorry, don’t call me in the morning.
To good health on the highways,
The Highway Doctor
I know that you are somewhat an expert on both medical and highway issues, and now I hope you can help me on a legal issue as well. You see, I was involved in a crash and have been accused of running a red light. I swear that the light must have been green in both directions at the same time. I am hoping that you will be my expert witness for the defense. Will you be able to help me?
Prudence Juris
The Doctor’s diagnosis:
Dear Ms. Juris:
As much as The Highway Doctor likes to help out its readers, I’m sorry that I won’t be able to help you out. In fact, I will likely testify on behalf of the prosecution. When I first heard of your case I looked into the specifics of the accident. As soon as I heard that your crash took place at an Anoka County intersection, I heard all that I needed to know. You see, any traffic signal maintained by the Anoka County Highway Department could not have been green in conflicting directions because all Anoka County traffic signals have a “Conflict Monitor Unit”, or CMU installed in the controller cabinet. What does a CMU do? Please allow me to explain.
A CMU is a device used in a traffic controller assembly to monitor traffic signals at an intersection for conflicting proceed indications (this is what you thought happened) or the absence of voltage on all of the field signal outputs of a channel caused by malfunctions of the controller, load switches, or miswiring of the cabinet. It also provides error sensing of two +24VDC supplies and the controller power supplies and controller voltage monitor inputs respectively.
The CMU’s that Anoka County uses have 12 channels, one channel for each direction of traffic, i.e. phase’s 1-8 corresponds with channels 1-8. When voltages on any conflicting channels are sensed as active for more than 450 msec (that’s 0.45 seconds), the CMU will enter the fault mode, transfer the OUTPUT relay contracts to the fault position, and illuminate the conflict indicator. The intersection is now in all red flash.
There are several types of faults:
CVM or Controller voltage monitor failure. This normally occurs during power outages or the loss of the controllers +24 VDC
Conflict. This occurs when one or more opposing directions have the same indication other than Red.
Red Fail. This detects the loss of all indications on one or more channels, can be Red, Yellow or Green indications.
Dual Indication. This detects simultaneous input combinations of active Green and Yellow. Green and Red, Yellow and Red, Walk and Yellow or Walk and Red field signal inputs on the same channel.
Clearance Fail. This detects the absence of a minimum 2.7-second period of an active Yellow indication during a Red to Green to Yellow to Red sequence.
While Anoka County Highway Department formerly used CMU’s (Conflict Monitor Units), it is now purchasing and using an upgraded MMU (Malfunction Management Unit). One of the biggest differences between the two is a MMU has the ability to communicate with the Controller allowing even more protection as well as more technical information to the technician performing the repairs.
So there you have it and now I hope you understand why I can’t testify on your behalf. My only advice, take two aspirins, but sorry, don’t call me in the morning.
To good health on the highways,
The Highway Doctor
38. It's Not All That It's Cracked Up to Be!
This issue's inquisitive reader writes:
Dear Doctor:
I’m not sure if this is an item for you or for the fashion police. Call me old-fashioned but what is going on with all these young men wearing their pants so low on their hips? Having their briefs hanging so far out is so distracting that I think I might wreck my car if I see it while driving. Help!
Seymour Butz
The Doctor's diagnosis:
Dear Mr. Butz:
Ok, you asked for it – yes you are showing your age with this one! “Sagging pants” is the term used for the low-hanging fashion statement of the millennials, hip-hoppers and the “OG’s”. Most sources report that sagging pants began in the prison system. Belts are not allowed to be worn, due to the fact that they can be used as weapons or as a means to suicide. This resulted in the ill-fitting generic pants, too large to stay up on their own, to ride low on prisoner’s hips. Hip-hop artists adopted this look in the 90s (because you're not cool, if you don't do time, right?), and it quickly became popular among the youth. Sagging pants may also be as simple as a rebellion. The stereotypical “nerd” wears his pants very high, sagging is the exact opposite. From a medical standpoint, looking ridiculous (though inevitable) is not the only risk of sagging pants. It has recently been linked to erectile dysfunction, hip problems, and lower back issues. These issues stem from consistently wearing pants well below the buttocks, so low that one must change the way he walks.
Being the Highway Doctor, this whole issue reminds me of a very important road treatment application to extend the life of pavements – (are you ready for this?): crack sealing.
Water is the most destructive element to our pavement. Water entering our roadway through cracks
accelerates the deterioration of the roadway. In time, the water will undermine and weaken the
roadway base material creating cracks and potholes. Sealing pavement cracks to prevent water from
entering the base and subbase will extend the pavement life from 3 to 5 years.
Crack filling and crack sealing, while similar in nature, offer very different benefits. Crack filling is less costly and will require less initial investment, but this solution may only be a temporary fix. Once the crack begins to move or expand, the crack filling material will lose its effectiveness and the crack will need to be re-filled. For this reason, crack filling is more effective in milder climates with less temperature change.
Crack sealing is a more costly option, but provides a longer life expectancy than crack filling – lasting 8 years or more. Crack sealing – which utilizes a flexible, specially prepared hot pour rubberized sealant – is considered a permanent treatment and is the only effective treatment for active cracks that contract and expand between seasons.
In conclusion, my recommendation to youth is to buy and wear full waisted pants and trousers. My recommendation to road authorities is to properly seal cracks in your pavements to prevent water intrusion. These preventative actions will go a long way towards the longevity and health of your body and our roads.
Now if I can only get my plumber to read this…
To good health on the highway,
The Highway Doctor
Dear Doctor:
I’m not sure if this is an item for you or for the fashion police. Call me old-fashioned but what is going on with all these young men wearing their pants so low on their hips? Having their briefs hanging so far out is so distracting that I think I might wreck my car if I see it while driving. Help!
Seymour Butz
The Doctor's diagnosis:
Dear Mr. Butz:
Ok, you asked for it – yes you are showing your age with this one! “Sagging pants” is the term used for the low-hanging fashion statement of the millennials, hip-hoppers and the “OG’s”. Most sources report that sagging pants began in the prison system. Belts are not allowed to be worn, due to the fact that they can be used as weapons or as a means to suicide. This resulted in the ill-fitting generic pants, too large to stay up on their own, to ride low on prisoner’s hips. Hip-hop artists adopted this look in the 90s (because you're not cool, if you don't do time, right?), and it quickly became popular among the youth. Sagging pants may also be as simple as a rebellion. The stereotypical “nerd” wears his pants very high, sagging is the exact opposite. From a medical standpoint, looking ridiculous (though inevitable) is not the only risk of sagging pants. It has recently been linked to erectile dysfunction, hip problems, and lower back issues. These issues stem from consistently wearing pants well below the buttocks, so low that one must change the way he walks.
Being the Highway Doctor, this whole issue reminds me of a very important road treatment application to extend the life of pavements – (are you ready for this?): crack sealing.
Water is the most destructive element to our pavement. Water entering our roadway through cracks
accelerates the deterioration of the roadway. In time, the water will undermine and weaken the
roadway base material creating cracks and potholes. Sealing pavement cracks to prevent water from
entering the base and subbase will extend the pavement life from 3 to 5 years.
Crack filling and crack sealing, while similar in nature, offer very different benefits. Crack filling is less costly and will require less initial investment, but this solution may only be a temporary fix. Once the crack begins to move or expand, the crack filling material will lose its effectiveness and the crack will need to be re-filled. For this reason, crack filling is more effective in milder climates with less temperature change.
Crack sealing is a more costly option, but provides a longer life expectancy than crack filling – lasting 8 years or more. Crack sealing – which utilizes a flexible, specially prepared hot pour rubberized sealant – is considered a permanent treatment and is the only effective treatment for active cracks that contract and expand between seasons.
In conclusion, my recommendation to youth is to buy and wear full waisted pants and trousers. My recommendation to road authorities is to properly seal cracks in your pavements to prevent water intrusion. These preventative actions will go a long way towards the longevity and health of your body and our roads.
Now if I can only get my plumber to read this…
To good health on the highway,
The Highway Doctor
39. Get a Brain, Jerk!
This issue’s inquisitive reader writes…
Dear Doctor,
I need an explanation on the behavior of some of the drivers I see on the road these days. From all of the inattentive and reckless driving I see, there must be an epidemic of brain-dead people out there! Isn’t there a pill or procedure you can do to get people to pay attention to their driving? Or as I say quite often to my fellow drivers, “Get a brain, jerk!”
Frank N. Stein
The Doctor’s diagnosis…
Dear Mr. Stein:
I am very pleased to report that medical science has come a very long way in the field of brain surgery since the days of frontal lobotomies that were so prevalent in the 1940’s and ‘50’s. Today there are numerous brain surgery techniques such as craniotomy, neurosurgery, craniectomy, stereotactic craniotomy, stereotactic brain biopsy, and endoscopic craniotomy. Brain surgery treats problems in the brain and the structures around it through an opening in the skull.
Brain surgery may be needed to treat or remove brain tumors, bleeding (hemorrhage) or blood clots (hematomas) from injuries, weaknesses in blood vessels (cerebral aneurysms), abnormal blood vessels (arteriovenous malformations), damage to tissues covering the brain (dura), infections in the brain (brain abscesses), severe nerve or facial pain, skull fractures, pressure in the brain after an injury or stroke, some forms of seizure disorders (epilepsy), and certain brain diseases (such as Parkinson’s disease) that may be helped with an implanted electronic device.
But the problem that you described won’t be solved by any one of the brain surgery techniques mentioned above. Instead the prescription from the Highway Doctor is for drivers to use the brain they already have and PAY ATTENTION! According to the Minnesota Motor Vehicle Crash Facts, 2017 produced by the Minnesota Department of Public Safety, a whopping 12.7% of all fatal crashes, 14.6% of all injury crashes, and 12.5% of all property damage crashes reported in 2017 could be attributed to careless, negligent and distracted driving. That’s a staggering 45 fatalities, 4,294 personal injuries and 13,164 property damage crashes. These are very troubling statistics but certainly very preventable crashes.
How many times have we all seen someone driving while doing something else, such as eating, talking on the cell phone, playing with their radio, putting on makeup, reading a newspaper, etc.? Unfortunately, these drivers are crashes just waiting to happen. Simply removing these distractions and paying attention to your driving and the conditions around you can prevent tens of thousands of fatal, injury and property damage crashes on Minnesota highways each year.
While the Highway Doctor takes pride in his depth and breadth of knowledge on the various issues that are frequently asked of him, it doesn’t take a brain surgeon to figure this one out!
To good health on the highways,
The Highway Doctor
Dear Doctor,
I need an explanation on the behavior of some of the drivers I see on the road these days. From all of the inattentive and reckless driving I see, there must be an epidemic of brain-dead people out there! Isn’t there a pill or procedure you can do to get people to pay attention to their driving? Or as I say quite often to my fellow drivers, “Get a brain, jerk!”
Frank N. Stein
The Doctor’s diagnosis…
Dear Mr. Stein:
I am very pleased to report that medical science has come a very long way in the field of brain surgery since the days of frontal lobotomies that were so prevalent in the 1940’s and ‘50’s. Today there are numerous brain surgery techniques such as craniotomy, neurosurgery, craniectomy, stereotactic craniotomy, stereotactic brain biopsy, and endoscopic craniotomy. Brain surgery treats problems in the brain and the structures around it through an opening in the skull.
Brain surgery may be needed to treat or remove brain tumors, bleeding (hemorrhage) or blood clots (hematomas) from injuries, weaknesses in blood vessels (cerebral aneurysms), abnormal blood vessels (arteriovenous malformations), damage to tissues covering the brain (dura), infections in the brain (brain abscesses), severe nerve or facial pain, skull fractures, pressure in the brain after an injury or stroke, some forms of seizure disorders (epilepsy), and certain brain diseases (such as Parkinson’s disease) that may be helped with an implanted electronic device.
But the problem that you described won’t be solved by any one of the brain surgery techniques mentioned above. Instead the prescription from the Highway Doctor is for drivers to use the brain they already have and PAY ATTENTION! According to the Minnesota Motor Vehicle Crash Facts, 2017 produced by the Minnesota Department of Public Safety, a whopping 12.7% of all fatal crashes, 14.6% of all injury crashes, and 12.5% of all property damage crashes reported in 2017 could be attributed to careless, negligent and distracted driving. That’s a staggering 45 fatalities, 4,294 personal injuries and 13,164 property damage crashes. These are very troubling statistics but certainly very preventable crashes.
How many times have we all seen someone driving while doing something else, such as eating, talking on the cell phone, playing with their radio, putting on makeup, reading a newspaper, etc.? Unfortunately, these drivers are crashes just waiting to happen. Simply removing these distractions and paying attention to your driving and the conditions around you can prevent tens of thousands of fatal, injury and property damage crashes on Minnesota highways each year.
While the Highway Doctor takes pride in his depth and breadth of knowledge on the various issues that are frequently asked of him, it doesn’t take a brain surgeon to figure this one out!
To good health on the highways,
The Highway Doctor
40. Zip-a-Dee-Doo-Dah!
This issue’s inquisitive reader writes…
Dear Doctor:
I think I may need to go to a counselor to deal with my anger issues. Normally, I can deal with most everything, but I just about lost it the other day at a sporting event. I was in a long line to go to the restroom when all of a sudden a couple of guys butted into the line and went before the rest of us. I almost blew a cork (literally and figuratively)! I hope I didn’t cause any permanent damage to my insides.
Bud Insky
The Doctor’s diagnosis…
Dear Mr. Insky:
I feel your pain! Nothing is worse than having to wait to “go”. And I would agree that someone butting in line just makes things worse. But believe it or not, there is one place where it is now not only acceptable to move ahead and jump into line, but it is actually preferred!
The situation: construction zones. The procedure: The “Zipper” Merge.
When a lane is closed in a construction zone, a zipper merge occurs when motorists use both lanes of traffic until reaching the defined merge area, and then alternate in "zipper" fashion into the open lane. The benefits of doing this are:
When most drivers see the first “lane closed ahead” sign in a work zone, they slow too quickly and move to the lane that will continue through the construction area. This driving behavior can lead to unexpected and dangerous lane switching, serious crashes and road rage.
Zipper merging, however, benefits individual drivers as well as the public at large. Research shows that these dangers decrease when motorists use both lanes until reaching the defined merge area and then alternate in “zipper” fashion into the open lane.
As you see the “lane closed ahead” sign and traffic backing up, stay in your current lane up to the point of merge. Then take turns with other drivers to safely and smoothly ease into the remaining lane. Don't worry about being "Minnesota nice." When traffic is heavy and slow, it is much safer for motorists to remain in their current lane until the point where traffic can orderly take turns merging.
When traffic is moving at highway speeds and there are no backups, it makes sense to move sooner to the lane that will remain open through construction. The bottom line is to merge when it is safe to do so.
I know this procedure seems counterproductive but it really works. In addition, it prevents that butt-in-ski from bypassing all of the polite drivers already in the line. The end result will be less road rage on the highways and, if you really got to “go”, less stress on your insides too!
To good health on the highways,
The Highway Doctor
Dear Doctor:
I think I may need to go to a counselor to deal with my anger issues. Normally, I can deal with most everything, but I just about lost it the other day at a sporting event. I was in a long line to go to the restroom when all of a sudden a couple of guys butted into the line and went before the rest of us. I almost blew a cork (literally and figuratively)! I hope I didn’t cause any permanent damage to my insides.
Bud Insky
The Doctor’s diagnosis…
Dear Mr. Insky:
I feel your pain! Nothing is worse than having to wait to “go”. And I would agree that someone butting in line just makes things worse. But believe it or not, there is one place where it is now not only acceptable to move ahead and jump into line, but it is actually preferred!
The situation: construction zones. The procedure: The “Zipper” Merge.
When a lane is closed in a construction zone, a zipper merge occurs when motorists use both lanes of traffic until reaching the defined merge area, and then alternate in "zipper" fashion into the open lane. The benefits of doing this are:
- Reducing differences in speeds between two lanes
- Reducing the overall length of traffic backup (by as much as 40 percent)
- Reducing congestion on freeway interchanges
- Creating a sense of fairness and equity that all lanes are moving at the same rate.
When most drivers see the first “lane closed ahead” sign in a work zone, they slow too quickly and move to the lane that will continue through the construction area. This driving behavior can lead to unexpected and dangerous lane switching, serious crashes and road rage.
Zipper merging, however, benefits individual drivers as well as the public at large. Research shows that these dangers decrease when motorists use both lanes until reaching the defined merge area and then alternate in “zipper” fashion into the open lane.
As you see the “lane closed ahead” sign and traffic backing up, stay in your current lane up to the point of merge. Then take turns with other drivers to safely and smoothly ease into the remaining lane. Don't worry about being "Minnesota nice." When traffic is heavy and slow, it is much safer for motorists to remain in their current lane until the point where traffic can orderly take turns merging.
When traffic is moving at highway speeds and there are no backups, it makes sense to move sooner to the lane that will remain open through construction. The bottom line is to merge when it is safe to do so.
I know this procedure seems counterproductive but it really works. In addition, it prevents that butt-in-ski from bypassing all of the polite drivers already in the line. The end result will be less road rage on the highways and, if you really got to “go”, less stress on your insides too!
To good health on the highways,
The Highway Doctor
41. Buzzed Driving?
This issue's inquisitive reader writes:
Dear Doctor:
I’ve been reading an awful lot lately about all sorts of new diseases; West Nile Virus, Zika, SARS, Lyme, chikugunya, etc. You are the only authority that I can trust on this matter. Are any of these diseases becoming epidemic in Minnesota?
Beau Bonnick-Plage
The Doctor’s diagnosis:
Dear Mr. Plage:
Yes, illnesses from mosquito, tick, and flea bites have tripled in the U.S., with more than 640,000 cases reported during the 13 years from 2004 through 2016. Nine new germs spread by mosquitoes and ticks were discovered or introduced into the United States during this time. But I am always amazed at all the hype generated over these newly discovered illnesses. Yes, we do need to be concerned about these and other diseases, but what truly baffles me is the seemingly disregard for one of the real epidemics that are killing hundreds of people a year in Minnesota: TRAFFIC CRASHES.
In Minnesota, there are almost nine registered motor vehicles for every ten people in this State. The mobility these vehicles provide our citizens comes at a terrible price: In traffic crashes in 2017 (the most recent statistics from the Minnesota Department of Public Safety), 358 people died and over 29,000 people were injured. In total, there were 78,465 reported traffic crashes. Many more occurred but were not reported. A conservative estimate of the economic loss for Minnesota in 2017 as a result of these crashes exceeded $1.8 billion.
The statistics here in Anoka County are correspondingly alarming as well. We had 16 fatalities, (third highest in the State behind only Hennepin and Ramsey Counties), 1,196 injury crashes and 3,827 total reported crashes. Nationally, there are enough traffic deaths each day in an amount equivalent to a commercial airline crashing every day. Would you fly if you knew that each day one plane wouldn’t make it? Of course not! So why do we accept such a high rate of harm on our highways? Traffic “accidents” are not random occurrences. They can be prevented.
The Anoka County Highway Department is committed to providing a safe system of roads and highways, but you must do your part as well. There are specific, practical steps that people can take to avoid traffic crashes, or to reduce the severity of crashes that do occur. The following list provides the most important steps you can take:
So stop worrying about all of these headline diseases around the world and start taking responsibility for your own life and health by following the steps noted above. Do this and hopefully you can avoid becoming one of these statistics.
To good health on the highways,
The Highway Doctor
Dear Doctor:
I’ve been reading an awful lot lately about all sorts of new diseases; West Nile Virus, Zika, SARS, Lyme, chikugunya, etc. You are the only authority that I can trust on this matter. Are any of these diseases becoming epidemic in Minnesota?
Beau Bonnick-Plage
The Doctor’s diagnosis:
Dear Mr. Plage:
Yes, illnesses from mosquito, tick, and flea bites have tripled in the U.S., with more than 640,000 cases reported during the 13 years from 2004 through 2016. Nine new germs spread by mosquitoes and ticks were discovered or introduced into the United States during this time. But I am always amazed at all the hype generated over these newly discovered illnesses. Yes, we do need to be concerned about these and other diseases, but what truly baffles me is the seemingly disregard for one of the real epidemics that are killing hundreds of people a year in Minnesota: TRAFFIC CRASHES.
In Minnesota, there are almost nine registered motor vehicles for every ten people in this State. The mobility these vehicles provide our citizens comes at a terrible price: In traffic crashes in 2017 (the most recent statistics from the Minnesota Department of Public Safety), 358 people died and over 29,000 people were injured. In total, there were 78,465 reported traffic crashes. Many more occurred but were not reported. A conservative estimate of the economic loss for Minnesota in 2017 as a result of these crashes exceeded $1.8 billion.
The statistics here in Anoka County are correspondingly alarming as well. We had 16 fatalities, (third highest in the State behind only Hennepin and Ramsey Counties), 1,196 injury crashes and 3,827 total reported crashes. Nationally, there are enough traffic deaths each day in an amount equivalent to a commercial airline crashing every day. Would you fly if you knew that each day one plane wouldn’t make it? Of course not! So why do we accept such a high rate of harm on our highways? Traffic “accidents” are not random occurrences. They can be prevented.
The Anoka County Highway Department is committed to providing a safe system of roads and highways, but you must do your part as well. There are specific, practical steps that people can take to avoid traffic crashes, or to reduce the severity of crashes that do occur. The following list provides the most important steps you can take:
- Pay Attention. Get off your cell phones! And absolutely NEVER text and drive! Drive defensively, not aggressively.
- Do Not Drive While Impaired. Never drive while under the influence of alcohol or other drugs. Impaired driving greatly increases the risk of a serious crash causing injury or death. DWI enforcement in Minnesota is vigorous and the consequences are appropriately harsh. Even a first time DWI arrest can lead to over $10,000 in fines, fees, and insurance costs - plus jail terms, license revocation, and treatment requirements.
- Do Not Speed. Last year, speed was the most commonly reported casual factor in fatal crashes. Always drive at speeds that are legal and safe for the conditions.
- Wear Your Seat Belt. If you are in a crash, your best chance for survival comes from using your seat belt. Plus, it is the law!
So stop worrying about all of these headline diseases around the world and start taking responsibility for your own life and health by following the steps noted above. Do this and hopefully you can avoid becoming one of these statistics.
To good health on the highways,
The Highway Doctor
42. School of Hard Knocks?
This issue's inquisitive reader writes:
Dear Doctor:
I think I have a learning disability. I am signing up for my classes for fall semester and am trying to find out about a subject that my highway engineer friend talked about but can’t find it anywhere. I've heard of math class, science class, and English class at school, but what in the world is a functional class? I think I need it!
I. "Skip" Skool
The Doctor's diagnosis:
Dear Mr. Skool:
Please don't fret or feel something is wrong with you; functional class doesn't have anything to do with school at all! Actually, it is a terminology that transportation officials use to describe different types of highways, roads and streets. The meaning is actually exactly as the term implies: "functional" refers to how the highway functions, and "class" refers to an overall classification of these types of functions.
For example, in the seven county metropolitan area, we use the following functional classification types:
Principal Arterial
Principal arterials have the highest volume capacity. They are considered part of the Statewide Highway System. They are intended to connect the metropolitan centers with one another and connect major business concentrations, important transportation terminals, and large institutional facilities. They are typically spaced 3 to 6 miles apart in developing areas and 6 to 12 miles apart in commercial agricultural and general rural areas. Interchanges on principal arterials are usually spaced at least one mile apart. In Anoka County, there are numerous principal arterials: TH 10, TH 65, CSAH 14, TH 169, TH 610, I-35E, I-35W, I-35, and I-694.
Minor Arterials
Minor arterials are the backbone of the county highway system. Roads such as East River Road, Coon Rapids Boulevard, and Round Lake Boulevard are classified as minor arterials. These routes carry higher volumes of traffic and serve intra-community travel. These are spaced closer than the principal arterials, but still emphasize mobility over access.
Collectors
Collector roadways are designed to serve shorter trips. They collect and distribute traffic from neighborhoods and commercial and industrial areas to the arterial system. Collector roadways supplement the arterial system and emphasize equally mobility and land access. Andover Boulevard, Sims Road and Fawn Lake Drive are examples of a collector street.
Local Streets
Local streets interconnect blocks within residential neighborhoods and land parcels within commercial and industrial developments. In the urban areas they occur every block, while in the rural area one mile spacing may be adequate. They serve short trips at low speeds. The emphasis is on land access, not on mobility.
So there you have it - everything you ever wanted to know about functional classifications but were afraid to ask (until now). And the best thing about learning it here instead of at school; there's no test in the morning!
To good health on the highway,
The Highway Doctor
Dear Doctor:
I think I have a learning disability. I am signing up for my classes for fall semester and am trying to find out about a subject that my highway engineer friend talked about but can’t find it anywhere. I've heard of math class, science class, and English class at school, but what in the world is a functional class? I think I need it!
I. "Skip" Skool
The Doctor's diagnosis:
Dear Mr. Skool:
Please don't fret or feel something is wrong with you; functional class doesn't have anything to do with school at all! Actually, it is a terminology that transportation officials use to describe different types of highways, roads and streets. The meaning is actually exactly as the term implies: "functional" refers to how the highway functions, and "class" refers to an overall classification of these types of functions.
For example, in the seven county metropolitan area, we use the following functional classification types:
Principal Arterial
Principal arterials have the highest volume capacity. They are considered part of the Statewide Highway System. They are intended to connect the metropolitan centers with one another and connect major business concentrations, important transportation terminals, and large institutional facilities. They are typically spaced 3 to 6 miles apart in developing areas and 6 to 12 miles apart in commercial agricultural and general rural areas. Interchanges on principal arterials are usually spaced at least one mile apart. In Anoka County, there are numerous principal arterials: TH 10, TH 65, CSAH 14, TH 169, TH 610, I-35E, I-35W, I-35, and I-694.
Minor Arterials
Minor arterials are the backbone of the county highway system. Roads such as East River Road, Coon Rapids Boulevard, and Round Lake Boulevard are classified as minor arterials. These routes carry higher volumes of traffic and serve intra-community travel. These are spaced closer than the principal arterials, but still emphasize mobility over access.
Collectors
Collector roadways are designed to serve shorter trips. They collect and distribute traffic from neighborhoods and commercial and industrial areas to the arterial system. Collector roadways supplement the arterial system and emphasize equally mobility and land access. Andover Boulevard, Sims Road and Fawn Lake Drive are examples of a collector street.
Local Streets
Local streets interconnect blocks within residential neighborhoods and land parcels within commercial and industrial developments. In the urban areas they occur every block, while in the rural area one mile spacing may be adequate. They serve short trips at low speeds. The emphasis is on land access, not on mobility.
So there you have it - everything you ever wanted to know about functional classifications but were afraid to ask (until now). And the best thing about learning it here instead of at school; there's no test in the morning!
To good health on the highway,
The Highway Doctor
43. I Can See Clearly Now, The Rain is Gone!
This issue's inquisitive reader writes:
Dear Doctor:
I think I need my eyes checked. Not that they are bad, but actually they seem to work almost too good. For example, I can see the paint stripes on highways just as good at night as I do during the day. To what can I attribute such excellent vision?
Seymour Clearly
The Doctor's diagnosis:
Dear Mr. Clearly:
I wish I could assure you that your eyesight is as good as you think, but my diagnosis is that it’s not your eyesight that is so good but the traffic paint that you are looking at that is actually so bright. I’m sure you are wondering how traffic paint can be so bright, even at nighttime. Please allow me to explain.
The paint that we use at the Anoka County Highway Department is typically a fast-dry white and yellow acrylic or alkyd latex traffic marking paint. This paint can be applied to both concrete and bituminous surfaced roads. To ensure minimal tracking of wet paint, the paint is heated before application (between 110 and 160 degrees F) and typically dries within three minutes. To comply with stringent environmental regulations, these paints are free of lead, mercury, cadmium, hexavalent chromium or any other toxic heavy metal as defined by the Environmental Protection Agency. But what really makes these paints so bright are not just the paints themselves but a special additive that is applied with the paint. What we add to the paint are millions of small glass beads!!
These glass beads are very small indeed. They are dropped onto the wet paint just behind the paint spray gun. The beads have a dual surface treatment consisting of a moisture resistant silicone treatment and a silane adherence surface treatment. They range in size, but average about 300 microns (only 0.0117 inches)!! This range in size will cause some of the beads to settle down into the paint and force others to float on the top. This way there will always be some glass beads in the paint even after the paint wears downs over the course of a year. It is these beads that make the paint stripes to appear so bright at night. The headlights of your car hit the glass beads and the light is reflected back to your eyes. There are minimum retro-reflectivity requirements that must be met in order for this paint to meet specifications. Field retro-reflectivity standards for white paint are 275 mcd/m2/lux (I won’t bore you with what all that stands for – but trust me it’s plenty bright), and 180 mcd/m2/lux for yellow paint. Each year the Anoka County Highway Department puts down over 7 MILLION feet of 4” paint stripes. This is the equivalent of the distance from Andover, MN to New Orleans, LA!!! Our total quantities for paint material every year amounts to 9,000 gallons of yellow paint, 18,000 gallons of white paint and 168,000 pounds of glass beads!!! WOW!!!
Medical studies have shown that a person’s visual acuity peaks at around 20 years of age and progressively gets worse as we get older. As our baby boomer generation gets older, we will be having more and more drivers with poorer and poorer night vision driving our highways. That is why new federal mandates are coming out that will require better visibility of our highway signing and striping. We have already begun testing new products to achieve these new standards. On Radisson Road we have tried a new polyurea resin based product using both standards glass beads and colored ceramic beads with impregnated glass beads. This product is supposed to add reflectance to paint that is even covered by a layer of rainwater – adding yet another level of protection to our driving public.
So there you have it, the long answer to your question. So unfortunately your eyes are nothing extraordinary, but in fact getting weaker. But thanks to your good friends at the Highway Department you can be rest assured that you will be able to confidently and clearly see your way around the county by virtue of the technology inside the road striping paint.
To good health on the highway,
The Highway Doctor
Dear Doctor:
I think I need my eyes checked. Not that they are bad, but actually they seem to work almost too good. For example, I can see the paint stripes on highways just as good at night as I do during the day. To what can I attribute such excellent vision?
Seymour Clearly
The Doctor's diagnosis:
Dear Mr. Clearly:
I wish I could assure you that your eyesight is as good as you think, but my diagnosis is that it’s not your eyesight that is so good but the traffic paint that you are looking at that is actually so bright. I’m sure you are wondering how traffic paint can be so bright, even at nighttime. Please allow me to explain.
The paint that we use at the Anoka County Highway Department is typically a fast-dry white and yellow acrylic or alkyd latex traffic marking paint. This paint can be applied to both concrete and bituminous surfaced roads. To ensure minimal tracking of wet paint, the paint is heated before application (between 110 and 160 degrees F) and typically dries within three minutes. To comply with stringent environmental regulations, these paints are free of lead, mercury, cadmium, hexavalent chromium or any other toxic heavy metal as defined by the Environmental Protection Agency. But what really makes these paints so bright are not just the paints themselves but a special additive that is applied with the paint. What we add to the paint are millions of small glass beads!!
These glass beads are very small indeed. They are dropped onto the wet paint just behind the paint spray gun. The beads have a dual surface treatment consisting of a moisture resistant silicone treatment and a silane adherence surface treatment. They range in size, but average about 300 microns (only 0.0117 inches)!! This range in size will cause some of the beads to settle down into the paint and force others to float on the top. This way there will always be some glass beads in the paint even after the paint wears downs over the course of a year. It is these beads that make the paint stripes to appear so bright at night. The headlights of your car hit the glass beads and the light is reflected back to your eyes. There are minimum retro-reflectivity requirements that must be met in order for this paint to meet specifications. Field retro-reflectivity standards for white paint are 275 mcd/m2/lux (I won’t bore you with what all that stands for – but trust me it’s plenty bright), and 180 mcd/m2/lux for yellow paint. Each year the Anoka County Highway Department puts down over 7 MILLION feet of 4” paint stripes. This is the equivalent of the distance from Andover, MN to New Orleans, LA!!! Our total quantities for paint material every year amounts to 9,000 gallons of yellow paint, 18,000 gallons of white paint and 168,000 pounds of glass beads!!! WOW!!!
Medical studies have shown that a person’s visual acuity peaks at around 20 years of age and progressively gets worse as we get older. As our baby boomer generation gets older, we will be having more and more drivers with poorer and poorer night vision driving our highways. That is why new federal mandates are coming out that will require better visibility of our highway signing and striping. We have already begun testing new products to achieve these new standards. On Radisson Road we have tried a new polyurea resin based product using both standards glass beads and colored ceramic beads with impregnated glass beads. This product is supposed to add reflectance to paint that is even covered by a layer of rainwater – adding yet another level of protection to our driving public.
So there you have it, the long answer to your question. So unfortunately your eyes are nothing extraordinary, but in fact getting weaker. But thanks to your good friends at the Highway Department you can be rest assured that you will be able to confidently and clearly see your way around the county by virtue of the technology inside the road striping paint.
To good health on the highway,
The Highway Doctor
44. An Apple a Day...
This issue’s inquisitive reader writes:
Dear Doctor:
As I get older, I hear that I should be going in for regular check-ups even if I don't feel I have anything wrong with me. Is this true, or is the medical profession just trying to earn an easy dollar?"
N. Jen Lights-On
The Doctor's diagnosis:
Dear Ms. Lights-On:
What an excellent question! The simple answer to your question is - YES, it is helpful to commit to regular checkups to ensure that you are keeping everything in proper working order. Since I am the "Highway Doctor", let me relate this to something near and dear to me - vehicle preventative maintenance.
Here at the Anoka County Highway Department it is our goal to maintain vehicles in a safe, dependable, and cost effective manner and to protect the county investment in its vehicles and equipment, and maintain records adequate to satisfy all regulatory agencies.
The heart of any preventative maintenance program is developing a preventative maintenance inspection. The inspection should be a bumper to bumper inspection of all vehicle components and systems. Much like going in for a complete physical examination, the inspection should follow a check off list that covers the entire vehicle and is performed in the same sequences every time. The inspections should be performed at scheduled intervals based on mileage, hours, or time. The goal of these inspections is to catch potential problems before they become problems and create downtime or more costly repairs. We also want to maintain components to get the maximum life from them.
Here at the Highway Department shop we have accomplished all of the above by developing our own inspection check off sheet and inspection procedures to ensure consistency and quality. We use a computerized fleet management program to schedule the inspections, record all work performed, and maintain our parts inventory. This computer program allows us to maintain current records and inventories while giving us valuable cost and repair information that we can use to analyze and improve the maintenance system.
We utilize an automated and electronic fueling system that automatically updates current mileage and fueling information into the fleet management program every time a vehicle is fueled. This current information is then used by the computer to schedule inspections and update vehicle costs on a daily basis. Cars and pickups have maintenance checks every 3,000 miles. Single axle trucks every 8,000; tandem axle trucks every 12,000; and our heavy equipment is checked over based on hours of usage.
As John F. Kennedy has said, "The time to repair the roof is when the sun is shining." So to with vehicle maintenance. With regular "check-ups" we can avoid costly and time consuming equipment repairs and breakdowns. So go ahead and see your doctor even if you're feeling good. Potentially you could stave off a more serious health problem down the road.
To good health on the highway,
The Highway Doctor
Dear Doctor:
As I get older, I hear that I should be going in for regular check-ups even if I don't feel I have anything wrong with me. Is this true, or is the medical profession just trying to earn an easy dollar?"
N. Jen Lights-On
The Doctor's diagnosis:
Dear Ms. Lights-On:
What an excellent question! The simple answer to your question is - YES, it is helpful to commit to regular checkups to ensure that you are keeping everything in proper working order. Since I am the "Highway Doctor", let me relate this to something near and dear to me - vehicle preventative maintenance.
Here at the Anoka County Highway Department it is our goal to maintain vehicles in a safe, dependable, and cost effective manner and to protect the county investment in its vehicles and equipment, and maintain records adequate to satisfy all regulatory agencies.
The heart of any preventative maintenance program is developing a preventative maintenance inspection. The inspection should be a bumper to bumper inspection of all vehicle components and systems. Much like going in for a complete physical examination, the inspection should follow a check off list that covers the entire vehicle and is performed in the same sequences every time. The inspections should be performed at scheduled intervals based on mileage, hours, or time. The goal of these inspections is to catch potential problems before they become problems and create downtime or more costly repairs. We also want to maintain components to get the maximum life from them.
Here at the Highway Department shop we have accomplished all of the above by developing our own inspection check off sheet and inspection procedures to ensure consistency and quality. We use a computerized fleet management program to schedule the inspections, record all work performed, and maintain our parts inventory. This computer program allows us to maintain current records and inventories while giving us valuable cost and repair information that we can use to analyze and improve the maintenance system.
We utilize an automated and electronic fueling system that automatically updates current mileage and fueling information into the fleet management program every time a vehicle is fueled. This current information is then used by the computer to schedule inspections and update vehicle costs on a daily basis. Cars and pickups have maintenance checks every 3,000 miles. Single axle trucks every 8,000; tandem axle trucks every 12,000; and our heavy equipment is checked over based on hours of usage.
As John F. Kennedy has said, "The time to repair the roof is when the sun is shining." So to with vehicle maintenance. With regular "check-ups" we can avoid costly and time consuming equipment repairs and breakdowns. So go ahead and see your doctor even if you're feeling good. Potentially you could stave off a more serious health problem down the road.
To good health on the highway,
The Highway Doctor
45. What Happens When Your Back Hurts?
This issue’s inquisitive reader writes:
Dear Doctor:
I have somewhat of a unique problem. I’ve recently had some metal rods installed in my legs and every so often my knees begin to ache and then, two days later, it snows! Have you ever heard of such a condition and if so, should I worry about it?
Rodney Akes
The Doctor's diagnosis:
Dear Mr. Akes:
Hmmm....this is quite an ailment. It seems as if your knees can predict or forecast bad weather. In all of my experience as a Highway Doctor, I can only relate your condition with a weather forecasting tool used by the Anoka County Highway Department. But instead of relying on old football injuries to track changes in the weather, they use a very sophisticated and high tech computer forecasting system to predict bad weather and favorable working conditions. Here's how Anoka County Highway Department got into the weather forecasting business.
After a review of the various services that were available, the department selected a package of products provided by dtn Meterologix. Burnsville (MN) based dtn Meterologix is a worldwide weather technology and data distribution company that provides advanced meteorological products, Doppler radars, data and forecasting services as well as weather graphics and software to governments and private industries across the globe. Using high-tech jargon for this highly sophisticated implementation, Anoka County combined their own PC's with dtn Meterologix RADAC PC software to receive regional weather data. The county also receives a custom forecast four times daily; combining radar and computer model data for customized accurate weather prediction. In layman's terms, the county installed a satellite dish on their headquarters building to be able to receive on-screen radar views of weather patterns for Anoka County in general and the Twin Cities metropolitan area and beyond for a more regional look at weather patterns. In addition, the county receives hard copy printouts four times daily, which include expert determinations and predictions of weather patterns as they are developing.
But the true success of this report does not end with the simple purchasing of the system hardware and software. The real success goes to the innovative approach in which the county staff implemented these forecasting tools into daily work assignments and work related policies. For winter snow and ice control, the County has developed a "call-out" procedure based on the probabilities of severe conditions developing as reported on the forecast sheets. This has reduced the number of false calls the department has each winter thereby reducing unnecessary overtime and wasted time and effort. With the telecommunications link, maintenance personnel can view weather radar at home via laptop computer and modem thereby removing the need to staff a full time night watch.
Being able to forecast the weather has made Anoka County work smarter in the summertime as well. Daily work assignments are made with the weather in mind. If severe weather is expected to reach only part of the county, then crews are diverted to other areas. If unexpected rain squalls are reported by crews on the road, maintenance supervisors can make a quick check of the radar and give appropriate response to keep the crews productive. They can be called off of the operation, sent to new work locations, or asked to just sit it out if the storm will be of only a short duration. Sometimes, lunch breaks are moved up or delayed if the short but expected rain events are predicted carefully.
The engineering section is the latest group in the department to come "on-line" with the full package of products purchased by the department. Project Representatives can now review weather radar and forecast information from the field office on their PC's. This information is critical not only for the ability to suspend weather sensitive operations such as paving or grading, but also provides critical information to contractors in their scheduling and efforts to keep work from being unnecessarily washed out.
So to answer your original questions - yes, I have heard of a condition similar to yours, but no I wouldn't worry about it. In fact, you should be even more content in knowing that your friends at the Highway Department are keeping an eye on the weather and making sure that your highways will be safe and well maintained for your general health and benefit.
To good health on the highways,
The Highway Doctor
Dear Doctor:
I have somewhat of a unique problem. I’ve recently had some metal rods installed in my legs and every so often my knees begin to ache and then, two days later, it snows! Have you ever heard of such a condition and if so, should I worry about it?
Rodney Akes
The Doctor's diagnosis:
Dear Mr. Akes:
Hmmm....this is quite an ailment. It seems as if your knees can predict or forecast bad weather. In all of my experience as a Highway Doctor, I can only relate your condition with a weather forecasting tool used by the Anoka County Highway Department. But instead of relying on old football injuries to track changes in the weather, they use a very sophisticated and high tech computer forecasting system to predict bad weather and favorable working conditions. Here's how Anoka County Highway Department got into the weather forecasting business.
After a review of the various services that were available, the department selected a package of products provided by dtn Meterologix. Burnsville (MN) based dtn Meterologix is a worldwide weather technology and data distribution company that provides advanced meteorological products, Doppler radars, data and forecasting services as well as weather graphics and software to governments and private industries across the globe. Using high-tech jargon for this highly sophisticated implementation, Anoka County combined their own PC's with dtn Meterologix RADAC PC software to receive regional weather data. The county also receives a custom forecast four times daily; combining radar and computer model data for customized accurate weather prediction. In layman's terms, the county installed a satellite dish on their headquarters building to be able to receive on-screen radar views of weather patterns for Anoka County in general and the Twin Cities metropolitan area and beyond for a more regional look at weather patterns. In addition, the county receives hard copy printouts four times daily, which include expert determinations and predictions of weather patterns as they are developing.
But the true success of this report does not end with the simple purchasing of the system hardware and software. The real success goes to the innovative approach in which the county staff implemented these forecasting tools into daily work assignments and work related policies. For winter snow and ice control, the County has developed a "call-out" procedure based on the probabilities of severe conditions developing as reported on the forecast sheets. This has reduced the number of false calls the department has each winter thereby reducing unnecessary overtime and wasted time and effort. With the telecommunications link, maintenance personnel can view weather radar at home via laptop computer and modem thereby removing the need to staff a full time night watch.
Being able to forecast the weather has made Anoka County work smarter in the summertime as well. Daily work assignments are made with the weather in mind. If severe weather is expected to reach only part of the county, then crews are diverted to other areas. If unexpected rain squalls are reported by crews on the road, maintenance supervisors can make a quick check of the radar and give appropriate response to keep the crews productive. They can be called off of the operation, sent to new work locations, or asked to just sit it out if the storm will be of only a short duration. Sometimes, lunch breaks are moved up or delayed if the short but expected rain events are predicted carefully.
The engineering section is the latest group in the department to come "on-line" with the full package of products purchased by the department. Project Representatives can now review weather radar and forecast information from the field office on their PC's. This information is critical not only for the ability to suspend weather sensitive operations such as paving or grading, but also provides critical information to contractors in their scheduling and efforts to keep work from being unnecessarily washed out.
So to answer your original questions - yes, I have heard of a condition similar to yours, but no I wouldn't worry about it. In fact, you should be even more content in knowing that your friends at the Highway Department are keeping an eye on the weather and making sure that your highways will be safe and well maintained for your general health and benefit.
To good health on the highways,
The Highway Doctor
46. Should've been a Chevy!
This issue's inquisitive reader writes:
Dear Doctor:
I think my regular physician thinks he’s a comedian. Maybe it was because of my name or something but when I went in for my annual physical and he was doing his screenings and tests he kept saying things like, “Let’s check under the hood,” “Better top off that fluid level,” and “Let’s kick the tires a little and see what we’ve got.” It all was a little unnerving and seemed unprofessional. What do you think?
Iona Ford
The Doctor’s diagnosis:
Dear Ms. Ford:
I am sorry to hear about your last visit to your physician’s office and think your doctor should stick with his “day job” and cut out the comedic routine. But being The Highway Doctor, your whole experience made me think about the similarities between medical doctors and auto and truck mechanics. Let me explain.
Both professions need excellent diagnostic skills. They are responsible for diagnosing the root cause of a problem and applying a solution. While some problems have an obvious solution, many problems are difficult to diagnose. This means they must be good at coming up with both conventional and unconventional solutions using a wide array of diagnostic tools.
Both professions need problem-solving and communication skills. In addition to quickly identifying problems, they need to come up with the best, and less expensive, solutions. Then they need to be able to communicate the proposed fixes to patients/customers, who aren’t always thrilled with the information. Being able to address customers’ sometimes uninformed opinions and questions with honest, reliable information is important.
Both professions need a solid technical aptitude. Not only are they going to need to know their way around a “toolbox”, but they’re also going to need how to use the latest technology to solve problems. Just like medical doctors that deal with a very complicated human body, today’s automobiles are more complex than ever, and the technology used to repair them is constantly evolving. Knowing how to use advanced diagnostics systems and work with vehicle electronics differentiates the great mechanics from those that are only good.
Both professions need to know a wide array of knowledge areas. Take mechanics for instance. They never know what kind of car, truck or SUV is going to drive through their garage doors. That’s why they need to have not only a wide array of knowledge about automobiles in general (like a family doctor), but they’re going to have to be highly educated on electrical systems, mechanical systems, fuel systems, computer systems, and hydraulic systems (like a specialist).
Not to make light of your doctor’s visit and his unconventional manner, but it does remind me of this story. A mechanic was removing the engine parts from car when he saw a famous heart surgeon in his shop. He went to him and said, "Look at this engine. I opened its heart, took the valves out, repaired and put them back. So why do I get such a small salary and you get huge sums?" The doctor smiled at the mechanic, came close to his ear and said, "Try the same when the engine is running." Not to be outdone, the mechanic smiled back, came close to doctor's ear and said, "I can take any dead engine and make it alive again. Can you?"
To good health on the highways,
The Highway Doctor
Dear Doctor:
I think my regular physician thinks he’s a comedian. Maybe it was because of my name or something but when I went in for my annual physical and he was doing his screenings and tests he kept saying things like, “Let’s check under the hood,” “Better top off that fluid level,” and “Let’s kick the tires a little and see what we’ve got.” It all was a little unnerving and seemed unprofessional. What do you think?
Iona Ford
The Doctor’s diagnosis:
Dear Ms. Ford:
I am sorry to hear about your last visit to your physician’s office and think your doctor should stick with his “day job” and cut out the comedic routine. But being The Highway Doctor, your whole experience made me think about the similarities between medical doctors and auto and truck mechanics. Let me explain.
Both professions need excellent diagnostic skills. They are responsible for diagnosing the root cause of a problem and applying a solution. While some problems have an obvious solution, many problems are difficult to diagnose. This means they must be good at coming up with both conventional and unconventional solutions using a wide array of diagnostic tools.
Both professions need problem-solving and communication skills. In addition to quickly identifying problems, they need to come up with the best, and less expensive, solutions. Then they need to be able to communicate the proposed fixes to patients/customers, who aren’t always thrilled with the information. Being able to address customers’ sometimes uninformed opinions and questions with honest, reliable information is important.
Both professions need a solid technical aptitude. Not only are they going to need to know their way around a “toolbox”, but they’re also going to need how to use the latest technology to solve problems. Just like medical doctors that deal with a very complicated human body, today’s automobiles are more complex than ever, and the technology used to repair them is constantly evolving. Knowing how to use advanced diagnostics systems and work with vehicle electronics differentiates the great mechanics from those that are only good.
Both professions need to know a wide array of knowledge areas. Take mechanics for instance. They never know what kind of car, truck or SUV is going to drive through their garage doors. That’s why they need to have not only a wide array of knowledge about automobiles in general (like a family doctor), but they’re going to have to be highly educated on electrical systems, mechanical systems, fuel systems, computer systems, and hydraulic systems (like a specialist).
Not to make light of your doctor’s visit and his unconventional manner, but it does remind me of this story. A mechanic was removing the engine parts from car when he saw a famous heart surgeon in his shop. He went to him and said, "Look at this engine. I opened its heart, took the valves out, repaired and put them back. So why do I get such a small salary and you get huge sums?" The doctor smiled at the mechanic, came close to his ear and said, "Try the same when the engine is running." Not to be outdone, the mechanic smiled back, came close to doctor's ear and said, "I can take any dead engine and make it alive again. Can you?"
To good health on the highways,
The Highway Doctor
47. I Feel as Dumb as a Box of Rocks!
This issue's inquisitive reader writes:
Dear Doctor:
I happened to be in your office the other day and overheard someone say that the problem with a particular road was its "Class Five". I don't think that roads go to school, so what's with this "Class Five" anyway?
I. Wanna-Know
The Doctor's diagnosis:
Dear Mr. Wanna-Know:
You are correct in that roads don't go to school. The term "Class Five" that you heard actually referred to the aggregate base that is part of the road pavement structure. It is the layer below the concrete or asphalt pavement and above the subbase material (sand). It is commonly referred to as "gravel", but "Class Five" (or as it is more commonly written "Class 5" or Class V) is a very specific type of gravel.
To further explain, I must first start off by explaining how the Anoka County Highway Department designs and builds roads. A highway designer is responsible for determining the type of pavement that needs to be designed for a given highway. Traffic volumes, truck traffic, sub-soil conditions, water table elevations, and other factors determine how each road is designed. After considering these inputs, the designer will determine the type and depth of each of three critical elements of the road: the granular base, gravel section and the pavement.
Let's focus in on the gravel section. The Anoka County Highway Department specifies road materials using the current edition of the Mn/DOT Standard Specifications for Construction (currently the 2000 edition). The gravel or aggregate base is specified under material spec 3138 and the work associated with constructing the aggregate base layer is covered under construction spec 2211. Spec 3138 covers all aspects of the gravel including composition, gradation, percent crushed material required, specific testing requirements and other restrictions. Class 5 aggregate base refers specifically to the gradation of the gravel. There are Class 1, Class 2, Class 3, Class 4, Class 5, Class 6, and Class 7 gravel types. A Class 5 aggregate base has a gradation that has no rock that will fit through a 25mm (1 inch) sieve, but allows no more material than 10% that can pass through a 75mm (No. 200) sieve.
There are very specific bands of gradation between these limits as well. The resultant is a drainable yet dense mix that is frost resistant yet can withstand very heavy loadings as well.
Many townships and low volume roads are surfaced with "Class 5" and do not have any pavement surfacing. On the Anoka County highway system, we do not have any "gravel" roads, but we use a "Class 5" aggregate base under almost all of our pavement surfaces.
So there it is, everything you wanted to know about "Class 5" but were afraid to ask. But you can have peace of mind knowing that although our roads don't go to "class", our design engineers and engineering technicians have had considerable training in the proper design and construction of our highway pavement sections.
To good health on the highway,
The Highway Doctor
Dear Doctor:
I happened to be in your office the other day and overheard someone say that the problem with a particular road was its "Class Five". I don't think that roads go to school, so what's with this "Class Five" anyway?
I. Wanna-Know
The Doctor's diagnosis:
Dear Mr. Wanna-Know:
You are correct in that roads don't go to school. The term "Class Five" that you heard actually referred to the aggregate base that is part of the road pavement structure. It is the layer below the concrete or asphalt pavement and above the subbase material (sand). It is commonly referred to as "gravel", but "Class Five" (or as it is more commonly written "Class 5" or Class V) is a very specific type of gravel.
To further explain, I must first start off by explaining how the Anoka County Highway Department designs and builds roads. A highway designer is responsible for determining the type of pavement that needs to be designed for a given highway. Traffic volumes, truck traffic, sub-soil conditions, water table elevations, and other factors determine how each road is designed. After considering these inputs, the designer will determine the type and depth of each of three critical elements of the road: the granular base, gravel section and the pavement.
Let's focus in on the gravel section. The Anoka County Highway Department specifies road materials using the current edition of the Mn/DOT Standard Specifications for Construction (currently the 2000 edition). The gravel or aggregate base is specified under material spec 3138 and the work associated with constructing the aggregate base layer is covered under construction spec 2211. Spec 3138 covers all aspects of the gravel including composition, gradation, percent crushed material required, specific testing requirements and other restrictions. Class 5 aggregate base refers specifically to the gradation of the gravel. There are Class 1, Class 2, Class 3, Class 4, Class 5, Class 6, and Class 7 gravel types. A Class 5 aggregate base has a gradation that has no rock that will fit through a 25mm (1 inch) sieve, but allows no more material than 10% that can pass through a 75mm (No. 200) sieve.
There are very specific bands of gradation between these limits as well. The resultant is a drainable yet dense mix that is frost resistant yet can withstand very heavy loadings as well.
Many townships and low volume roads are surfaced with "Class 5" and do not have any pavement surfacing. On the Anoka County highway system, we do not have any "gravel" roads, but we use a "Class 5" aggregate base under almost all of our pavement surfaces.
So there it is, everything you wanted to know about "Class 5" but were afraid to ask. But you can have peace of mind knowing that although our roads don't go to "class", our design engineers and engineering technicians have had considerable training in the proper design and construction of our highway pavement sections.
To good health on the highway,
The Highway Doctor
48. Is This Someone's Pipe Dream?
This issue's inquisitive reader writes:
Dear Doctor:
My friend and I have been watching them build the new bridge on TH 242 over the Coon Creek and we can’t believe what we are seeing. They are pounding pile after pile into the ground - literally hundreds of them. I know the new bridge is going to be wider than the old one, but come on, who’s responsible for all of this waste?!
Petey Marsh and Phil Sands
The Doctor’s diagnosis:
Dear Mr. Marsh and Mr. Sands:
Once again my readers never fail being so observant. Yes, this project does involve quite a bit of piling, but this project is more than a creek crossing bridge - it involves a land bridge. Yes, you heard me right a land bridge - a bridge that crosses land.
Ok, so now you’re probably really mad or confused, but here’s the deal. In Anoka County we have generally two types of soil - sand and muck. Sand is great for building roads, muck is not. What lies underneath all of those sod fields? Peat and muck. Can you build a road on them? No. So how do the engineering folks at the Anoka County Highway Department build roads through these areas? Well there are generally four ways. The first method is used on shallow (less than 20’ deep) unsuitable soils. In this method, all of the unsuitable soils are excavated out and replaced by clean, granular soils. This is performed the majority of the time.
The second most common method is for deeper muck areas. In this method a road is “floated” across the muck. Some of the unsuitable material is excavated, a fabric or geogrid is laid over the remainder of the muck, and then a light-weight fill material is laid on top. This can be fly ash, wood chips or even crushed tire chips.
In another method, the peatey soils can be compressed with a “surcharge”. A surcharge is material that is mounded in long piles. The weight of this material compresses the underlying peatey soils to a point that they can bear the necessary road fill and traffic loads. (This method is currently being used on TH 242 near Jefferson Street.)
The final method is what Mn/DOT is doing on TH 242 near TH 10 - building a land bridge. Here the peat is so deep that friction piles with pier caps will support reinforced concrete panels across the peat just like a bridge. When it is all done, it’ll look just like a normal concrete highway, but now you’ll know that it’s actually a bridge!
To good health on the highway,
The Highway Doctor
Dear Doctor:
My friend and I have been watching them build the new bridge on TH 242 over the Coon Creek and we can’t believe what we are seeing. They are pounding pile after pile into the ground - literally hundreds of them. I know the new bridge is going to be wider than the old one, but come on, who’s responsible for all of this waste?!
Petey Marsh and Phil Sands
The Doctor’s diagnosis:
Dear Mr. Marsh and Mr. Sands:
Once again my readers never fail being so observant. Yes, this project does involve quite a bit of piling, but this project is more than a creek crossing bridge - it involves a land bridge. Yes, you heard me right a land bridge - a bridge that crosses land.
Ok, so now you’re probably really mad or confused, but here’s the deal. In Anoka County we have generally two types of soil - sand and muck. Sand is great for building roads, muck is not. What lies underneath all of those sod fields? Peat and muck. Can you build a road on them? No. So how do the engineering folks at the Anoka County Highway Department build roads through these areas? Well there are generally four ways. The first method is used on shallow (less than 20’ deep) unsuitable soils. In this method, all of the unsuitable soils are excavated out and replaced by clean, granular soils. This is performed the majority of the time.
The second most common method is for deeper muck areas. In this method a road is “floated” across the muck. Some of the unsuitable material is excavated, a fabric or geogrid is laid over the remainder of the muck, and then a light-weight fill material is laid on top. This can be fly ash, wood chips or even crushed tire chips.
In another method, the peatey soils can be compressed with a “surcharge”. A surcharge is material that is mounded in long piles. The weight of this material compresses the underlying peatey soils to a point that they can bear the necessary road fill and traffic loads. (This method is currently being used on TH 242 near Jefferson Street.)
The final method is what Mn/DOT is doing on TH 242 near TH 10 - building a land bridge. Here the peat is so deep that friction piles with pier caps will support reinforced concrete panels across the peat just like a bridge. When it is all done, it’ll look just like a normal concrete highway, but now you’ll know that it’s actually a bridge!
To good health on the highway,
The Highway Doctor
49. I'm All Cracked Up!
This issue's inquisitive reader writes:
Dear Doctor:
I’ve been told before that I need to get a hold of the stress in my life, so a couple of weeks ago I went down to the Anoka County Riverfront Regional Park in Fridley for a leisurely afternoon when all of a sudden I began feeling tremors in my body. I went back to work and the tremors stopped. Is this some sort of stress decompression or what? I am very concerned about this! I am an avid reader of yours and would appreciate any advice you could give.
Les N. Ziety
The Doctor’s diagnosis:
Dear Mr. Ziety:
Your symptoms seemed very strange indeed and I couldn’t find any case history of this in my medical journals. I thought that I might be stumped for an answer until I actually went down to the park personally to see what could be the cause of the problem, and I think I did. The reason for your tremors wasn’t “stress decompression” as you called it or anything to do with you at all. What was causing all of the vibrations was the nearby construction project being undertaken by the Anoka County Highway Department. You see, they were in the process of rehabilitating East River Road from I-694 down to the county’s southern border with Minneapolis. As I understand it from the project’s representatives, the tremors you felt were actually caused by vibrations from a construction technique called “Crack & Seat”.
You see, this section of East River Road was originally constructed as a concrete highway. After a number of years this pavement deteriorated to the point where it needed to be repaired. The economical thing to do was to simply overlay it with an asphalt pavement. This method worked well for a time, but the rigid panels caused severe “reflective” cracks in the new asphalt overlay. This reflective cracking caused premature deterioration of the pavement and accelerated the formation of potholes and other surface damage.
Instead of simply overlaying this roadway again, the folks at Anoka County decided to peel off the old asphalt surface and rubblize the old concrete pavement before adding a new asphalt surface. Why would they do this? Many reasons, but mostly to break the rigidity of the concrete while retaining a high modulus, maximum structural coefficient and the maximum ability to distribute surface loading over a wide base. In other words, the concrete pavement is broken so that the rigid panels will no longer cause reflective cracking at its old joint spacings but the cracked concrete pieces stayed interlocked to provide an exceptionally strong base for the new asphalt surface.
So what caused your tremors the other day? It was the equipment that was breaking up the old concrete that was causing all of the vibrations. There are two methods to rubblize an old concrete pavement. The first method involves the use of a low amplitude, high frequency resonant impact hammer. This sends a sonic wave into the pavement causing a jigsaw type cracking into the pavement. From the surface it looks like nothing happened, but trust me the concrete is severely cracked. The second method is the previously mentioned “Crack & Seat” method. In this method a 6-ton guillotine is dropped onto the pavement at measured intervals (24-36” spacings) thereby cracking the pavement. This is the method chosen by Anoka County and caused all of the vibrations and “tremors” in your body. Additional benefits of rubblizing the old pavement besides extending the service life of the new asphalt overlay are that it is much cheaper than removing the old pavement, it can instantly be used to support live traffic and provides a better draining sublayer of the pavement than as a rigid panel.
So the next time you head down to the park for a peaceful interlude to take some of the stress out of your life, I am sure you will not get a case of tremors as you did before. In fact, you’ll certainly enjoy the nice smooth ride of the rehabilitated East River Road, which should now remain that way for many, many years to come!
To good health on the highways,
The Highway Doctor
Dear Doctor:
I’ve been told before that I need to get a hold of the stress in my life, so a couple of weeks ago I went down to the Anoka County Riverfront Regional Park in Fridley for a leisurely afternoon when all of a sudden I began feeling tremors in my body. I went back to work and the tremors stopped. Is this some sort of stress decompression or what? I am very concerned about this! I am an avid reader of yours and would appreciate any advice you could give.
Les N. Ziety
The Doctor’s diagnosis:
Dear Mr. Ziety:
Your symptoms seemed very strange indeed and I couldn’t find any case history of this in my medical journals. I thought that I might be stumped for an answer until I actually went down to the park personally to see what could be the cause of the problem, and I think I did. The reason for your tremors wasn’t “stress decompression” as you called it or anything to do with you at all. What was causing all of the vibrations was the nearby construction project being undertaken by the Anoka County Highway Department. You see, they were in the process of rehabilitating East River Road from I-694 down to the county’s southern border with Minneapolis. As I understand it from the project’s representatives, the tremors you felt were actually caused by vibrations from a construction technique called “Crack & Seat”.
You see, this section of East River Road was originally constructed as a concrete highway. After a number of years this pavement deteriorated to the point where it needed to be repaired. The economical thing to do was to simply overlay it with an asphalt pavement. This method worked well for a time, but the rigid panels caused severe “reflective” cracks in the new asphalt overlay. This reflective cracking caused premature deterioration of the pavement and accelerated the formation of potholes and other surface damage.
Instead of simply overlaying this roadway again, the folks at Anoka County decided to peel off the old asphalt surface and rubblize the old concrete pavement before adding a new asphalt surface. Why would they do this? Many reasons, but mostly to break the rigidity of the concrete while retaining a high modulus, maximum structural coefficient and the maximum ability to distribute surface loading over a wide base. In other words, the concrete pavement is broken so that the rigid panels will no longer cause reflective cracking at its old joint spacings but the cracked concrete pieces stayed interlocked to provide an exceptionally strong base for the new asphalt surface.
So what caused your tremors the other day? It was the equipment that was breaking up the old concrete that was causing all of the vibrations. There are two methods to rubblize an old concrete pavement. The first method involves the use of a low amplitude, high frequency resonant impact hammer. This sends a sonic wave into the pavement causing a jigsaw type cracking into the pavement. From the surface it looks like nothing happened, but trust me the concrete is severely cracked. The second method is the previously mentioned “Crack & Seat” method. In this method a 6-ton guillotine is dropped onto the pavement at measured intervals (24-36” spacings) thereby cracking the pavement. This is the method chosen by Anoka County and caused all of the vibrations and “tremors” in your body. Additional benefits of rubblizing the old pavement besides extending the service life of the new asphalt overlay are that it is much cheaper than removing the old pavement, it can instantly be used to support live traffic and provides a better draining sublayer of the pavement than as a rigid panel.
So the next time you head down to the park for a peaceful interlude to take some of the stress out of your life, I am sure you will not get a case of tremors as you did before. In fact, you’ll certainly enjoy the nice smooth ride of the rehabilitated East River Road, which should now remain that way for many, many years to come!
To good health on the highways,
The Highway Doctor
50. Are Crashes Contagious Too?
This issue's inquisitive reader writes:
Dear Doctor:
I’ve been reading an awful lot lately about all sorts of new diseases; West Nile Virus, SARS, etc. You are the only authority that I can trust on this matter. Are any of these diseases becoming epidemic in Minnesota?
Beau Bonnick-Plage
The Doctor’s diagnosis:
Dear Mr. Plage:
I am always amazed at all of the hype generated over these newly discovered illnesses. Yes, we do need to be concerned about these and other diseases, but what truly baffles me is the seemingly disregard for one of the real epidemics that are killing hundreds of people a year in Minnesota: TRAFFIC CRASHES.
In Minnesota, there are almost nine registered motor vehicles for every ten people in this State. The mobility these vehicles provide our citizens comes at a terrible price: In traffic crashes last year, 657 people died, 2,807 were severely injured, and almost 40,000 received moderate or minor injuries. In total, there were 94,969 reported traffic crashes. Many more occurred but were not reported. A conservative estimate of the economic loss for Minnesota in 2002 as a result of these crashes exceeded $1.7 billion.
The statistics here in Anoka County are correspondingly alarming as well. We had 24 fatalities, (fourth highest in the State, behind Hennepin, St. Louis and Ramsey Counties), 2,243 injury crashes and 4,511 total reported crashes in 2002. Nationally, there are enough traffic deaths each day in an amount equivalent to a commercial airline crashing every day. Would you fly if you knew that each day one plane wouldn’t make it? Of course not! So why do we accept such a high rate of harm on our highways? Traffic “accidents” are not random occurrences. They can be prevented.
The Anoka County Highway Department is committed to providing a safe system of roads and highways, but you must do your part as well. There are specific, practical steps that people can take to avoid traffic crashes, or to reduce the severity of crashes that do occur. The following list provides the most important steps you can take:
So stop worrying about all of these headline diseases around the world and start taking responsibility for your own life and health by following the steps noted above. Do this and hopefully you can avoid becoming one of these statistics.
To good health on the highways,
The Highway Doctor
Dear Doctor:
I’ve been reading an awful lot lately about all sorts of new diseases; West Nile Virus, SARS, etc. You are the only authority that I can trust on this matter. Are any of these diseases becoming epidemic in Minnesota?
Beau Bonnick-Plage
The Doctor’s diagnosis:
Dear Mr. Plage:
I am always amazed at all of the hype generated over these newly discovered illnesses. Yes, we do need to be concerned about these and other diseases, but what truly baffles me is the seemingly disregard for one of the real epidemics that are killing hundreds of people a year in Minnesota: TRAFFIC CRASHES.
In Minnesota, there are almost nine registered motor vehicles for every ten people in this State. The mobility these vehicles provide our citizens comes at a terrible price: In traffic crashes last year, 657 people died, 2,807 were severely injured, and almost 40,000 received moderate or minor injuries. In total, there were 94,969 reported traffic crashes. Many more occurred but were not reported. A conservative estimate of the economic loss for Minnesota in 2002 as a result of these crashes exceeded $1.7 billion.
The statistics here in Anoka County are correspondingly alarming as well. We had 24 fatalities, (fourth highest in the State, behind Hennepin, St. Louis and Ramsey Counties), 2,243 injury crashes and 4,511 total reported crashes in 2002. Nationally, there are enough traffic deaths each day in an amount equivalent to a commercial airline crashing every day. Would you fly if you knew that each day one plane wouldn’t make it? Of course not! So why do we accept such a high rate of harm on our highways? Traffic “accidents” are not random occurrences. They can be prevented.
The Anoka County Highway Department is committed to providing a safe system of roads and highways, but you must do your part as well. There are specific, practical steps that people can take to avoid traffic crashes, or to reduce the severity of crashes that do occur. The following list provides the most important steps you can take:
- Pay Attention. Drive defensively, not aggressively.
- Do Not Drive While Impaired. Never drive while under the influence of alcohol or other drugs. Impaired driving greatly increases the risk of a serious crash causing injury or death. DWI enforcement in Minnesota is vigorous and the consequences are appropriately harsh. Even a first time DWI arrest can lead to over $10,000 in fines, fees, and insurance costs - plus jail terms, license revocation, and treatment requirements.
- Do Not Speed. Last year, speed was the most commonly reported casual factor in fatal crashes. Always drive at speeds that are legal and safe for the conditions.
- Wear Your Seat Belt. If you are in a crash, your best chance for survival comes from using your seat belt. Plus, it is the law!
So stop worrying about all of these headline diseases around the world and start taking responsibility for your own life and health by following the steps noted above. Do this and hopefully you can avoid becoming one of these statistics.
To good health on the highways,
The Highway Doctor
51. Take Me to Your LEDer.
This issue’s inquisitive reader writes:
Dear Doctor:
We are grade school teachers and in our science classes we are learning about things that we can do to conserve energy. Is the Highway Department doing anything that our students can see as an example of good energy conservation?
Bea Greene & Yuell B. Happy
The Doctor’s diagnosis:
Dear Ms. Greene & Mr. Happy:
The Highway Doctor is glad to report that highway departments, like the Anoka County Highway Department, are doing many things that are energy efficient. From using more energy efficient equipment to specifying cold emulsions, there are numerous behind the scenes ways that the highway department is implementing energy conservation. But let me give you a way that you can see every time you drive a highway.
Before I tell you what it is, let me ask you a question. When you want to cut back on your electric bill at home, what can you do that is very effective? That’s right – turn off lights that aren’t being used. So where does the highway department have so many lights? In its traffic signals! In conventional traffic signals, the red, yellow and green indications are nothing more than incandescent light bulbs behind a colored filter. A traffic signal can have as many as 20 signal heads with three of four indications on each. That’s over 60 light bulbs per signal system. And considering that Anoka County has over 150 signal systems, that adds up to almost 10,000 light bulbs! Can you imagine how fast the meter must be spinning for all of these lights? But unlike your ability to turn these lights off to conserve energy, these lights must stay on 24 hours a day, 365 days a year.
So how are we saving energy? Several years ago the Anoka County Highway Department began installing “Light Emitting Diode” or LED signal indicators instead of the traditional incandescent light bulb. A light emitting diode is made from semiconductor material containing specific chemicals that determine the color of light emitted (red, yellow or green in this case). By grouping multiple LED’s together and encasing them in epoxy, manufacturers were able to produce a system applicable for traffic signal systems. In use, these LED signals can be identified very easily by their high intensity and slightly different color hue (green for instance has a hint of blue). But what really sets these indications apart is that these LED indications a far superior in energy efficiency than their incandescent counterparts.
In a comparison with traditional incandescent traffic signals, LED signals operate at a 75 percent reduction in kilowatt usage. While this is great for energy reductions, it is even more pleasing to highway officials when they have to pay the electric bill. Traditional energy costs are typically over $6,000 per year for each signal system. With LED technology this energy cost is under $2,000. While the cost of these LED signal indications is substantially more than incandescent bulbs, the life expectancy is far greater (up to seven years compared to bulbs that should be replaced yearly). And the LED lights do not “burn out” like incandescent lights – they slowly fade out. When you factor in the reduction in maintenance time and the cost for not having to replace bulbs so frequently, the savings really start to kick in.
So while the department is being “green” for implementing an energy efficient alternative to normal incandescent light bulbs in its traffic signals, it is benefiting from the extra “green” it keeps in its wallet. And that’s good for everyone!
To good health on the highways,
The Highway Doctor
Dear Doctor:
We are grade school teachers and in our science classes we are learning about things that we can do to conserve energy. Is the Highway Department doing anything that our students can see as an example of good energy conservation?
Bea Greene & Yuell B. Happy
The Doctor’s diagnosis:
Dear Ms. Greene & Mr. Happy:
The Highway Doctor is glad to report that highway departments, like the Anoka County Highway Department, are doing many things that are energy efficient. From using more energy efficient equipment to specifying cold emulsions, there are numerous behind the scenes ways that the highway department is implementing energy conservation. But let me give you a way that you can see every time you drive a highway.
Before I tell you what it is, let me ask you a question. When you want to cut back on your electric bill at home, what can you do that is very effective? That’s right – turn off lights that aren’t being used. So where does the highway department have so many lights? In its traffic signals! In conventional traffic signals, the red, yellow and green indications are nothing more than incandescent light bulbs behind a colored filter. A traffic signal can have as many as 20 signal heads with three of four indications on each. That’s over 60 light bulbs per signal system. And considering that Anoka County has over 150 signal systems, that adds up to almost 10,000 light bulbs! Can you imagine how fast the meter must be spinning for all of these lights? But unlike your ability to turn these lights off to conserve energy, these lights must stay on 24 hours a day, 365 days a year.
So how are we saving energy? Several years ago the Anoka County Highway Department began installing “Light Emitting Diode” or LED signal indicators instead of the traditional incandescent light bulb. A light emitting diode is made from semiconductor material containing specific chemicals that determine the color of light emitted (red, yellow or green in this case). By grouping multiple LED’s together and encasing them in epoxy, manufacturers were able to produce a system applicable for traffic signal systems. In use, these LED signals can be identified very easily by their high intensity and slightly different color hue (green for instance has a hint of blue). But what really sets these indications apart is that these LED indications a far superior in energy efficiency than their incandescent counterparts.
In a comparison with traditional incandescent traffic signals, LED signals operate at a 75 percent reduction in kilowatt usage. While this is great for energy reductions, it is even more pleasing to highway officials when they have to pay the electric bill. Traditional energy costs are typically over $6,000 per year for each signal system. With LED technology this energy cost is under $2,000. While the cost of these LED signal indications is substantially more than incandescent bulbs, the life expectancy is far greater (up to seven years compared to bulbs that should be replaced yearly). And the LED lights do not “burn out” like incandescent lights – they slowly fade out. When you factor in the reduction in maintenance time and the cost for not having to replace bulbs so frequently, the savings really start to kick in.
So while the department is being “green” for implementing an energy efficient alternative to normal incandescent light bulbs in its traffic signals, it is benefiting from the extra “green” it keeps in its wallet. And that’s good for everyone!
To good health on the highways,
The Highway Doctor
52. Are You Going to Pre-Emp My Education?
This issue’s inquisitive reader writes:
Dear Doctor:
I am really into high tech stuff: computers, integrated circuits, video, audio. You name it, if its information technology (I.T.) I’m into it. A friend of mine says I should check out civil engineering and a career in transportation systems, but all I can think of is concrete, asphalt and dirt. With my interests in high technology, why would I want a career in Civil Engineering?
I.T. Juhnke
The Doctor’s diagnosis:
Dear Mr. Juhnke:
You probably have heard of the saying, “ He’s dumber than a pile of rocks!” Well if that pile of rocks is turned into one of our modern highways, then that pile of rocks is no dummy. In fact these modern highways are very “intelligent”. How is this possible you might ask? This is possible through the integration of state of the art computing, sensing, communications and control systems into our highways, transit systems and vehicles to create “intelligent transportation systems” that attempt to surmount the significant transportation problems of the day. If you have a yearning to apply technology into enhancing the safety and mobility of road and transit based transportation, then this is the field for you.
So what are some of these high tech applications? Well if you’ve been an avid reader of this column, then you have already heard me talk about several of these: emergency vehicle pre-emption (EVP) devices to allow emergency vehicles to automatically change traffic signals to green to allow unrestricted access; and loop detectors placed in the pavement to allow signals to “sense” the traffic above it and to optimize the flow of traffic on congested corridors. These are two technologies that have been in place for quite some time.
But what are some of the emerging technologies or some that you might not be aware of? The next time you drive around on the freeway system, take a look up in the air (not if you’re driving though!). What do you see? A video camera? Yes, but before you think this is some sort of Orwellian “Big Brother” plot, let me explain. Mounted on poles and high rise buildings are nearly 300 traffic cameras that cover just about every stretch of freeway in the metro area. These video feeds are sent to MnDOT’s traffic management center where traffic technicians can observe traffic conditions, adjust ramp meters (another IT system), change overhead traffic message boards (another IT system), and send updated traffic information to radio announcers and internet sights. Before you hit the highway next time, log onto www.511mn.org for real time traffic information. Take an actual look from one of their cameras that you can select too!
There are high tech gadgets in road pavements now that detect snow and ice conditions, count traffic, identify the types of vehicles traveling over the road, count the number of vehicles and determine how fast they are traveling. There are meteorlogical sensing devices that uses infrared technology to check everything from air temperature, visibility, fog density, precipitation intensity, rainfall, snowfall, humidity, dew point, wind speed, etc. The I-35W bridge over the Mississippi River uses some of this technology to automatically apply a deicer onto the bridge deck!
Many new technologies are also going into the vehicle. Vehicle guidance via GPS receivers and collision avoidance via radar are technologies that are going into trucks, buses and emergency vehicles. Here’s how it is being used to optimize something that you may take for granted. One of the best ways to plow multiple lane highways is to “gangplow” – having one of two snowplows following the lead plow to push snow across two, three or more lanes all at one time. The problem with this is that it is very stressful and tiring for the drivers to be continuously plowing in a snow cloud. To help out, technology can be implemented to allow the drivers to see a “virtual” highway via popup video displayed on the windshield of the truck. This allows the drivers to see the highway and other vehicles on the highway without actually having to see the real thing.
There are many other technologies that are being researched and soon will be implemented. So if you have a hankering for high-speed IEEE 802.16 wireless networks, eight switchable compressed/streamed Internet video feeds, inductive loop detectors, differential global positioning, or digital geo-spatial databases, and you want to bury them in concrete, asphalt or dirt, then I’ve got the job for you!
To good health on the highways,
The Highway Doctor
Dear Doctor:
I am really into high tech stuff: computers, integrated circuits, video, audio. You name it, if its information technology (I.T.) I’m into it. A friend of mine says I should check out civil engineering and a career in transportation systems, but all I can think of is concrete, asphalt and dirt. With my interests in high technology, why would I want a career in Civil Engineering?
I.T. Juhnke
The Doctor’s diagnosis:
Dear Mr. Juhnke:
You probably have heard of the saying, “ He’s dumber than a pile of rocks!” Well if that pile of rocks is turned into one of our modern highways, then that pile of rocks is no dummy. In fact these modern highways are very “intelligent”. How is this possible you might ask? This is possible through the integration of state of the art computing, sensing, communications and control systems into our highways, transit systems and vehicles to create “intelligent transportation systems” that attempt to surmount the significant transportation problems of the day. If you have a yearning to apply technology into enhancing the safety and mobility of road and transit based transportation, then this is the field for you.
So what are some of these high tech applications? Well if you’ve been an avid reader of this column, then you have already heard me talk about several of these: emergency vehicle pre-emption (EVP) devices to allow emergency vehicles to automatically change traffic signals to green to allow unrestricted access; and loop detectors placed in the pavement to allow signals to “sense” the traffic above it and to optimize the flow of traffic on congested corridors. These are two technologies that have been in place for quite some time.
But what are some of the emerging technologies or some that you might not be aware of? The next time you drive around on the freeway system, take a look up in the air (not if you’re driving though!). What do you see? A video camera? Yes, but before you think this is some sort of Orwellian “Big Brother” plot, let me explain. Mounted on poles and high rise buildings are nearly 300 traffic cameras that cover just about every stretch of freeway in the metro area. These video feeds are sent to MnDOT’s traffic management center where traffic technicians can observe traffic conditions, adjust ramp meters (another IT system), change overhead traffic message boards (another IT system), and send updated traffic information to radio announcers and internet sights. Before you hit the highway next time, log onto www.511mn.org for real time traffic information. Take an actual look from one of their cameras that you can select too!
There are high tech gadgets in road pavements now that detect snow and ice conditions, count traffic, identify the types of vehicles traveling over the road, count the number of vehicles and determine how fast they are traveling. There are meteorlogical sensing devices that uses infrared technology to check everything from air temperature, visibility, fog density, precipitation intensity, rainfall, snowfall, humidity, dew point, wind speed, etc. The I-35W bridge over the Mississippi River uses some of this technology to automatically apply a deicer onto the bridge deck!
Many new technologies are also going into the vehicle. Vehicle guidance via GPS receivers and collision avoidance via radar are technologies that are going into trucks, buses and emergency vehicles. Here’s how it is being used to optimize something that you may take for granted. One of the best ways to plow multiple lane highways is to “gangplow” – having one of two snowplows following the lead plow to push snow across two, three or more lanes all at one time. The problem with this is that it is very stressful and tiring for the drivers to be continuously plowing in a snow cloud. To help out, technology can be implemented to allow the drivers to see a “virtual” highway via popup video displayed on the windshield of the truck. This allows the drivers to see the highway and other vehicles on the highway without actually having to see the real thing.
There are many other technologies that are being researched and soon will be implemented. So if you have a hankering for high-speed IEEE 802.16 wireless networks, eight switchable compressed/streamed Internet video feeds, inductive loop detectors, differential global positioning, or digital geo-spatial databases, and you want to bury them in concrete, asphalt or dirt, then I’ve got the job for you!
To good health on the highways,
The Highway Doctor
53. My Car Should've Been a Sleigh!
This issue's inquisitive reader writes:
Dear Doctor:
I don’t mean to complain, but I’ve been seeing something that’s really been bothering me. During snowstorms, I see a lot of the Highway Department snowplows driving around without their plows up off the road and no salt coming out of their sanders. In these tough economic times wouldn’t it be more efficient if all snowplows, regardless of who they worked for, could plow any road? These guys do a great job, but wouldn’t they be doing a better job if they plowed everywhere they go?
Trying to be helpful,
Y.R. Plowsup
The Doctor’s diagnosis:
Dear Ms. Plowsup:
First, I would like to thank you for saying the guys are doing such a great job and I would like to commend you for trying to offer any suggestions for improvement. Actually, you’re not the first one to ask this question, both inside and outside of the Highway Department. So what’s the deal? Let me try to explain.
If all the Highway Department did was PLOW snow, your suggestion might have some merit. But the trucks do more than plow, they also apply a coating of sand and/or salt on the road as they go in an effort to MELT the snow long after the plow has passed by. If a truck plowed right behind another truck that just spread a coating of salt, it would not only plow the snow off the road, but all of that precious salt as well.
Of course plowing is a vital component in the snow and ice control removal effort. At the Anoka County Highway Department most of the snowplow trucks are equipped with three different plows: the front or main plow, the side mounted “wing” plow, and a plow mounted under the truck called the “underbelly” plow which is used to scrape the “hardpack” snow and ice off the road. Yet despite this combined mechanical effort, there still is remaining snow and ice. The imperfections in the road: wheel ruts, bumps, patches and potholes make it difficult for the snowplow to get everything off the road in one pass. And what about the snow that’s going to continue to fall on the road long after the plow is gone?
That’s where the salting, or melting, part of the operation takes over. In an effort to operate as efficiently as you had indicated, the Highway Department runs an incredible amount of miles per each snowplow on the job. Unfortunately, this means that it may be four or more hours before the snowplow truck may make it back to a point that it just plowed. To keep the snow from building up over this timeframe, it is essential that the salt that was applied stay on the road where it was applied. Actually, this melting snow can help deice the shoulder next to it as well. Again, if another truck scraped this chemical off the road, the road would actually accumulate more snow and ice than it would otherwise.
Of course our snowplow operators are in constant radio communications with each other and do overlap coverage from one route to another if it is snowing in one part of the county more than another or if there is a particularly difficult spot due to drifting, but for the most part it works best if each driver manages his own route plowing in the most efficient manner and applying the proper amount of salt/sand that the situation calls for.
To good health on the highways,
The Highway Doctor
P.S. Winter Driving Tips from the Highway Doctor
Dear Doctor:
I don’t mean to complain, but I’ve been seeing something that’s really been bothering me. During snowstorms, I see a lot of the Highway Department snowplows driving around without their plows up off the road and no salt coming out of their sanders. In these tough economic times wouldn’t it be more efficient if all snowplows, regardless of who they worked for, could plow any road? These guys do a great job, but wouldn’t they be doing a better job if they plowed everywhere they go?
Trying to be helpful,
Y.R. Plowsup
The Doctor’s diagnosis:
Dear Ms. Plowsup:
First, I would like to thank you for saying the guys are doing such a great job and I would like to commend you for trying to offer any suggestions for improvement. Actually, you’re not the first one to ask this question, both inside and outside of the Highway Department. So what’s the deal? Let me try to explain.
If all the Highway Department did was PLOW snow, your suggestion might have some merit. But the trucks do more than plow, they also apply a coating of sand and/or salt on the road as they go in an effort to MELT the snow long after the plow has passed by. If a truck plowed right behind another truck that just spread a coating of salt, it would not only plow the snow off the road, but all of that precious salt as well.
Of course plowing is a vital component in the snow and ice control removal effort. At the Anoka County Highway Department most of the snowplow trucks are equipped with three different plows: the front or main plow, the side mounted “wing” plow, and a plow mounted under the truck called the “underbelly” plow which is used to scrape the “hardpack” snow and ice off the road. Yet despite this combined mechanical effort, there still is remaining snow and ice. The imperfections in the road: wheel ruts, bumps, patches and potholes make it difficult for the snowplow to get everything off the road in one pass. And what about the snow that’s going to continue to fall on the road long after the plow is gone?
That’s where the salting, or melting, part of the operation takes over. In an effort to operate as efficiently as you had indicated, the Highway Department runs an incredible amount of miles per each snowplow on the job. Unfortunately, this means that it may be four or more hours before the snowplow truck may make it back to a point that it just plowed. To keep the snow from building up over this timeframe, it is essential that the salt that was applied stay on the road where it was applied. Actually, this melting snow can help deice the shoulder next to it as well. Again, if another truck scraped this chemical off the road, the road would actually accumulate more snow and ice than it would otherwise.
Of course our snowplow operators are in constant radio communications with each other and do overlap coverage from one route to another if it is snowing in one part of the county more than another or if there is a particularly difficult spot due to drifting, but for the most part it works best if each driver manages his own route plowing in the most efficient manner and applying the proper amount of salt/sand that the situation calls for.
To good health on the highways,
The Highway Doctor
P.S. Winter Driving Tips from the Highway Doctor
- Buckle up before you start driving. Keep your seat belt buckled at all times.
- SLOW DOWN! - posted speed limits are for ideal travel conditions. Driving at reduced speeds is the best precautionary measure against any misfortune while driving on slippery roads.
- Be alert. Black ice will make a road look like shiny new asphalt. Pavement should look grey-white in winter.
- Do not use cruise control. Winter driving requires you to be in full control at all times.
- Reduce your speed while approaching intersections covered with ice or snow.
- Lengthen your follow distance behind the vehicle ahead of you. Stopping distance on an icy road is double that of stopping on a dry one.
- Stay back from a snowplow by 8 seconds. If you can’t see their mirrors, then they can’t see you!!
54. I Can't Stand It Anymore!
This issue's inquisitive reader writes:
Dear Doctor:
Our jobs involve a lot of bending, lifting and carrying various equipment and materials. Lately, we’ve both been experiencing some back pain. Do you have any suggestions we could use to alleviate this problem?
Ben Dover and Stan Dupp
The Doctor’s diagnosis:
Dear Ben and Stan:
Thanks for the great question! Improper lifting and carrying techniques can indeed cause back strain and pain. Here are some techniques that you can utilize in preventing these problems.
Basic Lift (Diagonal Lift) - This lift is the most common method of good lifting technique. Use the basic lift for objects small enough to straddle where you have enough room to use a wide stance.
1. Get close to the object.
2. Stand with a wide stance: put one foot forward
& to the side of the object.
3. Keep your back straight, push your buttocks out,
& use your legs and hips to lower yourself down
to the object.
4. Move the load as close to you as possible.
5. If the box has handles, grasp the handles firmly
and go to step 9.
6. Put the hand (that is on the same side of your body as the forward foot) on the side
of the object furthest from you.
7. Put the other hand on the side of the object closest to you. Your hands should be on
opposite corners of the object.
8. Grasp the object firmly with both hands.
9. Prepare for the lift: look forward.
10. Lift upwards following your head & shoulders. Hold the load close to your body.
Lift by extending your legs with your back straight, your buttocks out, & breathe out
as you lift.
Power Lift - Use the power lift for objects too large for you to straddle. This lift is very similar to the basic lift. In the power lift, the object shifts your center of gravity forward, & you must push your buttocks out to compensate. (Professional weight lifters lift using this position.)
1. Put one foot in front of the other using a wide stance.
2. Keep your back straight, push your buttocks out &
use your legs & hips to lower yourself down to the
object.
3. Move the load as close to you as possible.
4. Grasp the object firmly with both hands.
5. Prepare for the lift: forward.
6. Lift upwards following your head & shoulders. Hold the load close to your body. Lift
by extending your legs with your back straight, your buttocks out *exaggerate this
position), & breathe out as you lift.
Tripod Lift - Use the tripod lift for objects with uneven weight distribution (i.e., sacks of food). Recommended for people with decreased arm strength. Not recommended for people with bad knees.
1. Put one foot next to the object. Keep your back straight, push your buttocks out &
lower yourself down onto one knee. (For support as you lower yourself down, put
one hand on a stool or on your thigh for support.)
2. Position the object close to the knee on the ground.
3. Grasp the object firmly with both hands.
4. Slide the object from the knee on the ground to mid-thigh. Keep your head forward,
your back straight, & your buttocks out, & lift the object onto the opposite thigh.
5. Put both of your forearms under the object (with your palms facing upward) & hug
the object to your stomach & chest.
6. Prepare for the lift: look forward.
7. Lift upwards following your head & shoulders. Hold the load close to your body. Lift
by extending your legs with your back straight, your buttocks out, & breathe out as
you lift.
Golfers’ Lift - Use the golfers’ lift for small light objects in deep bins & to pick small objects off the floor. Recommended for people with knee problems or decreased leg strength.
1. Place hand near the edge of a fixed
surface (such as the edge of a table or
bin). This hand will support your upper
body during the lift.
2. Keep your back straight & raise one leg
straight out behind you as you lean
down to pick up the object. The weight of
your upper body.
3. Grasp the object firmly.
4. Prepare for the lift: look forward. Keep your leg raised as you initiate the lift.
5. To lift, push down on the fixed surface as you lower your leg. Keep your back
straight & breathe out as you lift.
Straight Leg Lift - Use the straight leg lift when obstacles prevent you from bending your knees. Be careful! Lifts over obstacles that prevent you from bending your knees put you at increased risk for muscle strain. If possible, avoid this lift. Only use this lift when absolutely necessary (i.e., lifting out of a grocery cart, car trunk).
1. Stand as close to the object as possible with
knees slightly bent.
2. Do not bend your waist! Push your buttocks out.
3. If the obstacle (preventing you from bending
your knees) is stable, lean your legs against the
obstacle for support. Use your legs & hips to
lower yourself down to the object.
4. Grasp the object firmly with both hands.
5. Prepare for the lift: look forward.
6. Lift upwards following your head & shoulders. Hold the load close to your body. Lift
by extending your legs with your back straight, your buttocks out (exaggerate this
position), & breathe out as you lift.
Overhead Lift - Use the overhead lift to place objects on an overhead shelf. This lift begins with the object in your hands. Be careful! Overhead lifts put you at increased risk for muscle strain. It can be difficult to maintain balance during the lift. If possible, avoid this lift. Only use this lift when absolutely necessary.
1. Hold the object very close to your body.
2. Keep feet shoulder width apart, one foot slightly
ahead of the other.
3. Prepare for the lift: look forward.
4. Raise the object to shelf height using the arm &
shoulder muscles. Keep the object close to your body
& breathe out as you lift.
5. As you reach the shelf, slowly shift your weight from your
back foot to your forward foot. Keep your back straight.
6. When the load reaches the edge of the shelf, push the
object onto the shelf.
I hope these instructions will help you to minimize or prevent you from getting hurt or sore. As the Doctor likes to quote Ben Franklin, “An ounce of prevention is worth a pound of cure.
To good health on the highways,
The Highway Doctor
Dear Doctor:
Our jobs involve a lot of bending, lifting and carrying various equipment and materials. Lately, we’ve both been experiencing some back pain. Do you have any suggestions we could use to alleviate this problem?
Ben Dover and Stan Dupp
The Doctor’s diagnosis:
Dear Ben and Stan:
Thanks for the great question! Improper lifting and carrying techniques can indeed cause back strain and pain. Here are some techniques that you can utilize in preventing these problems.
Basic Lift (Diagonal Lift) - This lift is the most common method of good lifting technique. Use the basic lift for objects small enough to straddle where you have enough room to use a wide stance.
1. Get close to the object.
2. Stand with a wide stance: put one foot forward
& to the side of the object.
3. Keep your back straight, push your buttocks out,
& use your legs and hips to lower yourself down
to the object.
4. Move the load as close to you as possible.
5. If the box has handles, grasp the handles firmly
and go to step 9.
6. Put the hand (that is on the same side of your body as the forward foot) on the side
of the object furthest from you.
7. Put the other hand on the side of the object closest to you. Your hands should be on
opposite corners of the object.
8. Grasp the object firmly with both hands.
9. Prepare for the lift: look forward.
10. Lift upwards following your head & shoulders. Hold the load close to your body.
Lift by extending your legs with your back straight, your buttocks out, & breathe out
as you lift.
Power Lift - Use the power lift for objects too large for you to straddle. This lift is very similar to the basic lift. In the power lift, the object shifts your center of gravity forward, & you must push your buttocks out to compensate. (Professional weight lifters lift using this position.)
1. Put one foot in front of the other using a wide stance.
2. Keep your back straight, push your buttocks out &
use your legs & hips to lower yourself down to the
object.
3. Move the load as close to you as possible.
4. Grasp the object firmly with both hands.
5. Prepare for the lift: forward.
6. Lift upwards following your head & shoulders. Hold the load close to your body. Lift
by extending your legs with your back straight, your buttocks out *exaggerate this
position), & breathe out as you lift.
Tripod Lift - Use the tripod lift for objects with uneven weight distribution (i.e., sacks of food). Recommended for people with decreased arm strength. Not recommended for people with bad knees.
1. Put one foot next to the object. Keep your back straight, push your buttocks out &
lower yourself down onto one knee. (For support as you lower yourself down, put
one hand on a stool or on your thigh for support.)
2. Position the object close to the knee on the ground.
3. Grasp the object firmly with both hands.
4. Slide the object from the knee on the ground to mid-thigh. Keep your head forward,
your back straight, & your buttocks out, & lift the object onto the opposite thigh.
5. Put both of your forearms under the object (with your palms facing upward) & hug
the object to your stomach & chest.
6. Prepare for the lift: look forward.
7. Lift upwards following your head & shoulders. Hold the load close to your body. Lift
by extending your legs with your back straight, your buttocks out, & breathe out as
you lift.
Golfers’ Lift - Use the golfers’ lift for small light objects in deep bins & to pick small objects off the floor. Recommended for people with knee problems or decreased leg strength.
1. Place hand near the edge of a fixed
surface (such as the edge of a table or
bin). This hand will support your upper
body during the lift.
2. Keep your back straight & raise one leg
straight out behind you as you lean
down to pick up the object. The weight of
your upper body.
3. Grasp the object firmly.
4. Prepare for the lift: look forward. Keep your leg raised as you initiate the lift.
5. To lift, push down on the fixed surface as you lower your leg. Keep your back
straight & breathe out as you lift.
Straight Leg Lift - Use the straight leg lift when obstacles prevent you from bending your knees. Be careful! Lifts over obstacles that prevent you from bending your knees put you at increased risk for muscle strain. If possible, avoid this lift. Only use this lift when absolutely necessary (i.e., lifting out of a grocery cart, car trunk).
1. Stand as close to the object as possible with
knees slightly bent.
2. Do not bend your waist! Push your buttocks out.
3. If the obstacle (preventing you from bending
your knees) is stable, lean your legs against the
obstacle for support. Use your legs & hips to
lower yourself down to the object.
4. Grasp the object firmly with both hands.
5. Prepare for the lift: look forward.
6. Lift upwards following your head & shoulders. Hold the load close to your body. Lift
by extending your legs with your back straight, your buttocks out (exaggerate this
position), & breathe out as you lift.
Overhead Lift - Use the overhead lift to place objects on an overhead shelf. This lift begins with the object in your hands. Be careful! Overhead lifts put you at increased risk for muscle strain. It can be difficult to maintain balance during the lift. If possible, avoid this lift. Only use this lift when absolutely necessary.
1. Hold the object very close to your body.
2. Keep feet shoulder width apart, one foot slightly
ahead of the other.
3. Prepare for the lift: look forward.
4. Raise the object to shelf height using the arm &
shoulder muscles. Keep the object close to your body
& breathe out as you lift.
5. As you reach the shelf, slowly shift your weight from your
back foot to your forward foot. Keep your back straight.
6. When the load reaches the edge of the shelf, push the
object onto the shelf.
I hope these instructions will help you to minimize or prevent you from getting hurt or sore. As the Doctor likes to quote Ben Franklin, “An ounce of prevention is worth a pound of cure.
To good health on the highways,
The Highway Doctor
55. What the Truck?!
This issue’s inquisitive reader writes:
Dear Doctor:
I think I’m suffering from short-term memory loss or maybe I’m just seeing things that aren’t real. Here’s my problem: I live on the eastern side of Blaine and on my way home from work I’ll pass a large truck on the road and a minute later - there it goes again! And then again, and again and again! Do you have any idea what could be causing my problem?
Mack Truk
The Doctor’s diagnosis:
Dear Mr. Truk:
I am happy to report to you that you have no ailment or mental disorder at all! I made a call in to the Anoka County Highway Department to see if they had any highway construction work going on in this area. Sure enough, they are in the middle of reconstructing Lexington Avenue between 109th Avenue and Main Street. As you may know, this area is full of swamps and peat deposits – unsuitable soils to be building roads on for sure. For this reason, the road contractor is in the process of removing this unsuitable material, hauling it away and replacing it with a more acceptable granular material for the new highway.
In all, this project will require the removal of some 166,000 cubic yards of muck material and will replace it with over 294,000 cubic yards of granular material. I believe what you keep seeing is not the same truck again and again, but different yet similar trucks that the contractor is using to perform this activity. You must drive along the same haul route that the trucks are using for their muck disposal and aggregate hauling. By roughly assuming that each of the large belly or side-dump aggregate trucks carries about 20 yards of material each, we can expect over 23,000 individual truck trips before this project is completed. Now that’s a lot of trucks!
So don’t worry about seeing trucks all of a sudden. They are there for a reason. And while you have no problem seeing trucks, please remember that they may not be able to see you. Stay back behind a truck far enough so that you can see their rear view mirrors and be prepared for sudden turns and stops. Hopefully, we can all have a very safe summer using the roads together.
To good health on the highways,
The Highway Doctor
Dear Doctor:
I think I’m suffering from short-term memory loss or maybe I’m just seeing things that aren’t real. Here’s my problem: I live on the eastern side of Blaine and on my way home from work I’ll pass a large truck on the road and a minute later - there it goes again! And then again, and again and again! Do you have any idea what could be causing my problem?
Mack Truk
The Doctor’s diagnosis:
Dear Mr. Truk:
I am happy to report to you that you have no ailment or mental disorder at all! I made a call in to the Anoka County Highway Department to see if they had any highway construction work going on in this area. Sure enough, they are in the middle of reconstructing Lexington Avenue between 109th Avenue and Main Street. As you may know, this area is full of swamps and peat deposits – unsuitable soils to be building roads on for sure. For this reason, the road contractor is in the process of removing this unsuitable material, hauling it away and replacing it with a more acceptable granular material for the new highway.
In all, this project will require the removal of some 166,000 cubic yards of muck material and will replace it with over 294,000 cubic yards of granular material. I believe what you keep seeing is not the same truck again and again, but different yet similar trucks that the contractor is using to perform this activity. You must drive along the same haul route that the trucks are using for their muck disposal and aggregate hauling. By roughly assuming that each of the large belly or side-dump aggregate trucks carries about 20 yards of material each, we can expect over 23,000 individual truck trips before this project is completed. Now that’s a lot of trucks!
So don’t worry about seeing trucks all of a sudden. They are there for a reason. And while you have no problem seeing trucks, please remember that they may not be able to see you. Stay back behind a truck far enough so that you can see their rear view mirrors and be prepared for sudden turns and stops. Hopefully, we can all have a very safe summer using the roads together.
To good health on the highways,
The Highway Doctor
56. Hey, Roto Rooter Man!
This issue’s inquisitive reader writes:
Dear Doctor:
I just received some bad news from my doctor – my arteries are getting clogged with gunk and I’ve been prescribed some medication to alleviate this problem. I’ve always tried to eat right and get plenty of exercise. But what I don’t understand is how my condition can be so bad yet my friends whose sole existence is eating pizza and watching TV are just fine. Can you explain this medical oddity?
Sincerely,
Rusty Pipes
The Doctor’s diagnosis:
Dear Mr. Pipes:
I am sure you are doing everything right to lead a healthy lifestyle and I sympathize that you are still prone to clogging of the arteries. I’m sure your doctor has prescribed the right medication to provide you a long-term solution. I sometimes wonder why some folks have this problem yet others don’t. Perhaps it’s just that some people have good genes and others don’t.
You know, being the “Highway Doctor” I can relate this ailment to roadway storm sewer pipes. Why do some storm pipes work great year after year without any problem and others seem to have all kinds of problems? I can’t say that it’s in their “genes” but it could be in the way that they were designed. Although storm sewers may fill with debris such as leaves, grass, sand and other pipe clogging materials, why is it that they can remain relatively clean despite years and years’ worth of these deposits? You hardly ever see a maintenance crew cleaning storm sewers, so how can this be? The reality is that at some point a good engineer designed the system to be self-cleaning.
There are many aspects that go into a good storm sewer design. First and foremost, the pipe has to be designed large enough to carry the flows that will be generated by a particular storm. The pipe must also be strong enough to support the road embankment and the live load from the traffic on top of it. Material selection, alkalinity of soils, hydraulic grade lines and other factors must also be considered. And as I mentioned above, the pipe must be properly designed to be self-cleaning. How do you make a pipe self-cleaning? You simply design it to achieve a certain velocity of flow such that all of the sediments and debris are flushed out of the piping system during certain storm events. Generally, a three feet per second (3 fps) velocity is required to clean out a pipe.
If 3 fps is good, is a higher velocity better? Yes, but only up to a certain point. Eventually the storm sewer must leave the piping system and be discharged into a pond, stream, river or lake. Flows coming out too fast can have very erosive and damaging properties. Velocities over 6 fps can be erosive to unprotected grass ditches and slopes. This is why you’ll see piles of rock known as “riprap” at the end of many storm sewer outlets. These and other energy dissipating devices can also be designed to knock down the high velocity discharges.
Again I am sorry to hear about your clogged arteries and hope the medication you are taking will alleviate your problem. I’m just glad we don’t need to “medicate” our storm sewer systems - that would be one hard pill to swallow!
To good health on the highways,
The Highway Doctor
Dear Doctor:
I just received some bad news from my doctor – my arteries are getting clogged with gunk and I’ve been prescribed some medication to alleviate this problem. I’ve always tried to eat right and get plenty of exercise. But what I don’t understand is how my condition can be so bad yet my friends whose sole existence is eating pizza and watching TV are just fine. Can you explain this medical oddity?
Sincerely,
Rusty Pipes
The Doctor’s diagnosis:
Dear Mr. Pipes:
I am sure you are doing everything right to lead a healthy lifestyle and I sympathize that you are still prone to clogging of the arteries. I’m sure your doctor has prescribed the right medication to provide you a long-term solution. I sometimes wonder why some folks have this problem yet others don’t. Perhaps it’s just that some people have good genes and others don’t.
You know, being the “Highway Doctor” I can relate this ailment to roadway storm sewer pipes. Why do some storm pipes work great year after year without any problem and others seem to have all kinds of problems? I can’t say that it’s in their “genes” but it could be in the way that they were designed. Although storm sewers may fill with debris such as leaves, grass, sand and other pipe clogging materials, why is it that they can remain relatively clean despite years and years’ worth of these deposits? You hardly ever see a maintenance crew cleaning storm sewers, so how can this be? The reality is that at some point a good engineer designed the system to be self-cleaning.
There are many aspects that go into a good storm sewer design. First and foremost, the pipe has to be designed large enough to carry the flows that will be generated by a particular storm. The pipe must also be strong enough to support the road embankment and the live load from the traffic on top of it. Material selection, alkalinity of soils, hydraulic grade lines and other factors must also be considered. And as I mentioned above, the pipe must be properly designed to be self-cleaning. How do you make a pipe self-cleaning? You simply design it to achieve a certain velocity of flow such that all of the sediments and debris are flushed out of the piping system during certain storm events. Generally, a three feet per second (3 fps) velocity is required to clean out a pipe.
If 3 fps is good, is a higher velocity better? Yes, but only up to a certain point. Eventually the storm sewer must leave the piping system and be discharged into a pond, stream, river or lake. Flows coming out too fast can have very erosive and damaging properties. Velocities over 6 fps can be erosive to unprotected grass ditches and slopes. This is why you’ll see piles of rock known as “riprap” at the end of many storm sewer outlets. These and other energy dissipating devices can also be designed to knock down the high velocity discharges.
Again I am sorry to hear about your clogged arteries and hope the medication you are taking will alleviate your problem. I’m just glad we don’t need to “medicate” our storm sewer systems - that would be one hard pill to swallow!
To good health on the highways,
The Highway Doctor
57. I'm in the Zone!
This issue’s inquisitive reader writes:
Dear Doctor:
I know a lot of our readers complain about many things, but I want to pass along an observation and/or compliment. I’ve had to drive through a nearby highway construction project all summer long and I am amazed at how well (and safely) me and my fellow motorists were able to drive through all of this work. Please pass along my congratulations on a job well done!
Layne Change
The Doctor’s diagnosis:
Dear Mr. Change:
Thanks for the compliment. You are right in that I receive many complaints, so your letter is greatly appreciated. I’ll pass along your kudos to the traffic and engineering folks at our local County Highway Department. To design and implement a good traffic control plan to meet traffic needs and to provide a safe work zone throughout construction can be quite a challenge. One of the design guides that highway staff access to assist them in their design work is the Minnesota Manual of Uniform Traffic Control Devices or MMUTCD for short. Whether the project involves a long-term construction closure or a mobile maintenance operation, this manual will provide many detailed layouts to assist in the traffic control plan.
There are numerous other factors that will decide how traffic will be maintained through a work zone. Construction staging, utility impacts, erosion control, local access issues and available detour routes will all play a factor in the ultimate design.
Please keep in mind that traffic control devices are intended not only to protect the construction workers from live traffic, but also to protect the motorist from the hazards in the work zone. Nationally in 2002, 1,181 fatalities resulted from motor vehicle crashes in work zones and more than 40,000 persons were injured. Summer rainstorms can easily wipe out segments of road so it is imperative to only drive where the traffic control devices guide you.
Through a proper design installation and adherence to traffic control devices, our highway system can be constructed safely and with the least possible disruption to traffic. Thanks again for your comments – we’re all in the zone together!
To good health on the highways,
The Highway Doctor
Dear Doctor:
I know a lot of our readers complain about many things, but I want to pass along an observation and/or compliment. I’ve had to drive through a nearby highway construction project all summer long and I am amazed at how well (and safely) me and my fellow motorists were able to drive through all of this work. Please pass along my congratulations on a job well done!
Layne Change
The Doctor’s diagnosis:
Dear Mr. Change:
Thanks for the compliment. You are right in that I receive many complaints, so your letter is greatly appreciated. I’ll pass along your kudos to the traffic and engineering folks at our local County Highway Department. To design and implement a good traffic control plan to meet traffic needs and to provide a safe work zone throughout construction can be quite a challenge. One of the design guides that highway staff access to assist them in their design work is the Minnesota Manual of Uniform Traffic Control Devices or MMUTCD for short. Whether the project involves a long-term construction closure or a mobile maintenance operation, this manual will provide many detailed layouts to assist in the traffic control plan.
There are numerous other factors that will decide how traffic will be maintained through a work zone. Construction staging, utility impacts, erosion control, local access issues and available detour routes will all play a factor in the ultimate design.
Please keep in mind that traffic control devices are intended not only to protect the construction workers from live traffic, but also to protect the motorist from the hazards in the work zone. Nationally in 2002, 1,181 fatalities resulted from motor vehicle crashes in work zones and more than 40,000 persons were injured. Summer rainstorms can easily wipe out segments of road so it is imperative to only drive where the traffic control devices guide you.
Through a proper design installation and adherence to traffic control devices, our highway system can be constructed safely and with the least possible disruption to traffic. Thanks again for your comments – we’re all in the zone together!
To good health on the highways,
The Highway Doctor
58. Say What?!
This issue’s inquisitive reader writes:
Dear Doctor:
I’m at wits end and I hope that you’ll be able to help me. You see my boyfriend and I are having severe communication problems when we’re in the car together. I’ll be reading off directions and I’ll say, “Turn at the next light”, and he’ll slam on the breaks and turn into a driveway where there’s only a yard lamp. How can such a simple request be so confusing?
Bea Under-Stood
P.S. Did I mention that my boyfriend is an engineer?
The Doctor’s diagnosis:
Dear Miss Under-Stood:
I have to admit that I was quite stumped until I read your postscript, but now it all seems so clear to me. You see, engineers have a tendency to take verbal messages quite literally. So when you said, “Turn at the next light” (and you meant traffic signal), he actually turned at the next light (which happened to be the yard lamp). Unfortunately, this is only one of many terms that are frequently used incorrectly, but are quite common in general conversations. Here are some other misused highway terms and their more correct terminology:
Tar - commonly used when talking about a paved street, but the correct material used in highway construction is bituminous or asphalt. Even “blacktop” would be a better word than tar.
Cement - cement (which is a chemical binder material) when mixed with sand, rock and water makes CONCRETE. But if you say “cement sidewalk” or “cement pavement”, you’ll drive your engineer spouse crazy.
Medium - generally referred to as the concrete barrier between opposing lanes of traffic. Sorry, this is really called a MEDIAN.
Intersection - yes, when two streets meet each other they form an intersection. But if they are “grade separated” with a bridge, ramps and/or loops they form an INTERCHANGE.
Of course there are many other terms and phrases that are improperly used in the mind of your engineer boyfriend, but are readily used by folks all the time. So my advice to you: wear your seatbelt and maybe you should drive next time. But don’t be surprised if he asks you to turn at the approaching semaphore.
To good health on the highways,
The Highway Doctor
Dear Doctor:
I’m at wits end and I hope that you’ll be able to help me. You see my boyfriend and I are having severe communication problems when we’re in the car together. I’ll be reading off directions and I’ll say, “Turn at the next light”, and he’ll slam on the breaks and turn into a driveway where there’s only a yard lamp. How can such a simple request be so confusing?
Bea Under-Stood
P.S. Did I mention that my boyfriend is an engineer?
The Doctor’s diagnosis:
Dear Miss Under-Stood:
I have to admit that I was quite stumped until I read your postscript, but now it all seems so clear to me. You see, engineers have a tendency to take verbal messages quite literally. So when you said, “Turn at the next light” (and you meant traffic signal), he actually turned at the next light (which happened to be the yard lamp). Unfortunately, this is only one of many terms that are frequently used incorrectly, but are quite common in general conversations. Here are some other misused highway terms and their more correct terminology:
Tar - commonly used when talking about a paved street, but the correct material used in highway construction is bituminous or asphalt. Even “blacktop” would be a better word than tar.
Cement - cement (which is a chemical binder material) when mixed with sand, rock and water makes CONCRETE. But if you say “cement sidewalk” or “cement pavement”, you’ll drive your engineer spouse crazy.
Medium - generally referred to as the concrete barrier between opposing lanes of traffic. Sorry, this is really called a MEDIAN.
Intersection - yes, when two streets meet each other they form an intersection. But if they are “grade separated” with a bridge, ramps and/or loops they form an INTERCHANGE.
Of course there are many other terms and phrases that are improperly used in the mind of your engineer boyfriend, but are readily used by folks all the time. So my advice to you: wear your seatbelt and maybe you should drive next time. But don’t be surprised if he asks you to turn at the approaching semaphore.
To good health on the highways,
The Highway Doctor
59. A Crayola Highway?
This issue’s inquisitive reader writes:
Dear Doctor:
We hope that you have an answer to our malady. You see, our eyes must be playing tricks on us. When we drive down the highway, the “black” top goes from black, to gray, to pink, to white, and many other colors. Are our eyes going bad on us or what?
C. Ment & S. Phalt
The Doctor’s diagnosis:
Dear Mr. Ment and Mr. Phalt:
Let me start off right away and say “don’t worry, your eyes are just fine”. You see, all highways are not constructed the same way nor do all highways use the same materials. Thus, different sections of highway are in fact different colors. Please allow me to explain further. “Blacktop” as you referred to is actually an asphalt pavement comprised of an aggregate (rock) and a binder (bituminous, aka asphalt). Because the binder is an oil based derivative, a new pavement is very black. As the oil oxidizes and wears away, the aggregate (rock) becomes more exposed. If the aggregate is a hard limestone or granite chip, it will take on a “gray” appearance. If an Ortonville quartzite is specified as it may be in some microsurfacing, the pavement will take on a pinkish tint.
Concrete pavements on the other hand start off very white. This is because the binder in this mix is cement. Again, as this pavement ages, it will take on the color of the rock embedded in the concrete pavement.
Other pavements, whether asphalt or concrete, may take on certain hues due to pigment additives or artificially colored aggregate. Besides their aesthetic value, these specially colored pavements have some engineering value as well. Contrasting colored pavements can help delineate crosswalks, bus lanes and bikeways. Lighter colored pavements in tunnels increase visibility with reduced lighting costs and are more resistant to rutting due to their overheating resistance.
So once again, don’t worry - your eyes are just fine and don’t worry what color the pavement is, just keep those eyes on the road!
To good health on the highways,
The Highway Doctor
Dear Doctor:
We hope that you have an answer to our malady. You see, our eyes must be playing tricks on us. When we drive down the highway, the “black” top goes from black, to gray, to pink, to white, and many other colors. Are our eyes going bad on us or what?
C. Ment & S. Phalt
The Doctor’s diagnosis:
Dear Mr. Ment and Mr. Phalt:
Let me start off right away and say “don’t worry, your eyes are just fine”. You see, all highways are not constructed the same way nor do all highways use the same materials. Thus, different sections of highway are in fact different colors. Please allow me to explain further. “Blacktop” as you referred to is actually an asphalt pavement comprised of an aggregate (rock) and a binder (bituminous, aka asphalt). Because the binder is an oil based derivative, a new pavement is very black. As the oil oxidizes and wears away, the aggregate (rock) becomes more exposed. If the aggregate is a hard limestone or granite chip, it will take on a “gray” appearance. If an Ortonville quartzite is specified as it may be in some microsurfacing, the pavement will take on a pinkish tint.
Concrete pavements on the other hand start off very white. This is because the binder in this mix is cement. Again, as this pavement ages, it will take on the color of the rock embedded in the concrete pavement.
Other pavements, whether asphalt or concrete, may take on certain hues due to pigment additives or artificially colored aggregate. Besides their aesthetic value, these specially colored pavements have some engineering value as well. Contrasting colored pavements can help delineate crosswalks, bus lanes and bikeways. Lighter colored pavements in tunnels increase visibility with reduced lighting costs and are more resistant to rutting due to their overheating resistance.
So once again, don’t worry - your eyes are just fine and don’t worry what color the pavement is, just keep those eyes on the road!
To good health on the highways,
The Highway Doctor
60. I Guess I Put You in Your "Place"!
This issue’s inquisitive reader writes:
Dear Doctor:
I don’t want to harp or anything, but I must write to complain. You see, I am an English teacher at the local high school and while I was watching some construction workers I was abhorred by the language that I heard! It wasn’t the vulgarities – it was the horrible use of verbs and tense. For instance, I overheard one worker say that he was ready to place some fresh concrete. Everyone knows that you pour concrete, right?
Cora X. Grammar
The Doctor’s diagnosis:
Dear Ms. Grammar:
It looks like you may need to be the one that needs a little tutoring today. The worker was right – he does place concrete in a form. Let’s take this opportunity to fully discuss this vital construction material known as concrete in more detail and I’ll show you why.
In its simplest form, concrete is a mixture of paste and aggregates. The paste, composed of Portland cement and water, coats the surface of the fine and coarse aggregates. Through a chemical reaction called hydration, the paste hardens and gains strength to form the rock-like mass known as concrete. While the key to forming a strong, durable concrete rests in the proper proportioning of these ingredients, the typical concrete mixture is 41% gravel or crushed stone (coarse aggregate), 26% sand (fine aggregate), 16% water, 11% cement, and 6% air. Cement itself is made up of calcium, silicon, aluminum, iron and other elements that are mixed with gypsum to form the final product. Lime and silica make up 85% of the mass of cement.
Other admixtures can be added to concrete to give it distinct properties. There are five distinct classes of chemical admixtures: air-entraining, water-reducing, retarding, accelerating, and plasticizers. Air-entraining admixtures introduce billions of microscopic air bubbles into the concrete. This gives it better freeze-thaw resistance. Water-reducers limit the amount of water to achieve a given slump, thus making the end product a stronger concrete. Retarders slow the setting rate of concrete and are typically used in hot weather conditions. Conversely, accelerators increase the rate of early strength development and are useful in cold weather or when a quick set up is required. Finally, superplasticizers are typically added at the job site to make the concrete mixture high-slump for a highly fluid mixture. This aids in getting the concrete into forms full of rebar and other tight spaces.
The depositing, spreading, striking off, consolidating (vibrating), and bull floating is collectively known as placing the concrete. After the concrete has been properly finished, it is ready for curing. Adequate curing is vital to quality concrete. To ensure proper curing, a satisfactory moisture content and temperature (between 50 and 75 degrees F) must be maintained. Curing has a strong influence on the properties of hardened concrete such as durability, strength, watertightness, abrasion resistance, volume stability and resistance to freezing and thawing and de-icing salts. To ensure proper hydration and to limit water loss by evaporation, concrete surfaces are cured by sprinkling with a water fog, or by using moisture retaining fabrics such as burlap. Other curing methods that prevent evaporation are done by sealing the surface with plastic or special sprays (such as linseed oil).
So there you have it, everything that anyone could want to know about concrete (and then some). And like I mentioned above, concrete is placed and not poured. So for whom does the school bell toll this time? (Or is it “who”?)
To good health on the highways,
The Highway Doctor
Dear Doctor:
I don’t want to harp or anything, but I must write to complain. You see, I am an English teacher at the local high school and while I was watching some construction workers I was abhorred by the language that I heard! It wasn’t the vulgarities – it was the horrible use of verbs and tense. For instance, I overheard one worker say that he was ready to place some fresh concrete. Everyone knows that you pour concrete, right?
Cora X. Grammar
The Doctor’s diagnosis:
Dear Ms. Grammar:
It looks like you may need to be the one that needs a little tutoring today. The worker was right – he does place concrete in a form. Let’s take this opportunity to fully discuss this vital construction material known as concrete in more detail and I’ll show you why.
In its simplest form, concrete is a mixture of paste and aggregates. The paste, composed of Portland cement and water, coats the surface of the fine and coarse aggregates. Through a chemical reaction called hydration, the paste hardens and gains strength to form the rock-like mass known as concrete. While the key to forming a strong, durable concrete rests in the proper proportioning of these ingredients, the typical concrete mixture is 41% gravel or crushed stone (coarse aggregate), 26% sand (fine aggregate), 16% water, 11% cement, and 6% air. Cement itself is made up of calcium, silicon, aluminum, iron and other elements that are mixed with gypsum to form the final product. Lime and silica make up 85% of the mass of cement.
Other admixtures can be added to concrete to give it distinct properties. There are five distinct classes of chemical admixtures: air-entraining, water-reducing, retarding, accelerating, and plasticizers. Air-entraining admixtures introduce billions of microscopic air bubbles into the concrete. This gives it better freeze-thaw resistance. Water-reducers limit the amount of water to achieve a given slump, thus making the end product a stronger concrete. Retarders slow the setting rate of concrete and are typically used in hot weather conditions. Conversely, accelerators increase the rate of early strength development and are useful in cold weather or when a quick set up is required. Finally, superplasticizers are typically added at the job site to make the concrete mixture high-slump for a highly fluid mixture. This aids in getting the concrete into forms full of rebar and other tight spaces.
The depositing, spreading, striking off, consolidating (vibrating), and bull floating is collectively known as placing the concrete. After the concrete has been properly finished, it is ready for curing. Adequate curing is vital to quality concrete. To ensure proper curing, a satisfactory moisture content and temperature (between 50 and 75 degrees F) must be maintained. Curing has a strong influence on the properties of hardened concrete such as durability, strength, watertightness, abrasion resistance, volume stability and resistance to freezing and thawing and de-icing salts. To ensure proper hydration and to limit water loss by evaporation, concrete surfaces are cured by sprinkling with a water fog, or by using moisture retaining fabrics such as burlap. Other curing methods that prevent evaporation are done by sealing the surface with plastic or special sprays (such as linseed oil).
So there you have it, everything that anyone could want to know about concrete (and then some). And like I mentioned above, concrete is placed and not poured. So for whom does the school bell toll this time? (Or is it “who”?)
To good health on the highways,
The Highway Doctor
61. Chew On This One for a While!
This issue’s inquisitive reader writes:
Dear Doctor:
Before our local highway departments start re-striping our highways again this summer, I have a question to ask. I’ve notice that the department is using a more expensive, longer lasting stripe on new pavements, but still paints over them well before they are worn out. Is this wasteful spending?
Ruth DeKay
The Doctor’s diagnosis:
Dear Ms. DeKay:
Being a doctor, let me relate this to one of your body parts, specifically your teeth. Let’s say your tooth is the pavement and the stripe is your tooth’s enamel. The enamel on your teeth protects the underlying bone from the abrasive action of chewing. Similarly, over the winter, the abrasive action of snow plow blades, salt and sand wear down the enamel (paint) off the road. This is why highway paints are at their weakest level right about now. To keep the stripe more visible in the spring we have begun to use more durable pavement striping materials on our new pavements such as epoxy and polyurea. These are the hardest “enamels”
So why do we paint over the top of these very durable markings? Once again think of your teeth. If the road is your tooth, the epoxy or polyurea the enamel, then the latex paint overcoat is Fluoride. This paint coat protects the “enamel” and keeps it from wearing. So in the winter, the cheap overcoat gets worn off by the snow plow and grits, but protects the underlying “enamel” stripe. In this way we have a bright, durable pavement marking all year long - even during the early spring when most stripes are at their weakest. The end result is a much safer highway for everyone.
So brush your teeth after every meal and use fluoride and your teeth will be as long lasting as our new highway stripes.
To good health on the highways,
The Highway Doctor
Dear Doctor:
Before our local highway departments start re-striping our highways again this summer, I have a question to ask. I’ve notice that the department is using a more expensive, longer lasting stripe on new pavements, but still paints over them well before they are worn out. Is this wasteful spending?
Ruth DeKay
The Doctor’s diagnosis:
Dear Ms. DeKay:
Being a doctor, let me relate this to one of your body parts, specifically your teeth. Let’s say your tooth is the pavement and the stripe is your tooth’s enamel. The enamel on your teeth protects the underlying bone from the abrasive action of chewing. Similarly, over the winter, the abrasive action of snow plow blades, salt and sand wear down the enamel (paint) off the road. This is why highway paints are at their weakest level right about now. To keep the stripe more visible in the spring we have begun to use more durable pavement striping materials on our new pavements such as epoxy and polyurea. These are the hardest “enamels”
So why do we paint over the top of these very durable markings? Once again think of your teeth. If the road is your tooth, the epoxy or polyurea the enamel, then the latex paint overcoat is Fluoride. This paint coat protects the “enamel” and keeps it from wearing. So in the winter, the cheap overcoat gets worn off by the snow plow and grits, but protects the underlying “enamel” stripe. In this way we have a bright, durable pavement marking all year long - even during the early spring when most stripes are at their weakest. The end result is a much safer highway for everyone.
So brush your teeth after every meal and use fluoride and your teeth will be as long lasting as our new highway stripes.
To good health on the highways,
The Highway Doctor
62. The Doctor "Schools" this Reader!
This issue’s inquisitive reader writes:
Dear Doctor:
I know that there are certain “pairs” of numbers that are used to represent certain things such as “120 over 60” represents good blood pressure and “20/20” means you have excellent eyesight. But what are these highway folks trying to tell me when I see different speed limit signs right next to each other near many of the schools around the county?
Seymour Sines
The Doctor’s diagnosis:
Dear Mr. Sines:
I hope those first two sets of numbers you talked about were from your doctor’s last medical charts. Congratulations, you’re in excellent health! Now for the second part of your question: why are there “pairs” of speed limit signs next to each other, particularly near schools? The answer is that when you see these pairs of signs, you are in an area where a school has a special school zone speed limit.
The higher speed limit sign is the regular or statutory speed limit. This is the speed that you will be required to obey most of the time as you drive by the school. The lower speed limit sign is the speed you need to drive when the school zone speed is in effect.
So how do you know when the school zone speed limit is in effect? This is the part that may get your blood pressure to rise or when you’ll need that 20/20 vision. Most school zones have “passive” indicators that signify when the school zones are in effect. These may be in the form of a small plaque added to the lower speed limit sign that says, “When Children are Present” or a plaque with a specific time put on it like, “7:00 A.M. to 8:00 A.M.” Unfortunately, these plaques are often confusing or difficult to read. Enforcement becomes problematic and some judges may throw out the fine issued because of this confusion. The result is that the school zone speed limits are only marginally effective and the pedestrian safety that is trying to be achieved is diminished.
Fortunately there is something that can be done to help out this problem. Anoka County has applied for a safety grant that would remove the “passive” school zone signage and make them “active”. They hope to install flashers and “driver feedback signs” in many school zones this summer. The flasher will let the motorist know when the school zone speed limit is in effect and the driver feedback sign will tell the driver how fast they are traveling. This is some of the newest highway signage technology being put into effect in an attempt to make our school zones safer for students, staff and parents dropping off children. Look for more about this later this year. If the county is successful in getting this grant money, there will be a lot less confused drivers out there and much safer school zones. Now that’s something every doctor wants to put in their patient’s charts!
To good health on the highways,
The Highway Doctor
Dear Doctor:
I know that there are certain “pairs” of numbers that are used to represent certain things such as “120 over 60” represents good blood pressure and “20/20” means you have excellent eyesight. But what are these highway folks trying to tell me when I see different speed limit signs right next to each other near many of the schools around the county?
Seymour Sines
The Doctor’s diagnosis:
Dear Mr. Sines:
I hope those first two sets of numbers you talked about were from your doctor’s last medical charts. Congratulations, you’re in excellent health! Now for the second part of your question: why are there “pairs” of speed limit signs next to each other, particularly near schools? The answer is that when you see these pairs of signs, you are in an area where a school has a special school zone speed limit.
The higher speed limit sign is the regular or statutory speed limit. This is the speed that you will be required to obey most of the time as you drive by the school. The lower speed limit sign is the speed you need to drive when the school zone speed is in effect.
So how do you know when the school zone speed limit is in effect? This is the part that may get your blood pressure to rise or when you’ll need that 20/20 vision. Most school zones have “passive” indicators that signify when the school zones are in effect. These may be in the form of a small plaque added to the lower speed limit sign that says, “When Children are Present” or a plaque with a specific time put on it like, “7:00 A.M. to 8:00 A.M.” Unfortunately, these plaques are often confusing or difficult to read. Enforcement becomes problematic and some judges may throw out the fine issued because of this confusion. The result is that the school zone speed limits are only marginally effective and the pedestrian safety that is trying to be achieved is diminished.
Fortunately there is something that can be done to help out this problem. Anoka County has applied for a safety grant that would remove the “passive” school zone signage and make them “active”. They hope to install flashers and “driver feedback signs” in many school zones this summer. The flasher will let the motorist know when the school zone speed limit is in effect and the driver feedback sign will tell the driver how fast they are traveling. This is some of the newest highway signage technology being put into effect in an attempt to make our school zones safer for students, staff and parents dropping off children. Look for more about this later this year. If the county is successful in getting this grant money, there will be a lot less confused drivers out there and much safer school zones. Now that’s something every doctor wants to put in their patient’s charts!
To good health on the highways,
The Highway Doctor
63. The Truth Hurts!
This issue’s inquisitive reader writes:
Dear Doctor:
After driving through a highway construction project recently, I noticed what looked like a huge gauze pad covering the dirt. What’s next—a Band-Aid for potholes?
I. Gotta-Owee
The Doctor’s diagnosis:
Dear Ms. Gotta-Owee:
I wish there were Band-Aids for potholes! But if they were like my kids’ brand of Band-Aids, we’d have all kinds of princesses, smiley faces and super heroes all over our pavements! But I digress—let’s get back to your original question: what is that gauze-like material on the ground at our construction projects?
This material is known as a “fiber blanket,” and as you suggested, it does in fact act like a gauze pad does to promote healing of a wound. A gauze pad promotes healing by keeping the good stuff in (flesh, antibiotics, etc.) and the bad stuff out (dirt, germs, etc.). A fiber blanket acts in the same way. In this particular case, the “wound” is the bare soil exposed by the construction project. It needs to “heal” by establishing a vegetative cover on it. The fiber blanket acts like a gauze pad in that it keeps the good stuff in (soil, seed, fertilizer and sufficient moisture) and keeps the bad stuff out (rain erosion, extreme sun, wind).
The fiber blanket is comprised of straw, hay or wood strands held together by a fiber mesh. The organic material in the fiber acts like a built-in mulch. This material will naturally decompose. The fiber mesh also decomposes via the ultra violet light rays from the sun. The blanket holds together long enough for a full, vibrant vegetative cover to be established. The self decomposition makes cleanup and removal unnecessary.
Fiber blankets come in various sizes, shapes and colors depending on the organic material used and the type of mesh provided by the manufacturer. But don’t worry, you won’t be seeing any “Spider Man” logos along our highway construction projects any time soon!
To good health on the highways,
The Highway Doctor
Dear Doctor:
After driving through a highway construction project recently, I noticed what looked like a huge gauze pad covering the dirt. What’s next—a Band-Aid for potholes?
I. Gotta-Owee
The Doctor’s diagnosis:
Dear Ms. Gotta-Owee:
I wish there were Band-Aids for potholes! But if they were like my kids’ brand of Band-Aids, we’d have all kinds of princesses, smiley faces and super heroes all over our pavements! But I digress—let’s get back to your original question: what is that gauze-like material on the ground at our construction projects?
This material is known as a “fiber blanket,” and as you suggested, it does in fact act like a gauze pad does to promote healing of a wound. A gauze pad promotes healing by keeping the good stuff in (flesh, antibiotics, etc.) and the bad stuff out (dirt, germs, etc.). A fiber blanket acts in the same way. In this particular case, the “wound” is the bare soil exposed by the construction project. It needs to “heal” by establishing a vegetative cover on it. The fiber blanket acts like a gauze pad in that it keeps the good stuff in (soil, seed, fertilizer and sufficient moisture) and keeps the bad stuff out (rain erosion, extreme sun, wind).
The fiber blanket is comprised of straw, hay or wood strands held together by a fiber mesh. The organic material in the fiber acts like a built-in mulch. This material will naturally decompose. The fiber mesh also decomposes via the ultra violet light rays from the sun. The blanket holds together long enough for a full, vibrant vegetative cover to be established. The self decomposition makes cleanup and removal unnecessary.
Fiber blankets come in various sizes, shapes and colors depending on the organic material used and the type of mesh provided by the manufacturer. But don’t worry, you won’t be seeing any “Spider Man” logos along our highway construction projects any time soon!
To good health on the highways,
The Highway Doctor
64. A Teenage Rite of Passage
This issue’s inquisitive reader writes:
Dear Doctor:
I have a health question that is literally a life and death situation. You see, I have a teenager that just started driving. I feel like I no longer have any control in keeping my teenager safe. Can you offer me any solutions?
Dee Zaster
The Doctor’s diagnosis:
Dear Ms. Zaster:
Welcome to the crowd. While learning to drive is a “rite of passage” for teenagers, worrying is a rite of passage for parents of teenage drivers. The tragedy of young, inexperienced drivers losing their lives behind the wheel resonates through families and communities every day. Despite making up less than five percent of licensed drivers, teens account for more than 13 percent of all passenger vehicle fatalities. But once kids leave the driveway, it seems there is little that can be done to regulate their behavior behind the wheel. Or is there? The ITS Institute at the U of M is developing an in-vehicle “black box” called the Teen Driver Support System (TDSS) that could help curb unsafe teen driving behavior. The system under development will take a three-tiered approach to reducing unsafe teen driving behavior:
Until this technology is in place, all you can do is teach your young driver to be a responsible driver, have faith, and say a prayer or two. Hopefully, this new technology will be around for our teenager’s teenager.
To good health on the highways,
The Highway Doctor
Dear Doctor:
I have a health question that is literally a life and death situation. You see, I have a teenager that just started driving. I feel like I no longer have any control in keeping my teenager safe. Can you offer me any solutions?
Dee Zaster
The Doctor’s diagnosis:
Dear Ms. Zaster:
Welcome to the crowd. While learning to drive is a “rite of passage” for teenagers, worrying is a rite of passage for parents of teenage drivers. The tragedy of young, inexperienced drivers losing their lives behind the wheel resonates through families and communities every day. Despite making up less than five percent of licensed drivers, teens account for more than 13 percent of all passenger vehicle fatalities. But once kids leave the driveway, it seems there is little that can be done to regulate their behavior behind the wheel. Or is there? The ITS Institute at the U of M is developing an in-vehicle “black box” called the Teen Driver Support System (TDSS) that could help curb unsafe teen driving behavior. The system under development will take a three-tiered approach to reducing unsafe teen driving behavior:
- Seat-belt/ignition interlocks and alcohol breath-testing can prevent operation of the vehicle;
- Detection of excessive speed or other unsafe operation can provide feedback during vehicle operation;
- Incidents of speeding or unsafe operation can also be logged for later analysis by parents or licensing officials.
Until this technology is in place, all you can do is teach your young driver to be a responsible driver, have faith, and say a prayer or two. Hopefully, this new technology will be around for our teenager’s teenager.
To good health on the highways,
The Highway Doctor
65. Don't Be Sheepish with this Question!
This issue’s inquisitive reader writes:
Dear Doctor:
You know, I just can’t understand you highway construction people. The other day as I was driving by a construction site, I noticed a big bulldozer or something going up and down the road, but it had these huge “knobby” bumps on the wheels. How do you expect to build smooth roads when you’re punching holes in it?
Just wondering,
Clay Soyles
The Doctor’s diagnosis:
Dear Mr. Soyles:
I wish my readers were paying more attention to the road rather than rubber-necking as they go through construction sites, but since you asked, you must be referring to a “sheepsfoot” roller, which is used to compact the subsoils of a roadbed. This type of roller consists of a hollow steel drum from which “knobby” feet project. The drum is filled with water or wet sand to give it some weight. It can be a towed assembly or a self-propelled unit, with the drums mounted either singly or in pairs. The feet are either club-shaped or tapered, with varying numbers depending on size. The sheepsfoot roller is only satisfactory on cohesive (clayey) soils and only if the soil has a low moisture content. In our sandy, wet Anoka County soils, you’ll usually see smooth drum vibratory rollers which are much better at compacting loose granular soils.
And just in case you were wondering, a sheepsfoot roller got its name because the Romans compacted road base materials by driving herds of sheep back and forth over the roadbed. Considering that, many of these roads are still in place 2000 years later, maybe we should get back into the shepherding business—baah!
To good health on the highways,
The Highway Doctor
Dear Doctor:
You know, I just can’t understand you highway construction people. The other day as I was driving by a construction site, I noticed a big bulldozer or something going up and down the road, but it had these huge “knobby” bumps on the wheels. How do you expect to build smooth roads when you’re punching holes in it?
Just wondering,
Clay Soyles
The Doctor’s diagnosis:
Dear Mr. Soyles:
I wish my readers were paying more attention to the road rather than rubber-necking as they go through construction sites, but since you asked, you must be referring to a “sheepsfoot” roller, which is used to compact the subsoils of a roadbed. This type of roller consists of a hollow steel drum from which “knobby” feet project. The drum is filled with water or wet sand to give it some weight. It can be a towed assembly or a self-propelled unit, with the drums mounted either singly or in pairs. The feet are either club-shaped or tapered, with varying numbers depending on size. The sheepsfoot roller is only satisfactory on cohesive (clayey) soils and only if the soil has a low moisture content. In our sandy, wet Anoka County soils, you’ll usually see smooth drum vibratory rollers which are much better at compacting loose granular soils.
And just in case you were wondering, a sheepsfoot roller got its name because the Romans compacted road base materials by driving herds of sheep back and forth over the roadbed. Considering that, many of these roads are still in place 2000 years later, maybe we should get back into the shepherding business—baah!
To good health on the highways,
The Highway Doctor
66. This Report Will Make You Sick
This issue’s inquisitive reader writes:
Dear Doctor:
I’m writing because I am sick and tired—sick and tired of sitting on congested highways that is! I’ve lived up here a long time and things are only getting worse. My previous highway doctor was from MnDOT and I’m hoping you’ll be able to write me a new prescription before I get any sicker. Please help!
N. Fluenza
The Doctor’s diagnosis:
Dear Mr. Fluenza:
I am very glad you dropped me this note. If you would have stayed only in the care of MnDOT, you probably would have been on your deathbed with them ready to pull the sheet over your head!
Why do I say this? It’s because MnDOT just issued their new Transportation System Plan (TSP 2005). I am sad to report that MnDOT has no (zero, none, nadda) freeway expansion improvement plans scheduled for Anoka County over the next TWENTY years. Their prescription of ignoring the problem is certainly not the answer.
Knowing that the interstate and the state trunk highway systems are keys for effective transportation in Anoka County, your leaders in Anoka County have committed a large amount of local funds to make improvements on the state’s system. In the County’s current 5-year Highway Improvements Plan, there are currently five interchanges and numerous intersections and corridors that the County is committing to improving on the state’s system. In all, the County expects to spend over $28 million on projects involving the state’s system in the next five years alone!
Besides the direct investment in the state’s highway infrastructure, the County is proposing highway improvements through other resourceful opportunities. Take the Vikings Stadium proposal in Blaine for example. This project will generate significant sales tax revenue—a portion of which Anoka County and the Vikings are proposing to be used to widen I-35W and make other needed road improvements. These improvements are needed now and would benefit Minnesota residents 365 days a year, not just football Sundays.
The Highway Doctor is all for good preventative medicine if possible, so here’s something you can do yourself to help out highway funding in Minnesota. Next November, there will be a constitutional amendment on the ballot asking whether or not you want the Motor Vehicle Sales Tax (MVST) to be 100% dedicated to the Highway Users Tax Distribution Fund (HUTDF). Your vote in this matter is very important.
So here’s my prescription: get a flu shot and vote for the constructional amendment next fall, and your feelings of being sick and tired will soon be a thing of the past.
To good health on the highways,
The Highway Doctor
Dear Doctor:
I’m writing because I am sick and tired—sick and tired of sitting on congested highways that is! I’ve lived up here a long time and things are only getting worse. My previous highway doctor was from MnDOT and I’m hoping you’ll be able to write me a new prescription before I get any sicker. Please help!
N. Fluenza
The Doctor’s diagnosis:
Dear Mr. Fluenza:
I am very glad you dropped me this note. If you would have stayed only in the care of MnDOT, you probably would have been on your deathbed with them ready to pull the sheet over your head!
Why do I say this? It’s because MnDOT just issued their new Transportation System Plan (TSP 2005). I am sad to report that MnDOT has no (zero, none, nadda) freeway expansion improvement plans scheduled for Anoka County over the next TWENTY years. Their prescription of ignoring the problem is certainly not the answer.
Knowing that the interstate and the state trunk highway systems are keys for effective transportation in Anoka County, your leaders in Anoka County have committed a large amount of local funds to make improvements on the state’s system. In the County’s current 5-year Highway Improvements Plan, there are currently five interchanges and numerous intersections and corridors that the County is committing to improving on the state’s system. In all, the County expects to spend over $28 million on projects involving the state’s system in the next five years alone!
Besides the direct investment in the state’s highway infrastructure, the County is proposing highway improvements through other resourceful opportunities. Take the Vikings Stadium proposal in Blaine for example. This project will generate significant sales tax revenue—a portion of which Anoka County and the Vikings are proposing to be used to widen I-35W and make other needed road improvements. These improvements are needed now and would benefit Minnesota residents 365 days a year, not just football Sundays.
The Highway Doctor is all for good preventative medicine if possible, so here’s something you can do yourself to help out highway funding in Minnesota. Next November, there will be a constitutional amendment on the ballot asking whether or not you want the Motor Vehicle Sales Tax (MVST) to be 100% dedicated to the Highway Users Tax Distribution Fund (HUTDF). Your vote in this matter is very important.
So here’s my prescription: get a flu shot and vote for the constructional amendment next fall, and your feelings of being sick and tired will soon be a thing of the past.
To good health on the highways,
The Highway Doctor
67. May the Force Be With These Readers!
This issue’s inquisitive reader writes:
Dear Doctor:
My friend and I just moved to Anoka County from a land far, far away. While we have learned the meanings of the yellow and white markings on your highways, we don’t understand the seemingly random orange, red, green and blue markings on the ground—actually they are quite alien to us. We hope you are the master to teach us the meaning of the strange markings.
O.B. “Juan” Kenoby & C. Threepio
The Doctor’s diagnosis:
Dear O.B. & C.:
First of all, welcome to Anoka County. You are very observant - while the yellow and white markings are easy to see as they are used as traffic striping on our roads and highways, but the other colors you mentioned are tougher to spot. So what are they? They are actually markings used to identify and locate underground utilities. The markings were made by various utility owners after they were informed of a nearby excavation by the state run Gopher State One Call (GSOC) service.
Gopher State One Call is the one-call notification system established to inform all Minnesota underground facility owners of impending excavations. It has increased public safety while decreasing underground facility damage, monetary loss, and personal injury by coordinating the locating of underground facilities.
Gopher State One Call, a nonprofit organization, grew out of a response to a serious pipeline accident in the northern Twin Cities in July of 1986 (Williams Pipeline in Mounds View). Following this accident, Governor Rudy Perpich created the Minnesota Commission on Pipeline Safety to review and recommend law and/or changes at the federal and state levels that would enhance public safety. In 1987 the Minnesota Legislature mandated a Commission recommendation for a centralized statewide information processing center to relay excavators and underground facility operators.
Minnesota State Statute 216D now requires anyone who engages in any type of excavation to provide advance notice of at least two working days to Gopher State One Call. The service provided by Gopher State One Call to excavators is free of charge. The cost of Gopher State One Call is paid in full by underground facility owners.
A summary of the “process” is as follows: GSOC takes incoming calls from homeowners and contractors that would like to dig. An operator enters information pertaining to the excavation site into a computer. The operator then applies that information to an online mapping system. This mapping system indicates which utilities need to be notified of the excavation. Once the utilities are determined, the operator releases all information to the utilities affected.
Because Anoka County has underground electrical utility (traffic signal conduit), we get a notice of an impending excavation. Since our utility is an electrical system, we mark our utility in red. The other colors represent these corresponding utilities:
Orange - communication, alarm or signal lines, cables or conduit
Yellow - Gas, oil, steam, petroleum or gaseous materials
Red– Electric power lines, cables, conduit and lighting cables
Blue - Potable Water
Green - Sewers and drain lines
Purple - Reclaimed water, irrigation and slurry lines
White - Proposed excavation
Pink - Temporary Survey Markings
I hope this fully explains these different colors on the ground. And remember - make sure you call GSOC before you dig - or the force may be with you!
To good health on the highways,
The Highway Doctor
Dear Doctor:
My friend and I just moved to Anoka County from a land far, far away. While we have learned the meanings of the yellow and white markings on your highways, we don’t understand the seemingly random orange, red, green and blue markings on the ground—actually they are quite alien to us. We hope you are the master to teach us the meaning of the strange markings.
O.B. “Juan” Kenoby & C. Threepio
The Doctor’s diagnosis:
Dear O.B. & C.:
First of all, welcome to Anoka County. You are very observant - while the yellow and white markings are easy to see as they are used as traffic striping on our roads and highways, but the other colors you mentioned are tougher to spot. So what are they? They are actually markings used to identify and locate underground utilities. The markings were made by various utility owners after they were informed of a nearby excavation by the state run Gopher State One Call (GSOC) service.
Gopher State One Call is the one-call notification system established to inform all Minnesota underground facility owners of impending excavations. It has increased public safety while decreasing underground facility damage, monetary loss, and personal injury by coordinating the locating of underground facilities.
Gopher State One Call, a nonprofit organization, grew out of a response to a serious pipeline accident in the northern Twin Cities in July of 1986 (Williams Pipeline in Mounds View). Following this accident, Governor Rudy Perpich created the Minnesota Commission on Pipeline Safety to review and recommend law and/or changes at the federal and state levels that would enhance public safety. In 1987 the Minnesota Legislature mandated a Commission recommendation for a centralized statewide information processing center to relay excavators and underground facility operators.
Minnesota State Statute 216D now requires anyone who engages in any type of excavation to provide advance notice of at least two working days to Gopher State One Call. The service provided by Gopher State One Call to excavators is free of charge. The cost of Gopher State One Call is paid in full by underground facility owners.
A summary of the “process” is as follows: GSOC takes incoming calls from homeowners and contractors that would like to dig. An operator enters information pertaining to the excavation site into a computer. The operator then applies that information to an online mapping system. This mapping system indicates which utilities need to be notified of the excavation. Once the utilities are determined, the operator releases all information to the utilities affected.
Because Anoka County has underground electrical utility (traffic signal conduit), we get a notice of an impending excavation. Since our utility is an electrical system, we mark our utility in red. The other colors represent these corresponding utilities:
Orange - communication, alarm or signal lines, cables or conduit
Yellow - Gas, oil, steam, petroleum or gaseous materials
Red– Electric power lines, cables, conduit and lighting cables
Blue - Potable Water
Green - Sewers and drain lines
Purple - Reclaimed water, irrigation and slurry lines
White - Proposed excavation
Pink - Temporary Survey Markings
I hope this fully explains these different colors on the ground. And remember - make sure you call GSOC before you dig - or the force may be with you!
To good health on the highways,
The Highway Doctor
68. A Crash by Any Name is Still a Crash
This issues inquisitive reader writes:
Dear Doctor:
My friends and I have been arguing over what driver distraction is the most likely to contribute to a vehicle crash. We trust your expert opinion on these matters and hope you can clear this up once and for all.
Sal Fone, Otto Ray Deo & Al Cohall
The Doctor’s diagnosis:
Dear Gentlemen:
I am so glad that you brought this subject up. I can’t tell you how frustrating it is to see so many crashes that can be attributed, at least some part, to driver inattentiveness. Distracted driving – weather the result of cell phones, the car stereo, or any number of other factors – is commonly assumed to increase the danger of driving. But according to a recent University of Minnesota study, using a cell phone may impair drivers more than alcohol intoxication.1
The research assessed the risk of cell-phone use while driving compared to commonly accepted in-vehicle tasks, as well as driving while intoxicated. In short, the drunk driver doing nothing but driving was less impaired than sober drivers on a cell phone or playing the radio.
Because evidence suggests that cell phone use while driving may be a significant risk factor in traffic crashes, some states have responded by imposing restrictions on the use of hand-held phones. But research shows hands-free is no safer that hand-held. Use of a cell phone and other typical in-vehicle tasks are considered secondary to the primary tasks of driving and driving safely. The increased mental demand of cell-phone use causes impairment - and an increased crash risk. When that task is driving, impairment may, for example, cause speed inconsistency and slower reaction toward unexpected events.
Some industry efforts are aimed at locking out cell-phone functionality during high workload periods, but until those technological developments are implemented, a driver’s discretion is all that limits his or her cell-phone usage. Though legal sanctions against cell phones need enforcement, driver education is necessary to understand the risks and to learn when it is safe to engage in secondary tasks.
So let me offer you a prescription for safe driving: don’t drink and drive, wear your seatbelt, and turn your cell phone off while driving. You’ll be more likely to arrive at your destination without an incident and you’ll be more relaxed when you get there too. Then, after you stop and park your car, you can call and tell me all about it.
To good health on the highways,
The Highway Doctor
1. “Cell phone use more dangerous to drivers than alcohol,” Center for Transportation Studies 2005 Annual Report. Jan. 2006:6-7.
Dear Doctor:
My friends and I have been arguing over what driver distraction is the most likely to contribute to a vehicle crash. We trust your expert opinion on these matters and hope you can clear this up once and for all.
Sal Fone, Otto Ray Deo & Al Cohall
The Doctor’s diagnosis:
Dear Gentlemen:
I am so glad that you brought this subject up. I can’t tell you how frustrating it is to see so many crashes that can be attributed, at least some part, to driver inattentiveness. Distracted driving – weather the result of cell phones, the car stereo, or any number of other factors – is commonly assumed to increase the danger of driving. But according to a recent University of Minnesota study, using a cell phone may impair drivers more than alcohol intoxication.1
The research assessed the risk of cell-phone use while driving compared to commonly accepted in-vehicle tasks, as well as driving while intoxicated. In short, the drunk driver doing nothing but driving was less impaired than sober drivers on a cell phone or playing the radio.
Because evidence suggests that cell phone use while driving may be a significant risk factor in traffic crashes, some states have responded by imposing restrictions on the use of hand-held phones. But research shows hands-free is no safer that hand-held. Use of a cell phone and other typical in-vehicle tasks are considered secondary to the primary tasks of driving and driving safely. The increased mental demand of cell-phone use causes impairment - and an increased crash risk. When that task is driving, impairment may, for example, cause speed inconsistency and slower reaction toward unexpected events.
Some industry efforts are aimed at locking out cell-phone functionality during high workload periods, but until those technological developments are implemented, a driver’s discretion is all that limits his or her cell-phone usage. Though legal sanctions against cell phones need enforcement, driver education is necessary to understand the risks and to learn when it is safe to engage in secondary tasks.
So let me offer you a prescription for safe driving: don’t drink and drive, wear your seatbelt, and turn your cell phone off while driving. You’ll be more likely to arrive at your destination without an incident and you’ll be more relaxed when you get there too. Then, after you stop and park your car, you can call and tell me all about it.
To good health on the highways,
The Highway Doctor
1. “Cell phone use more dangerous to drivers than alcohol,” Center for Transportation Studies 2005 Annual Report. Jan. 2006:6-7.
69. Can You Hear Me Now?
This issue's inquisitive reader writes:
Dear Doctor:
I am looking to move to Anoka County to get away from all of the hustle and bustle of the city. I especially wanted to get away from all of the noise. How far away from the road should my house be so that traffic noise won't be a problem?
Pierce Deardrums
The Doctor's diagnosis:
Dear: Mr. Deardrums:
Highway noise is an aspect that has to be considered on almost every major highway reconstruction project in Anoka County. Unfortunately, it isn't one of my specialties, so I conferred with my colleague, Dr. Hugh Jears, who is an expert on noise and sound. Here is what he told me:
Noise is defined as any unwanted sound. Sound travels in a wave motion and produces a sound pressure level. This sound pressure level is commonly measured in decibels. Decibels represent the logarithmic measure of sound energy relative to a reference energy level. For highway traffic noise, an adjustment, or weighting, of the high and low-pitched sounds is made to approximate the way that an average person hears sounds. The adjusted sound levels are stated in units of "A-weighted decibels" (dBA). In an outdoor setting, a sound increase of three dBA is barely perceptible to the human ear, a five dB increase is clearly noticeable, and a 10 dBA increase is heard twice as loud. For example, if the sound energy is doubled (e.g., the amount of traffic doubles), there is a three dBA increase in noise, which is just barely noticeable to most people. On the other hand, if the source of the sound increases to where there is 10 times the sound energy level over a reference level, then there is a 10 dBA increase and it is heard as twice as loud.
In Minnesota, traffic noise impacts are evaluated by measuring and/or modeling the traffic noise levels that are exceeded 10 percent and 50 percent of the time during the hour of the day and/or night that has the heaviest traffic. These numbers are identified as the L10 and L50 levels. The L10 value is compared to FHWA noise abatement criteria.
The following chart provides a rough comparison of the noise levels of some common noise sources:
Sound Pressure Level (dBA) Noise Source
140---------------------------------- Jet Engine (at 75 feet)
130---------------------------------- Jet Aircraft (at 300 feet)
120---------------------------------- Rock and Roll Concert
110---------------------------------- Pneumatic Chipper
100---------------------------------- Jointer/Planner
90----------------------------------- Chainsaw
80----------------------------------- Heavy Truck Traffic
70----------------------------------- Business Office
60----------------------------------- Conversational Speech
50----------------------------------- Library
40----------------------------------- Bedroom
30----------------------------------- Secluded Woods
20----------------------------------- Whisper
Along with the volume of traffic and other factors {i.e., topography of the area and vehicle speed) that contribute to the loudness of traffic noise, the distance of a receptor from a sound's source is also an important factor. Sound levels decrease as distance from a source increases. The following rule of thumb regarding sound decreases due to distance is commonly used: "Beyond approximately 50 feet, each time the distance between a line source (such as a road) and a receptor is doubled, sound levels decrease by three decibels over hard ground, such as pavement or water, and by four and one half decibels over vegetated areas."
So there you have it - everything you wanted to know about noise (and then some)! My final words of advice: find a house with a noise receptor that is inversely logarithmic to the noise producer (i.e. a house with a long driveway)!!!
To good health on the highways,
The Highway Doctor
Dear Doctor:
I am looking to move to Anoka County to get away from all of the hustle and bustle of the city. I especially wanted to get away from all of the noise. How far away from the road should my house be so that traffic noise won't be a problem?
Pierce Deardrums
The Doctor's diagnosis:
Dear: Mr. Deardrums:
Highway noise is an aspect that has to be considered on almost every major highway reconstruction project in Anoka County. Unfortunately, it isn't one of my specialties, so I conferred with my colleague, Dr. Hugh Jears, who is an expert on noise and sound. Here is what he told me:
Noise is defined as any unwanted sound. Sound travels in a wave motion and produces a sound pressure level. This sound pressure level is commonly measured in decibels. Decibels represent the logarithmic measure of sound energy relative to a reference energy level. For highway traffic noise, an adjustment, or weighting, of the high and low-pitched sounds is made to approximate the way that an average person hears sounds. The adjusted sound levels are stated in units of "A-weighted decibels" (dBA). In an outdoor setting, a sound increase of three dBA is barely perceptible to the human ear, a five dB increase is clearly noticeable, and a 10 dBA increase is heard twice as loud. For example, if the sound energy is doubled (e.g., the amount of traffic doubles), there is a three dBA increase in noise, which is just barely noticeable to most people. On the other hand, if the source of the sound increases to where there is 10 times the sound energy level over a reference level, then there is a 10 dBA increase and it is heard as twice as loud.
In Minnesota, traffic noise impacts are evaluated by measuring and/or modeling the traffic noise levels that are exceeded 10 percent and 50 percent of the time during the hour of the day and/or night that has the heaviest traffic. These numbers are identified as the L10 and L50 levels. The L10 value is compared to FHWA noise abatement criteria.
The following chart provides a rough comparison of the noise levels of some common noise sources:
Sound Pressure Level (dBA) Noise Source
140---------------------------------- Jet Engine (at 75 feet)
130---------------------------------- Jet Aircraft (at 300 feet)
120---------------------------------- Rock and Roll Concert
110---------------------------------- Pneumatic Chipper
100---------------------------------- Jointer/Planner
90----------------------------------- Chainsaw
80----------------------------------- Heavy Truck Traffic
70----------------------------------- Business Office
60----------------------------------- Conversational Speech
50----------------------------------- Library
40----------------------------------- Bedroom
30----------------------------------- Secluded Woods
20----------------------------------- Whisper
Along with the volume of traffic and other factors {i.e., topography of the area and vehicle speed) that contribute to the loudness of traffic noise, the distance of a receptor from a sound's source is also an important factor. Sound levels decrease as distance from a source increases. The following rule of thumb regarding sound decreases due to distance is commonly used: "Beyond approximately 50 feet, each time the distance between a line source (such as a road) and a receptor is doubled, sound levels decrease by three decibels over hard ground, such as pavement or water, and by four and one half decibels over vegetated areas."
So there you have it - everything you wanted to know about noise (and then some)! My final words of advice: find a house with a noise receptor that is inversely logarithmic to the noise producer (i.e. a house with a long driveway)!!!
To good health on the highways,
The Highway Doctor
70. I Need a Tune-Up
This issue's inquisitive reader writes:
Dear Doctor:
I seem to be running a little low on energy these days. Nothing major—just a little hitch in my giddy-up, and a fizzle in my bedazzle. My prescription coverage isn't the greatest either, so any low cost solution is greatly appreciated. Can you help me out?
Geri Tol
The Doctor's diagnosis:
Dear: Mrs. Tol:
It's a good thing that you asked me this question now before something more serious developed. What I think you need is more exercise, a healthy diet, plenty of rest and a means to reduce stress in your life. If you invest in a healthy lifestyle now, you'll avoid or minimize more costly and serious illnesses later. Check with Anoka County's new "Wellness" initiative for ways to lead a healthier lifestyle.
As the Highway Doctor, all of this reminds me of the high tech "Preventative Maintenance" program that the Anoka County Highway Department administers on all of the equipment in the county's fleet. Just as you should be seeing your doctor at certain ages for certain tests and check-ups, the highway fleet receives periodic maintenance at certain mileages or hours of use.
How do the mechanics know what and when to perform maintenance on our vehicles? First, each piece of equipment has it's specific maintenance schedule programmed into the computerized fleet database. As each vehicle or equipment is fueled, the operator enters in the unit number and mileage of that vehicle into the computerized fueling station. The fueling station transmits the current mileage and compares it to that vehicle's service schedule and if a mileage threshold is reached, then a preventative maintenance servicing is scheduled. By keeping on top of routine maintenance on a vehicle, we minimize disruptive and costly breakdowns.
The Anoka County shop has set annual goals for percentage of time spent on "scheduled" (preventative) maintenance and on percentage of time charged to the fleet. The Anoka County Shop has beaten industry standards in both categories for the past several years. In 1995, Anoka County received an award from the National Association of Counties (NACo) for its innovation in fleet management and preventative maintenance.
So schedule that check-up with your doctor (and mechanic) if you haven't done so recently, follow my recommendations mentioned above, and you'll be running on all cylinders in no time!
To good health on the highways,
The Highway Doctor
Dear Doctor:
I seem to be running a little low on energy these days. Nothing major—just a little hitch in my giddy-up, and a fizzle in my bedazzle. My prescription coverage isn't the greatest either, so any low cost solution is greatly appreciated. Can you help me out?
Geri Tol
The Doctor's diagnosis:
Dear: Mrs. Tol:
It's a good thing that you asked me this question now before something more serious developed. What I think you need is more exercise, a healthy diet, plenty of rest and a means to reduce stress in your life. If you invest in a healthy lifestyle now, you'll avoid or minimize more costly and serious illnesses later. Check with Anoka County's new "Wellness" initiative for ways to lead a healthier lifestyle.
As the Highway Doctor, all of this reminds me of the high tech "Preventative Maintenance" program that the Anoka County Highway Department administers on all of the equipment in the county's fleet. Just as you should be seeing your doctor at certain ages for certain tests and check-ups, the highway fleet receives periodic maintenance at certain mileages or hours of use.
How do the mechanics know what and when to perform maintenance on our vehicles? First, each piece of equipment has it's specific maintenance schedule programmed into the computerized fleet database. As each vehicle or equipment is fueled, the operator enters in the unit number and mileage of that vehicle into the computerized fueling station. The fueling station transmits the current mileage and compares it to that vehicle's service schedule and if a mileage threshold is reached, then a preventative maintenance servicing is scheduled. By keeping on top of routine maintenance on a vehicle, we minimize disruptive and costly breakdowns.
The Anoka County shop has set annual goals for percentage of time spent on "scheduled" (preventative) maintenance and on percentage of time charged to the fleet. The Anoka County Shop has beaten industry standards in both categories for the past several years. In 1995, Anoka County received an award from the National Association of Counties (NACo) for its innovation in fleet management and preventative maintenance.
So schedule that check-up with your doctor (and mechanic) if you haven't done so recently, follow my recommendations mentioned above, and you'll be running on all cylinders in no time!
To good health on the highways,
The Highway Doctor
71. Can You Say Electro-Magnetic Flux Field Ten Times Fast?
This issue’s inquisitive reader writes:
Dear Doctor:
As an avid reader, I was amazed that traffic signals actually work by sensing the cars on the roadway using “loop detectors” buried in the road. Cool stuff. But recently, the road that I take to work has been ripped up due to construction and traffic is being shifted around all the time, yet the signal is still working just fine. How can this be when the loop detectors are gone?
A. Little-Loopy
The Doctor’s diagnosis:
Dear Mr. Little-Loopy:
Well, first of all, thanks for being such an avid reader of my columns. It’s nice having appreciative readers. I hope I didn’t mislead any of my readers in thinking that loop detectors buried in the pavement are the only devices that help a signal detect traffic on the roadways. While they are the most prevalent devices in the industry for detecting traffic, there are several other types that use infrared, microwave and optical scanning systems that can also be utilized.
In construction zones where the existing pavement is removed and traffic shifts often, the microwave sensing system is frequently used. Just like in heart bypass surgery, the “afflicted” loop is no longer available to feed information to the “heart” of the signal system, the signal controller. New electrical connections are made to disconnect the pavement loops and reconnect the microwave systems to the controller. So where are these microwave detectors? Instead of burying these in the ground, they are hung on overhead span wires and point down at the traffic. You may have noticed these camera looking devices hanging on a temporary wire hung across the highway.
Here’s a “one-minute tutorial” on how these various systems work. As you learned in previous Highway Doctor articles, the standard loop detector measures the base electro-magnetic flux field of the earth above the pavement loop detector. As a vehicle passes over the loop, it changes the inductance in this field and an electrical “call” is made to the signal controller so it knows a vehicle is present.
An infrared detection is similar except that instead of measuring a change in the electro-magnetic flux field, it measures a change in heat. Optical scanners will measure a change in image.
A microwave detector is slightly different in that instead of measuring a change in the magnetic field, heat or image, it actually detects metal movement. I could go on to describe in detail how this works but I’ll save that for a future article. Just be assured though that you won’t be fried like a microwave oven by being under one!
These devices have the benefit of being able to be quickly adjusted to different traffic lane configurations. As you know, during a construction project, the traffic is moved several times in order to complete the project. The microwave detectors can be easily slid on the span wire to where the traffic is located.
So there you have it. By performing a little “open signal bypass surgery”, a traffic signal will continue to operate effectively even when the roadway is all ripped up.
To good health on the highways,
The Highway Doctor
Dear Doctor:
As an avid reader, I was amazed that traffic signals actually work by sensing the cars on the roadway using “loop detectors” buried in the road. Cool stuff. But recently, the road that I take to work has been ripped up due to construction and traffic is being shifted around all the time, yet the signal is still working just fine. How can this be when the loop detectors are gone?
A. Little-Loopy
The Doctor’s diagnosis:
Dear Mr. Little-Loopy:
Well, first of all, thanks for being such an avid reader of my columns. It’s nice having appreciative readers. I hope I didn’t mislead any of my readers in thinking that loop detectors buried in the pavement are the only devices that help a signal detect traffic on the roadways. While they are the most prevalent devices in the industry for detecting traffic, there are several other types that use infrared, microwave and optical scanning systems that can also be utilized.
In construction zones where the existing pavement is removed and traffic shifts often, the microwave sensing system is frequently used. Just like in heart bypass surgery, the “afflicted” loop is no longer available to feed information to the “heart” of the signal system, the signal controller. New electrical connections are made to disconnect the pavement loops and reconnect the microwave systems to the controller. So where are these microwave detectors? Instead of burying these in the ground, they are hung on overhead span wires and point down at the traffic. You may have noticed these camera looking devices hanging on a temporary wire hung across the highway.
Here’s a “one-minute tutorial” on how these various systems work. As you learned in previous Highway Doctor articles, the standard loop detector measures the base electro-magnetic flux field of the earth above the pavement loop detector. As a vehicle passes over the loop, it changes the inductance in this field and an electrical “call” is made to the signal controller so it knows a vehicle is present.
An infrared detection is similar except that instead of measuring a change in the electro-magnetic flux field, it measures a change in heat. Optical scanners will measure a change in image.
A microwave detector is slightly different in that instead of measuring a change in the magnetic field, heat or image, it actually detects metal movement. I could go on to describe in detail how this works but I’ll save that for a future article. Just be assured though that you won’t be fried like a microwave oven by being under one!
These devices have the benefit of being able to be quickly adjusted to different traffic lane configurations. As you know, during a construction project, the traffic is moved several times in order to complete the project. The microwave detectors can be easily slid on the span wire to where the traffic is located.
So there you have it. By performing a little “open signal bypass surgery”, a traffic signal will continue to operate effectively even when the roadway is all ripped up.
To good health on the highways,
The Highway Doctor
72. This Problem is a Real Brain Thumper
This issue's inquisitive reader writes:
Dear Doctor:
I recently moved from Japan and now I drive to downtown everyday from my home in Ramsey. While most of my commute is spent sitting on a congested Highway 10, when I finally am moving I can't stand that constant "thump thump thump" sound of my tires hitting the expansion joints. I'm looking forward to riding the Northstar Commuter Rail (like I did back in Tokyo) when it starts service soon, but will I hear and feel the "thump thump thump" of expansion joints on the railroad too?
Chu Chu Twa'yne
The Doctor's diagnosis:
Dear Mr. Twa'yne:
Hmmm.... the Highway Doctor can certainly explain what the expansion joints on the highway are for, but I have to admit that your question about the railroad is out of my specialty. However, I was able to contact my brother and colleague, The Railroad Doctor, to help answer your concern.
Older readers that may be used to rail travel in the past knew that a train journey was punctuated with a rhythmic sound as the train's wheels went over rail joints. Clicka-click-click. Clicka-click-click. Clicka-click-click; it was with you the whole time. Old time railroad tracks were made in about 60' lengths which were joined by bolted "fishplates" leaving a space for expansion (and causing the "clicka-click-click" sound.) Now, if you notice anything at all, you may hear a continuous swishing sound. This is because rail track is now welded in one continuous rail called "Continuous Welded Rail" or CWR for short. The normal 60’ pieces of rail are butt welded end to end in a factory in quarter-mile lengths. These quarter-mile long welded rails are then shipped on specially designed rail cars and driven out of the rail site. There, they are butt welded again, to form a CWR that can be miles long, thus eliminating the expansion joints and the "Clicka-click-click" too. There is a rail in France that is over 100 miles long!
I know what you're thinking now: if there are no expansion joints, what keeps the rail from buckling when the temperature rises? After all, there used to be an expansion joint every 60'. The answer simply is that the rail is not allowed to expand or contract. How do we do this? Before the track is laid, it is heated to well above the ambient air temperature and expanded. When the rail is expanded to the proper amount, it is then securely fastened down to heavy pre-stressed concrete sleepers which in turn are held by tons of ballast. Although the rail is constantly subjected to considerable internal stresses, it doesn't affect the geometry of the track. As it gets colder, the tension in the rail increases. As the temperature gets warmer the tension lessens, but still remains in tension. This way the rail can never bow or buckle.
So be rest assured that when the Northstar Commuter Rail is up and running soon, you'll not only be able to get downtown faster, but without that "thumping" headache!
To good health on the highways,
The Highway Doctor
Dear Doctor:
I recently moved from Japan and now I drive to downtown everyday from my home in Ramsey. While most of my commute is spent sitting on a congested Highway 10, when I finally am moving I can't stand that constant "thump thump thump" sound of my tires hitting the expansion joints. I'm looking forward to riding the Northstar Commuter Rail (like I did back in Tokyo) when it starts service soon, but will I hear and feel the "thump thump thump" of expansion joints on the railroad too?
Chu Chu Twa'yne
The Doctor's diagnosis:
Dear Mr. Twa'yne:
Hmmm.... the Highway Doctor can certainly explain what the expansion joints on the highway are for, but I have to admit that your question about the railroad is out of my specialty. However, I was able to contact my brother and colleague, The Railroad Doctor, to help answer your concern.
Older readers that may be used to rail travel in the past knew that a train journey was punctuated with a rhythmic sound as the train's wheels went over rail joints. Clicka-click-click. Clicka-click-click. Clicka-click-click; it was with you the whole time. Old time railroad tracks were made in about 60' lengths which were joined by bolted "fishplates" leaving a space for expansion (and causing the "clicka-click-click" sound.) Now, if you notice anything at all, you may hear a continuous swishing sound. This is because rail track is now welded in one continuous rail called "Continuous Welded Rail" or CWR for short. The normal 60’ pieces of rail are butt welded end to end in a factory in quarter-mile lengths. These quarter-mile long welded rails are then shipped on specially designed rail cars and driven out of the rail site. There, they are butt welded again, to form a CWR that can be miles long, thus eliminating the expansion joints and the "Clicka-click-click" too. There is a rail in France that is over 100 miles long!
I know what you're thinking now: if there are no expansion joints, what keeps the rail from buckling when the temperature rises? After all, there used to be an expansion joint every 60'. The answer simply is that the rail is not allowed to expand or contract. How do we do this? Before the track is laid, it is heated to well above the ambient air temperature and expanded. When the rail is expanded to the proper amount, it is then securely fastened down to heavy pre-stressed concrete sleepers which in turn are held by tons of ballast. Although the rail is constantly subjected to considerable internal stresses, it doesn't affect the geometry of the track. As it gets colder, the tension in the rail increases. As the temperature gets warmer the tension lessens, but still remains in tension. This way the rail can never bow or buckle.
So be rest assured that when the Northstar Commuter Rail is up and running soon, you'll not only be able to get downtown faster, but without that "thumping" headache!
To good health on the highways,
The Highway Doctor
73. Keep Your Eyes on the Road and Get Your Head Out of Your Apps!
This issue's inquisitive reader writes:
Dear Doctor:
Unfortunately, I was involved in a crash last winter. What happened was I was traveling down the highway behind a snowplow. I thought that I was leaving plenty of distance between my vehicle and the plowtruck, but all of a sudden, “WHAM” – I smashed into the back of the truck. I’m still not too sure how this could have happened. Do you have any insights on this problem?
Rea Render
The Doctor's diagnosis:
Dear Ms. Render:
Snowplow operators frequently face the hazardous task of clearing slippery, snow-covered roads to make them safe for travel. But in the process of clearing roads, plows can temporarily create even worse conditions for the drivers behind them. Under these low-contrast conditions, drivers often can see that a snowplow is ahead, but cannot tell how far away it is or even that they are approaching it. Some recent experiments also indicate that under low-contrast conditions, people perceive themselves to be traveling significantly slower than they actually are. To compensate, they speed up. Together, these issues constitute some of the most dangerous conditions drivers in Minnesota commonly experience and are why snowplows are so vulnerable to rear-end collisions.
Researchers now understand why: the visual mechanism that perceives motion is insensitive to color differences, and instead, it depends on brightness, or luminance contrast. Thus, in absence of luminance contrast, the ability to perceive motion disappears. Albert Yonas, with University of Minnesota Institute of Child Development, and Lee Zimmerman, with the University of Minnesota Duluth’s electrical and computer engineering department, have studied this phenomenon and are working to minimize its contribution to rear-end collisions with snowplows.
According to Yonas, two distinct problems must be tackled. First is the need to get drivers’ attention and let them know a snowplow is ahead. Second is the need to enable drivers to see that they are gaining on it, and how fast they are doing so. Until now, Yontas says, there has not been clear differentiation between these two issues.
This team has developed a set of recommendations for properly outfitting snowplows with lights that better enable drivers to see that they are approaching the plow.
“There must be a balance in the snowplow lighting and coloring to attract attention, yet not interfere with the ability to tell whether or not a driver is approaching it,” Zimmerman explained. “Our current experiments are getting us closer to finding that balance.”
Until we perfect the snowplow lighting and coloring, my best advice is to stay back from the plow – do not even try to drive into the snow cloud behind the truck either. By doing this, I’m sure that you’ll steer clear of any rear ender’s in the future.
To good health on the highways,
The Highway Doctor
Dear Doctor:
Unfortunately, I was involved in a crash last winter. What happened was I was traveling down the highway behind a snowplow. I thought that I was leaving plenty of distance between my vehicle and the plowtruck, but all of a sudden, “WHAM” – I smashed into the back of the truck. I’m still not too sure how this could have happened. Do you have any insights on this problem?
Rea Render
The Doctor's diagnosis:
Dear Ms. Render:
Snowplow operators frequently face the hazardous task of clearing slippery, snow-covered roads to make them safe for travel. But in the process of clearing roads, plows can temporarily create even worse conditions for the drivers behind them. Under these low-contrast conditions, drivers often can see that a snowplow is ahead, but cannot tell how far away it is or even that they are approaching it. Some recent experiments also indicate that under low-contrast conditions, people perceive themselves to be traveling significantly slower than they actually are. To compensate, they speed up. Together, these issues constitute some of the most dangerous conditions drivers in Minnesota commonly experience and are why snowplows are so vulnerable to rear-end collisions.
Researchers now understand why: the visual mechanism that perceives motion is insensitive to color differences, and instead, it depends on brightness, or luminance contrast. Thus, in absence of luminance contrast, the ability to perceive motion disappears. Albert Yonas, with University of Minnesota Institute of Child Development, and Lee Zimmerman, with the University of Minnesota Duluth’s electrical and computer engineering department, have studied this phenomenon and are working to minimize its contribution to rear-end collisions with snowplows.
According to Yonas, two distinct problems must be tackled. First is the need to get drivers’ attention and let them know a snowplow is ahead. Second is the need to enable drivers to see that they are gaining on it, and how fast they are doing so. Until now, Yontas says, there has not been clear differentiation between these two issues.
This team has developed a set of recommendations for properly outfitting snowplows with lights that better enable drivers to see that they are approaching the plow.
“There must be a balance in the snowplow lighting and coloring to attract attention, yet not interfere with the ability to tell whether or not a driver is approaching it,” Zimmerman explained. “Our current experiments are getting us closer to finding that balance.”
Until we perfect the snowplow lighting and coloring, my best advice is to stay back from the plow – do not even try to drive into the snow cloud behind the truck either. By doing this, I’m sure that you’ll steer clear of any rear ender’s in the future.
To good health on the highways,
The Highway Doctor
74. Does Salt Make This Taste Any Better?
This issue's inquisitive reader writes . .
Dear Doctor:
I know that this wimpy weather has been pretty easy to live with, but you must really be laughing all the way to the bank. How about a little tax rebate for all that money you’re saving on road salt this winter?
Sol T. Rhodes
The Doctor's Diagnosis:
Dear Mr. Rhodes:
I have to admit, I am really enjoying this mild winter so far. In my business “snow” is a 4-letter word. All it does is cause problems and costs money. But is this mild winter really keeping the budget intact? The jury’s still out. Let me explain.
Because our budget is calendar year based (January to December), a single budget must cover two different winters. For example, the highway department’s budget for 2006 had to cover the two winter periods of January to April and October to December. So even though this past October, November and December were relatively snow free, the ‘06 budget also had to pay for last January through April’s snow and ice season. Do you remember how good or bad that was? I didn’t think so.
Here’s another factor. How much salt we BUY in any one year is also dependent on how much salt we already have in inventory. So even if we have a snowy winter and USE a lot of salt, we may not need to BUY that much salt if we already have plenty in inventory.
Think about this one too. Salt contracts come out in the spring and we can have the option of buying salt over two budget years. Depending on current market prices, we buy our maximum allowance in one year if the new contract price goes up and fill our salt sheds to take advantage of current low rates. If we take delivery in the summer, we can even get better rates. Because our salt sheds only can hold about half of what we use over a typical winter, we really are playing the commodities game. So in fact, sometimes we order more salt in the late summer when its not even snowing than we will in the winter if it’s a mild one. Likewise, we may hold off buying salt in December if we’re out of that year’s salt budget and buy in January with a new budget even though the salt barns are perilously low. Given the fact that we use around 21,000 tons of salt each winter, we’re really talking about some serous coin here. Talk about stress!
Finally, keep in mind that salt usage is not necessarily determined by how much it snows, but how often it snows. We will use more salt treating 30, 1” snow events (30 inches total) than we will on 15,3” snow events (45 inch total). Freezing rains are the most expensive events and these don’t even show up on the snow depth charts at all!
So do you really think you’re going to get the rebate you asked about?
To good health on the highways,
The Highway Doctor
Dear Doctor:
I know that this wimpy weather has been pretty easy to live with, but you must really be laughing all the way to the bank. How about a little tax rebate for all that money you’re saving on road salt this winter?
Sol T. Rhodes
The Doctor's Diagnosis:
Dear Mr. Rhodes:
I have to admit, I am really enjoying this mild winter so far. In my business “snow” is a 4-letter word. All it does is cause problems and costs money. But is this mild winter really keeping the budget intact? The jury’s still out. Let me explain.
Because our budget is calendar year based (January to December), a single budget must cover two different winters. For example, the highway department’s budget for 2006 had to cover the two winter periods of January to April and October to December. So even though this past October, November and December were relatively snow free, the ‘06 budget also had to pay for last January through April’s snow and ice season. Do you remember how good or bad that was? I didn’t think so.
Here’s another factor. How much salt we BUY in any one year is also dependent on how much salt we already have in inventory. So even if we have a snowy winter and USE a lot of salt, we may not need to BUY that much salt if we already have plenty in inventory.
Think about this one too. Salt contracts come out in the spring and we can have the option of buying salt over two budget years. Depending on current market prices, we buy our maximum allowance in one year if the new contract price goes up and fill our salt sheds to take advantage of current low rates. If we take delivery in the summer, we can even get better rates. Because our salt sheds only can hold about half of what we use over a typical winter, we really are playing the commodities game. So in fact, sometimes we order more salt in the late summer when its not even snowing than we will in the winter if it’s a mild one. Likewise, we may hold off buying salt in December if we’re out of that year’s salt budget and buy in January with a new budget even though the salt barns are perilously low. Given the fact that we use around 21,000 tons of salt each winter, we’re really talking about some serous coin here. Talk about stress!
Finally, keep in mind that salt usage is not necessarily determined by how much it snows, but how often it snows. We will use more salt treating 30, 1” snow events (30 inches total) than we will on 15,3” snow events (45 inch total). Freezing rains are the most expensive events and these don’t even show up on the snow depth charts at all!
So do you really think you’re going to get the rebate you asked about?
To good health on the highways,
The Highway Doctor
75. Simple as A-B-C!
This issue’s inquisitive reader writes:
Dear Doctor:
Boy, am I steamed at government wasting my hard earned dollars again. I heard that the county didn’t award the Hanson / Highway 10 contract to the lowest bidder last week. Something about “A” plus “B” equals “C” something. Don’t you know that you’re supposed to add numbers not letters!! And closing the bridge is going to kill my local business too! How much can a person take!?
I wanna know!
Al FaBett
The Doctor’s diagnosis:
Dear Mr. FaBett:
I feel your pain! Our aging infrastructure and high traffic volumes leads to a recipe for disaster. Add in the very explosive construction cost inflation factors we’ve been seeing and our highway improvement projects can be not only a public relations nightmare, but also a budgetary nightmare as well. All this being said, your local officials at Anoka County are looking for better ways to mitigate the impacts of construction to the public.
From the budget side of the equation, closing a road to allow for construction will get the lowest construction costs. However, this also may have the highest impact to local businesses, schools, public safety and homeowners. But only allowing a road to be closed for a very short time, while good for the traveling public, may have adverse cost implications and jeopardize the entire project.
This is where “A + B” Bidding can be the best of both worlds. This is a “Cost plus Time” bidding method where both factors are considered in making an award to a construction bid.
Under the A + B method, each submitted bid has two components
Bid days are multiplied by a road user cost, furnished by the owner, and added to the “A” component to obtain the total bid:
A + (B x road user cost per day) = total bid
The formula only determines the lowest bid for award and not the payment to the contractor. A + B can be an effective technique to reduce delays for critical projects with high road use.
In the case of the Hanson / Highway 10 project, while we awarded the project to the contractor with the 2nd lowest construction cost total, he also bid the project to be completed 35 “working” days ahead of the lowest bidder. In this case, cutting almost 2 months off the duration of the bridge closure for an approximately $30,000 increase in cost is well worth it.
This contract also incorporates a disincentive provision assessing road user costs to discourage contractors from exceeding the time bid (in our case $10,000 per day with no maximum). Our contract does also include an incentive provision to reward contractors if work is completed in fewer days than bid (up to a maximum of $100,000).
So there you have it, the “A, B, C’s” of “A + B” bidding. Almost as easy as 1-2-3 or do-re-mi don’t you think!?
To good health on the highways,
The Highway Doctor
Dear Doctor:
Boy, am I steamed at government wasting my hard earned dollars again. I heard that the county didn’t award the Hanson / Highway 10 contract to the lowest bidder last week. Something about “A” plus “B” equals “C” something. Don’t you know that you’re supposed to add numbers not letters!! And closing the bridge is going to kill my local business too! How much can a person take!?
I wanna know!
Al FaBett
The Doctor’s diagnosis:
Dear Mr. FaBett:
I feel your pain! Our aging infrastructure and high traffic volumes leads to a recipe for disaster. Add in the very explosive construction cost inflation factors we’ve been seeing and our highway improvement projects can be not only a public relations nightmare, but also a budgetary nightmare as well. All this being said, your local officials at Anoka County are looking for better ways to mitigate the impacts of construction to the public.
From the budget side of the equation, closing a road to allow for construction will get the lowest construction costs. However, this also may have the highest impact to local businesses, schools, public safety and homeowners. But only allowing a road to be closed for a very short time, while good for the traveling public, may have adverse cost implications and jeopardize the entire project.
This is where “A + B” Bidding can be the best of both worlds. This is a “Cost plus Time” bidding method where both factors are considered in making an award to a construction bid.
Under the A + B method, each submitted bid has two components
- A - dollar amount for contract items
- B - days required to complete project
Bid days are multiplied by a road user cost, furnished by the owner, and added to the “A” component to obtain the total bid:
A + (B x road user cost per day) = total bid
The formula only determines the lowest bid for award and not the payment to the contractor. A + B can be an effective technique to reduce delays for critical projects with high road use.
In the case of the Hanson / Highway 10 project, while we awarded the project to the contractor with the 2nd lowest construction cost total, he also bid the project to be completed 35 “working” days ahead of the lowest bidder. In this case, cutting almost 2 months off the duration of the bridge closure for an approximately $30,000 increase in cost is well worth it.
This contract also incorporates a disincentive provision assessing road user costs to discourage contractors from exceeding the time bid (in our case $10,000 per day with no maximum). Our contract does also include an incentive provision to reward contractors if work is completed in fewer days than bid (up to a maximum of $100,000).
So there you have it, the “A, B, C’s” of “A + B” bidding. Almost as easy as 1-2-3 or do-re-mi don’t you think!?
To good health on the highways,
The Highway Doctor
76. Read Between the Lines!
This issues inquisitive reader writes…
Dear Doctor:
We are loyal readers of yours and hope you can help. My friend and I were driving by the Hanson Boulevard bridge project on Highway 10 the other day and we noticed several of the workers giving weird hand signals. I teach signing for the deaf, but didn’t recognize these gestures. Can you please enlighten us?
Frieda Hands, Zoë Cantalk
The Doctor’s diagnosis…
Dear Ms. Hands and Ms. Cantalk:
I love it when my readers are so observant – what a great question! I’ll bet there was a crane on the site and it was being used in the bridge demolition, erection and/or pile driving because a crane operator should always move loads according to the established code of signals, and use a signaler. Hand signals are preferred and commonly used unless they cannot see the load or the place where the load will be placed safely and reasonably. If there is any question on your ability to see the signal man or the load, another signal person but preferably a radio should be used. I’m sure that what you two saw that day were these crane operator hand signals. On the previous page of this newsletter, please see the different types of crane operator hand signals.
Who can give the hand signals or who can be a signaler?
What should you do when in charge of signaling?
While I love it when my readers are so observant, I hope you were paying close attention to the road while you were driving! Otherwise, you may get another hand gesture (that I’m sure you’ll recognize) that isn’t so polite!
To good health on the highways,
The Highway Doctor
Dear Doctor:
We are loyal readers of yours and hope you can help. My friend and I were driving by the Hanson Boulevard bridge project on Highway 10 the other day and we noticed several of the workers giving weird hand signals. I teach signing for the deaf, but didn’t recognize these gestures. Can you please enlighten us?
Frieda Hands, Zoë Cantalk
The Doctor’s diagnosis…
Dear Ms. Hands and Ms. Cantalk:
I love it when my readers are so observant – what a great question! I’ll bet there was a crane on the site and it was being used in the bridge demolition, erection and/or pile driving because a crane operator should always move loads according to the established code of signals, and use a signaler. Hand signals are preferred and commonly used unless they cannot see the load or the place where the load will be placed safely and reasonably. If there is any question on your ability to see the signal man or the load, another signal person but preferably a radio should be used. I’m sure that what you two saw that day were these crane operator hand signals. On the previous page of this newsletter, please see the different types of crane operator hand signals.
Who can give the hand signals or who can be a signaler?
- A person must be qualified to give crane signals to the operator.
- There should only be one designated signaler at a time, unless one cannot see another, however;
- A crane operator must obey STOP signals no matter who gives it.
What should you do when in charge of signaling?
- Be in clear view of the crane operator; be aware of the standard signals for operators.
- Have a clear view of the load and equipment.
- Never direct a load over another person.
- Hold your hands away from your body so that an operator can clearly see them.
- If you are in the direction of the sun, hold your hands to the side of your body out of the shadow.
- Do not give more signals than the operator can perform at one time.
While I love it when my readers are so observant, I hope you were paying close attention to the road while you were driving! Otherwise, you may get another hand gesture (that I’m sure you’ll recognize) that isn’t so polite!
To good health on the highways,
The Highway Doctor
77. This Article is "Just in Time"!
This issue’s inquisitive reader writes:
Dear Doctor:
I keep hearing people say over and over, “time is money.” You seem pretty smart - so what are these people really talking about?
Penny Foyer-Thotts
The Doctor’s diagnosis:
Dear Ms. Foyer-Thotts:
I’m sure you would be able to get very good answers, albeit slightly different perspectives, on this question from your financial advisor, medical doctor or tax attorney. But since I’m the Highway Doctor, let me tell you how time equals money from a highway perspective.
Highway Construction Cost Inflation: We have seen double-digit inflation on highway construction items such as steel, concrete and asphalt over the last half decade. At 12% inflation, the cost of a highway project doubles in a little over six years due to the compounding affect of money over time.
“Just in Time” Manufacturing: Businesses can no longer afford excessive inventories of products sitting on the shelf. They want to purchase products when they need them and ship out orders as soon as the product is produced. This “just in time” business model is highly dependent on a well functioning transportation system. If a manufacturing line is being held up because a part is stuck in traffic across town, businesses lose money. If you can’t get your product in your customer’s hands soon enough, someone else will.
Snow Flake Meltdowns: When can snow make things melt? When your employees can’t get to work because of inclement weather. Many commuters don’t have any other option to get to work other than driving their car. That is why having an integrated, dependable transit system, especially rail transit, is so important, especially in our snowy climate. All it takes is one crash, one snow storm, one (fill in the blank) to cause your employees to be late for work or that important meeting. Not only will the business suffer when employees are no shows, but employees themselves become stressed out and frustrated.
Daycare Deadlines: For all of you that have daycare needs, I know you’re all to familiar with this one. If you’re late - you pay. How much does 15 minutes cost you?
Congestion Tax: Congested highways cost the average Twin Cities commuter over $600/year in wasted gas and car maintenance. Implementing a 10-cent gas tax to resolve this congestion (and the Construction Cost Inflation, and the Just-in-Time manufacturing dilemma, and the Snow Flake Meltdown, and the Daycare Deadline) would cost the average commuter only $85/year.
For those thinking about your own financial security, let me demonstrate the concept of time is money this way. What would you rather have: 1.) $2,000/day for a month, or 2.) 1 penny, but your money doubles every day for a month? If you chose Option 1 you would end up with $2,000 x 30 days = $60,000. Not bad. But if you chose 1-cent and doubled your money every day for 30 days, you would end up with $5,368,708.80. Wow!!! This is the power of doubling - the more times you can “double” your money, the faster it grows. Conversely, this is the problem we are facing in the construction cost example above - the longer we wait to finance our construction projects, the more doubling of costs the projects get. The result is that our kids won’t be able to pay for the projects that we could reasonably afford to do today!
OK, the Doctor doesn’t like to finish on such a depressing thought, so let me switch to a more positive aspect of time and money. This is especially valuable for our young, new employees. If you as a 22-year old invest $100 a month for six years, you would have invested $7,200 (less than one Starbucks coffee a day). If after this investment you STOP making payments and earned a solid 12% annual yield on your investment, you would have $1,717,110.50 for you to enjoy in your retirement 50 years later. This is because your $7,200 investment “doubled” 8 times.
So here’s your prescription for a better quality of life: First, call the Governor and tell him to support a comprehensive transportation funding plan now so our kids won’t be stuck with an insurmountable problem. And secondly, call the Human Resource office and get started on a deferred comp savings plan today.
After all, time (and money) is a terrible thing to waste!
To good health on the highways,
The Highway Doctor
Dear Doctor:
I keep hearing people say over and over, “time is money.” You seem pretty smart - so what are these people really talking about?
Penny Foyer-Thotts
The Doctor’s diagnosis:
Dear Ms. Foyer-Thotts:
I’m sure you would be able to get very good answers, albeit slightly different perspectives, on this question from your financial advisor, medical doctor or tax attorney. But since I’m the Highway Doctor, let me tell you how time equals money from a highway perspective.
Highway Construction Cost Inflation: We have seen double-digit inflation on highway construction items such as steel, concrete and asphalt over the last half decade. At 12% inflation, the cost of a highway project doubles in a little over six years due to the compounding affect of money over time.
“Just in Time” Manufacturing: Businesses can no longer afford excessive inventories of products sitting on the shelf. They want to purchase products when they need them and ship out orders as soon as the product is produced. This “just in time” business model is highly dependent on a well functioning transportation system. If a manufacturing line is being held up because a part is stuck in traffic across town, businesses lose money. If you can’t get your product in your customer’s hands soon enough, someone else will.
Snow Flake Meltdowns: When can snow make things melt? When your employees can’t get to work because of inclement weather. Many commuters don’t have any other option to get to work other than driving their car. That is why having an integrated, dependable transit system, especially rail transit, is so important, especially in our snowy climate. All it takes is one crash, one snow storm, one (fill in the blank) to cause your employees to be late for work or that important meeting. Not only will the business suffer when employees are no shows, but employees themselves become stressed out and frustrated.
Daycare Deadlines: For all of you that have daycare needs, I know you’re all to familiar with this one. If you’re late - you pay. How much does 15 minutes cost you?
Congestion Tax: Congested highways cost the average Twin Cities commuter over $600/year in wasted gas and car maintenance. Implementing a 10-cent gas tax to resolve this congestion (and the Construction Cost Inflation, and the Just-in-Time manufacturing dilemma, and the Snow Flake Meltdown, and the Daycare Deadline) would cost the average commuter only $85/year.
For those thinking about your own financial security, let me demonstrate the concept of time is money this way. What would you rather have: 1.) $2,000/day for a month, or 2.) 1 penny, but your money doubles every day for a month? If you chose Option 1 you would end up with $2,000 x 30 days = $60,000. Not bad. But if you chose 1-cent and doubled your money every day for 30 days, you would end up with $5,368,708.80. Wow!!! This is the power of doubling - the more times you can “double” your money, the faster it grows. Conversely, this is the problem we are facing in the construction cost example above - the longer we wait to finance our construction projects, the more doubling of costs the projects get. The result is that our kids won’t be able to pay for the projects that we could reasonably afford to do today!
OK, the Doctor doesn’t like to finish on such a depressing thought, so let me switch to a more positive aspect of time and money. This is especially valuable for our young, new employees. If you as a 22-year old invest $100 a month for six years, you would have invested $7,200 (less than one Starbucks coffee a day). If after this investment you STOP making payments and earned a solid 12% annual yield on your investment, you would have $1,717,110.50 for you to enjoy in your retirement 50 years later. This is because your $7,200 investment “doubled” 8 times.
So here’s your prescription for a better quality of life: First, call the Governor and tell him to support a comprehensive transportation funding plan now so our kids won’t be stuck with an insurmountable problem. And secondly, call the Human Resource office and get started on a deferred comp savings plan today.
After all, time (and money) is a terrible thing to waste!
To good health on the highways,
The Highway Doctor
78. It's OK to Ask!
This issue’s inquisitive reader writes:
Dear Doctor:
I have to admit that when I drive around town, I’m not very good with directions at all. My “internal compass” goes completely berserk – I don’t know which direction I’m even going. Since I’m a guy, stopping and asking for directions is completely out of the question. Do you have any suggestions for me so I know which direction I’m going?
Easton West
The Doctor’s Diagnosis:
Dear Mr. West:
Oooh, this is a tough one. A simple suggestion may be for you to get an in-car navigation system, but the Highway Doctor is strongly opposed to devices that cause a distraction or require drivers to take their eyes off the road.
But here’s a rule of thumb that may help out. On the U.S. and Interstate Highway Systems, the route number can give you a clue as to which direction you are traveling. On these routes “even” numbered routes go east and west, “odd” numbered routes go north and south. For example, Highway 10 and Interstate 94 are even numbered routes and go east and west. Highway 169 and Interstate 35 are odd numbered routes and go north and south. The route markers on these highways will also have a direction specific plaque on them so you will know precisely which direction you are traveling.
The U.S. Highway System began their numbering in the northern and eastern United States and went south and west. The Interstate system did the total opposite, beginning there numbering in the south and west United States and going north and east. This is why Minnesota has a U.S. 10 and an Interstate 90 (both east-west routes). This numbering worked out for the most part, but was particularly difficult in the central part of the country where the numbering overlapped. No state is allowed to carry a U.S. rouite with the same number as an Interstate route. This is one of the reasons there is no Interstate “50” in the United States.
I wish I could say that the Anoka County Highway System was also numbered in this manner. It is for the most part (CSAH’s 7, 9 and 17 are major north-south routes, and CSAH’s 14 and 22 are major east-west routes), but there are some notable exceptions (CSAH 78 (Hanson Boulevard) is north-south and CSAH 1 (Coon Rapids Blvd.) is primarily east-west). However, our route markers also have directional plaques on them.
I hope this helps at least a little bit. Before you set out to a new destination, plot your course on a new highway map. As the Doorknob said to Alice in Wonderland, “Read the directions and directly you will be directed in the right direction!”
To good health on the highway,
The Highway Doctor
Dear Doctor:
I have to admit that when I drive around town, I’m not very good with directions at all. My “internal compass” goes completely berserk – I don’t know which direction I’m even going. Since I’m a guy, stopping and asking for directions is completely out of the question. Do you have any suggestions for me so I know which direction I’m going?
Easton West
The Doctor’s Diagnosis:
Dear Mr. West:
Oooh, this is a tough one. A simple suggestion may be for you to get an in-car navigation system, but the Highway Doctor is strongly opposed to devices that cause a distraction or require drivers to take their eyes off the road.
But here’s a rule of thumb that may help out. On the U.S. and Interstate Highway Systems, the route number can give you a clue as to which direction you are traveling. On these routes “even” numbered routes go east and west, “odd” numbered routes go north and south. For example, Highway 10 and Interstate 94 are even numbered routes and go east and west. Highway 169 and Interstate 35 are odd numbered routes and go north and south. The route markers on these highways will also have a direction specific plaque on them so you will know precisely which direction you are traveling.
The U.S. Highway System began their numbering in the northern and eastern United States and went south and west. The Interstate system did the total opposite, beginning there numbering in the south and west United States and going north and east. This is why Minnesota has a U.S. 10 and an Interstate 90 (both east-west routes). This numbering worked out for the most part, but was particularly difficult in the central part of the country where the numbering overlapped. No state is allowed to carry a U.S. rouite with the same number as an Interstate route. This is one of the reasons there is no Interstate “50” in the United States.
I wish I could say that the Anoka County Highway System was also numbered in this manner. It is for the most part (CSAH’s 7, 9 and 17 are major north-south routes, and CSAH’s 14 and 22 are major east-west routes), but there are some notable exceptions (CSAH 78 (Hanson Boulevard) is north-south and CSAH 1 (Coon Rapids Blvd.) is primarily east-west). However, our route markers also have directional plaques on them.
I hope this helps at least a little bit. Before you set out to a new destination, plot your course on a new highway map. As the Doorknob said to Alice in Wonderland, “Read the directions and directly you will be directed in the right direction!”
To good health on the highway,
The Highway Doctor
79. Don't Have a Fit Over This Issue
This issue’s inquisitive reader writes:
Dear Doctor:
Ever since the tragic collapse of the I-35W bridge in Minneapolis, I have a very high state of anxiety crossing any bridge, especially when I hear that so many bridges out there are classified as “structurally deficient” or “functionally obsolete”. I do most of my driving in Anoka County; please tell me that everything is OK on the County Highway System.
Arch Bridges
The Doctor’s diagnosis:
Dear Mr. Bridges:
You have every right to be concerned. Nationally, investment in public transportation infrastructure is not keeping up with need to replace or repair deficient bridges. I am pleased to report though that Anoka County has maintained our bridge infrastructure very appropriately. Anoka County has 55 bridges on its County State Aid Highway (CSAH) and County Road (CR) systems. These bridges are inspected on an annual or semi-annual basis depending on condition. In addition, Anoka County performs inspections for two city bridges, four township bridges, two parks bridges and three private bridges crossing county highways for a total of 66 bridges in our bridge inventory. The Federal Highway Administration (FHWA) National Bridge Inspection Standards (NBIS) require states to annually report condition ratings for all bridges in their states to the Federal Highway Administration (FHWA). Anoka County inspects its bridges under our jurisdiction using inspectors certified by MnDOT. That information is forwarded to MnDOT’s Bridge Office where it is compiled and forwarded to the FHWA. The FHWA uses that data to determine which bridges are Structurally Deficient and Functionally Obsolete.
Anoka County’s bridges generally have high Sufficiency Ratings. The Sufficiency Rating (SR) is a formula contained in the December 1995 Edition of the “Recording and Coding Guide for the Structure Inventory and Appraisal of the Nation’s Bridges. The result is a number between 0 and 100, where 0 is extremely poor, and 100 is excellent. It is based on 3 parts: 55% Structural Condition, 30% Bridge Geometry, and 15% Traffic Considerations. A bridge with an SR of 80 or less is eligible for federal rehabilitation funds. A bridge with an SR of less than 50 is eligible for federal replacement funds.
Bridge ratings for bridges in our county are summarized as follows:
Rating No. of Structures
90+ 44
80-89 13
70-79 3
60-69 3
50-59 1
<50 2
Anoka County has three bridges that qualify for replacement using federal funds (SR 50 or less). All of these bridges are classified as Structurally Deficient. The condition of different parts of the bridge is rated on a scale of 1 to 9 (7, 8, and 9 are good, 6 is satisfactory, 5 is fair, 4 is poor, 3 is serious, 2 is critical and 1 is closed). A structurally deficient bridge is one for which the deck (roadway), the superstructure (beams, trusses), or the substructures (piers, abutments) are rated in condition 4 or less. Under these criteria, Anoka County has three bridges above the 50 SR but still identified as structurally deficient. A listing of these bridges is noted below:
Bridge No. Route Crossing Suff. Rating Notes
02527 CSAH 14 Rice Creek 50.4 Being replaced fall 2007
2195 CSAH 26 Cedar Creek 69.3 30’ span, poor deck
90733 CR 77 Sunrise River 48.8 28’ span timber
90734 CSAH 21 Hardwood Creek 44.6 Timber Box Culvert
92730 CSAH 24 Cedar Creek 62.7 Timber Box Culvert
R0319 Burns 1195 Ford Brook 67.8 Steel Pipe Culvert
Upon our most recent inspections, none of these bridges pose a significant threat to public safety at this time.
Anoka County does not have any structures that are classified as Functionally Obsolete. This is an indicator of the bridge’s ability to carry its traffic volume. The width and under clearance (if applicable) of the bridge is compared to standards for the amount of traffic it carries. It’s rated on a scale of 0 to 9 (7, 8, and 9 are good, 6 is satisfactory, 5 is fair, 4 is poor, 3 is serious, 2 is critical and 0 is closed). A Functionally Obsolete bridge is one for which the width or under clearance is rated in condition 3 or less.
I hope that this information helps make you more relaxed and comfortable driving over our bridges. Please be assured that there are very professional people keeping an eye on all of our structures. As the Anoka County Highway slogan goes, “Our Passion is Your Safe Way Home.”
To good health on the highways,
The Highway Doctor
Dear Doctor:
Ever since the tragic collapse of the I-35W bridge in Minneapolis, I have a very high state of anxiety crossing any bridge, especially when I hear that so many bridges out there are classified as “structurally deficient” or “functionally obsolete”. I do most of my driving in Anoka County; please tell me that everything is OK on the County Highway System.
Arch Bridges
The Doctor’s diagnosis:
Dear Mr. Bridges:
You have every right to be concerned. Nationally, investment in public transportation infrastructure is not keeping up with need to replace or repair deficient bridges. I am pleased to report though that Anoka County has maintained our bridge infrastructure very appropriately. Anoka County has 55 bridges on its County State Aid Highway (CSAH) and County Road (CR) systems. These bridges are inspected on an annual or semi-annual basis depending on condition. In addition, Anoka County performs inspections for two city bridges, four township bridges, two parks bridges and three private bridges crossing county highways for a total of 66 bridges in our bridge inventory. The Federal Highway Administration (FHWA) National Bridge Inspection Standards (NBIS) require states to annually report condition ratings for all bridges in their states to the Federal Highway Administration (FHWA). Anoka County inspects its bridges under our jurisdiction using inspectors certified by MnDOT. That information is forwarded to MnDOT’s Bridge Office where it is compiled and forwarded to the FHWA. The FHWA uses that data to determine which bridges are Structurally Deficient and Functionally Obsolete.
Anoka County’s bridges generally have high Sufficiency Ratings. The Sufficiency Rating (SR) is a formula contained in the December 1995 Edition of the “Recording and Coding Guide for the Structure Inventory and Appraisal of the Nation’s Bridges. The result is a number between 0 and 100, where 0 is extremely poor, and 100 is excellent. It is based on 3 parts: 55% Structural Condition, 30% Bridge Geometry, and 15% Traffic Considerations. A bridge with an SR of 80 or less is eligible for federal rehabilitation funds. A bridge with an SR of less than 50 is eligible for federal replacement funds.
Bridge ratings for bridges in our county are summarized as follows:
Rating No. of Structures
90+ 44
80-89 13
70-79 3
60-69 3
50-59 1
<50 2
Anoka County has three bridges that qualify for replacement using federal funds (SR 50 or less). All of these bridges are classified as Structurally Deficient. The condition of different parts of the bridge is rated on a scale of 1 to 9 (7, 8, and 9 are good, 6 is satisfactory, 5 is fair, 4 is poor, 3 is serious, 2 is critical and 1 is closed). A structurally deficient bridge is one for which the deck (roadway), the superstructure (beams, trusses), or the substructures (piers, abutments) are rated in condition 4 or less. Under these criteria, Anoka County has three bridges above the 50 SR but still identified as structurally deficient. A listing of these bridges is noted below:
Bridge No. Route Crossing Suff. Rating Notes
02527 CSAH 14 Rice Creek 50.4 Being replaced fall 2007
2195 CSAH 26 Cedar Creek 69.3 30’ span, poor deck
90733 CR 77 Sunrise River 48.8 28’ span timber
90734 CSAH 21 Hardwood Creek 44.6 Timber Box Culvert
92730 CSAH 24 Cedar Creek 62.7 Timber Box Culvert
R0319 Burns 1195 Ford Brook 67.8 Steel Pipe Culvert
Upon our most recent inspections, none of these bridges pose a significant threat to public safety at this time.
Anoka County does not have any structures that are classified as Functionally Obsolete. This is an indicator of the bridge’s ability to carry its traffic volume. The width and under clearance (if applicable) of the bridge is compared to standards for the amount of traffic it carries. It’s rated on a scale of 0 to 9 (7, 8, and 9 are good, 6 is satisfactory, 5 is fair, 4 is poor, 3 is serious, 2 is critical and 0 is closed). A Functionally Obsolete bridge is one for which the width or under clearance is rated in condition 3 or less.
I hope that this information helps make you more relaxed and comfortable driving over our bridges. Please be assured that there are very professional people keeping an eye on all of our structures. As the Anoka County Highway slogan goes, “Our Passion is Your Safe Way Home.”
To good health on the highways,
The Highway Doctor
80. That Belt Sure Looks Good On You!
This issues inquisitive reader writes…
Dear Doctor:
I read about all of these crashes on our highways and I am very concerned about the health and safety my family and me. Is there any way to help protect them from becoming yet another tragedy?
Buck L. Upp
The Doctor’s diagnosis…
Dear Mr. Upp:
Last year in Minnesota, 373 vehicle occupants were killed in crashes and over have – 194 - were not buckled up. The Department of Public Safety (DPS) estimates half of those killed could have survived had they been wearing seatbelts. Minnesota’s seatbelt use rate is 83 percent. Belt use among young motorists – those over-represented in crashes, especially in Anoka County – is 74 percent. Pickup truck drivers have the lowest belt use among all vehicle types.
To get people to change behavior and buckle up, Minnesota Statute 169.686 made NOT wearing a seatbelt a violation of traffic law. Here are some details about this law:
This law is a minimum safety standard and does not reflect best practices. All vehicle occupants should buckle up regardless of seating position. Analysis of federal crash data found that when rear passengers sitting directly behind the driver skip the seat belt, they triple their odds of dying in a head-on crash and double the odds that the driver will be killed. For children under 80 pounds to properly be secured in a vehicle, they should sit in an appropriate child safety seat (or booster seat). In addition, children under the age of 13 should sit in the rear of a vehicle.
Violations of the seat belt law do not go onto a driver's driving record. Fines collected from violations of this law go into a dedicated account that goes mostly to the emergency medical service districts.
The seat belt law is the only traffic law in Minnesota that is "secondary" in nature. Upgrading the law to standard enforcement could annually save even more lives and prevent many injuries.
I think you can figure out what my diagnosis is going to be to your question, but just in case you’re still unclear here’s my sternest advice: Always wear your seat belt!
To good health on the highways,
The Highway Doctor
Dear Doctor:
I read about all of these crashes on our highways and I am very concerned about the health and safety my family and me. Is there any way to help protect them from becoming yet another tragedy?
Buck L. Upp
The Doctor’s diagnosis…
Dear Mr. Upp:
Last year in Minnesota, 373 vehicle occupants were killed in crashes and over have – 194 - were not buckled up. The Department of Public Safety (DPS) estimates half of those killed could have survived had they been wearing seatbelts. Minnesota’s seatbelt use rate is 83 percent. Belt use among young motorists – those over-represented in crashes, especially in Anoka County – is 74 percent. Pickup truck drivers have the lowest belt use among all vehicle types.
To get people to change behavior and buckle up, Minnesota Statute 169.686 made NOT wearing a seatbelt a violation of traffic law. Here are some details about this law:
- Applies to all front-seat occupants and all children under the age of 11 years regardless of position
- Children over three and under 11 must be in a safety seat or seat belt (driver is responsible)
- Belts must be used properly (lap belt snug over lap, not abdomen; strap across shoulder, not under arm)
- Belts must be present as produced by manufacturer
- Driver or passengers 15 years or older are subject to a $25 fine and may be cited separately
- Driver must be stopped or detained for a moving violation before a citation can be issued.
- Driver may not be ticketed for a violation by a front-seat passenger over 11 and under 15 if the passenger is not the driver’s child
- A driver under 18 with an instruction permit or a provisional license must have every occupant under 18 in a seat belt or child passenger restraint system
This law is a minimum safety standard and does not reflect best practices. All vehicle occupants should buckle up regardless of seating position. Analysis of federal crash data found that when rear passengers sitting directly behind the driver skip the seat belt, they triple their odds of dying in a head-on crash and double the odds that the driver will be killed. For children under 80 pounds to properly be secured in a vehicle, they should sit in an appropriate child safety seat (or booster seat). In addition, children under the age of 13 should sit in the rear of a vehicle.
Violations of the seat belt law do not go onto a driver's driving record. Fines collected from violations of this law go into a dedicated account that goes mostly to the emergency medical service districts.
The seat belt law is the only traffic law in Minnesota that is "secondary" in nature. Upgrading the law to standard enforcement could annually save even more lives and prevent many injuries.
I think you can figure out what my diagnosis is going to be to your question, but just in case you’re still unclear here’s my sternest advice: Always wear your seat belt!
To good health on the highways,
The Highway Doctor
81. Seeing is Believing
This issues inquisitive reader writes:
Dear Doctor:
I am getting up in years and find that I am having a harder time seeing while I drive, especially at night. I’ve been told to eat more carrots, but I would like a second opinion. Does a carrot a day keep the night driving hazards away?
Cara Teeter
The Doctor’s diagnosis:
Dear Ms. Teeter:
Various sources do say that the beta carotene in carrots can help a person see better in dim light. But still, traffic death rates are three times greater at night than during the day, according to the National Safety Council. Yet many of us are unaware of night driving's special hazards or don't know effective ways to deal with them. Driving at night is more of a challenge than many people think. It's also more dangerous. Why is night driving so dangerous? One obvious answer is darkness. Ninety percent of a driver's reaction depends on vision, and vision is severely limited at night. Depth perception, color recognition, and peripheral vision are compromised after sundown. Older drivers have even greater difficulties seeing at night. A 50-year-old driver may need twice as much light to see as well as a 30-year old. Another factor adding danger to night driving is fatigue. Drowsiness makes driving more difficult by dulling concentration and slowing reaction time. Alcohol is a leading factor in fatal traffic crashes, playing a part in about half of all motor vehicle-related deaths. That makes weekend nights more dangerous. More fatal crashes take place on weekend nights than at any other time in the week.
Fortunately, you can take several effective measures to minimize these after-dark dangers by preparing your car and following special guidelines while you drive. The National Safety Council recommends the following:
I hope these safety tips help you in driving at night. Remember, keep an eye on the road and follow these safety tips and you should be much better. And what the heck – keep a bag of carrots in your snack drawer. If anything else you might lose a few pounds too!
To good health on the highways,
The Highway Doctor
Dear Doctor:
I am getting up in years and find that I am having a harder time seeing while I drive, especially at night. I’ve been told to eat more carrots, but I would like a second opinion. Does a carrot a day keep the night driving hazards away?
Cara Teeter
The Doctor’s diagnosis:
Dear Ms. Teeter:
Various sources do say that the beta carotene in carrots can help a person see better in dim light. But still, traffic death rates are three times greater at night than during the day, according to the National Safety Council. Yet many of us are unaware of night driving's special hazards or don't know effective ways to deal with them. Driving at night is more of a challenge than many people think. It's also more dangerous. Why is night driving so dangerous? One obvious answer is darkness. Ninety percent of a driver's reaction depends on vision, and vision is severely limited at night. Depth perception, color recognition, and peripheral vision are compromised after sundown. Older drivers have even greater difficulties seeing at night. A 50-year-old driver may need twice as much light to see as well as a 30-year old. Another factor adding danger to night driving is fatigue. Drowsiness makes driving more difficult by dulling concentration and slowing reaction time. Alcohol is a leading factor in fatal traffic crashes, playing a part in about half of all motor vehicle-related deaths. That makes weekend nights more dangerous. More fatal crashes take place on weekend nights than at any other time in the week.
Fortunately, you can take several effective measures to minimize these after-dark dangers by preparing your car and following special guidelines while you drive. The National Safety Council recommends the following:
- Prepare your car for night driving. Clean headlights, taillights, signal lights and windows (inside and out) once a week, more often if necessary.
- Have your headlights properly aimed. Misaimed headlights blind other drivers and reduce your ability to see the road.
- Don't drink and drive. Not only does alcohol severely impair your driving ability, it also acts as a depressant. Just one drink can induce fatigue.
- Avoid smoking when you drive. Smoke's nicotine and carbon monoxide hamper night vision.
- If there is any doubt, turn your headlights on. Lights will not help you see better in early twilight, but they'll make it easier for other drivers to see you. Being seen is as important as seeing.
- Reduce your speed and increase your following distances. It is more difficult to judge other vehicle's speeds and distances at night.
- Don't overdrive your headlights. You should be able to stop inside the illuminated area. If you're not, you are creating a blind crash area in front of your vehicle.
- When following another vehicle, keep your headlights on low beams so you don't blind the driver ahead of you.
- If an oncoming vehicle doesn't lower beams from high to low, avoid glare by watching the right edge of the road and using it as a steering guide.
- Make frequent stops for light snacks and exercise. If you're too tired to drive, stop and get some rest.
- If you have car trouble, pull off the road as far as possible. Warn approaching traffic at once by setting up reflecting triangles near your vehicle and 300 feet behind it. Turn on flashers and the dome light. Stay off the roadway and get passengers away from the area.
I hope these safety tips help you in driving at night. Remember, keep an eye on the road and follow these safety tips and you should be much better. And what the heck – keep a bag of carrots in your snack drawer. If anything else you might lose a few pounds too!
To good health on the highways,
The Highway Doctor
82. Mixed Messages?
This issue’s inquisitive reader writes:
Dear Doctor:
I’m just a bundle of nerves. You see, I’ve got a guilt and anxiety problem for which my physician gave me a prescription. But I’ve got a problem following my doctor’s directions, especially with all of these variable doses – 10 mg for weeks 1 and 2, 20 mg for weeks 3 and 4, and 40 mg thereafter. What’s with all of these variable messages and why do I have to follow them anyway?
Gil T. Mann,
The Doctor’s diagnosis:
Dear Mr. Mann:
I know you’re not going to like hearing this, but I have to back up your regular physician – you must follow your doctor’s instructions or pay a serious price with your health. Obviously your body’s metabolism must slowly adapt to this new medication.
You know, as the Highway Doctor this whole situation reminds me of Spring Load Restrictions (SLRs) on our local highway system. While most of our county highways are posted 9-tons, some are posted as 7-tons and even a few are as low as 5-tons. Many of my clients also ask me if it is important to follow these variable and sometimes confusing directions too. Again the answer is a resounding “Yes”! Not only is this required for the proper preservation of the roadway you’re driving on, but for the preservation of money! Please allow me to explain.
You see, Minnesota Statutes set forth both fines and civil penalties for violating these posted road restrictions. Violations of 1,000 to 2,999 lbs overweight fall under Minn. Stat. Sect. 169.87 (Seasonal Load Violation) and carries a $272 fine. Violations of 3,000 lbs or more overweight on an axle or axle group fall under Minn. Stat. Sect. 169.827. Fines start at $372 up to $1,072. In addition, Minn. Stat. Sect. 168.013 sub 3 (b) is for registered gross weight and should be charged in addition to an individual axle or axle group found overweight. If any single axle or axle group is 8,000 lbs or more over, law enforcement agencies can issue a citation for violating Minn. Stat. Sect. 169.827 and the driver is given a “notice of overweight”. These cases are forwarded to the State Patrol Commercial Vehicle Section where they are processed. Finally, any damage to roads and bridges due to these overweight loads can be assessed back to the driver and owner of the violating vehicle. You don’t even want to know how expensive this can be!
So do the right thing and follow your prescription directions very carefully. And while you’re at it don’t drive any overweight vehicles either. Failure to do so could result in bundles of nerves in your gut and bundles of cash out of your wallet.
To good health on the highways,
The Highway Doctor
Dear Doctor:
I’m just a bundle of nerves. You see, I’ve got a guilt and anxiety problem for which my physician gave me a prescription. But I’ve got a problem following my doctor’s directions, especially with all of these variable doses – 10 mg for weeks 1 and 2, 20 mg for weeks 3 and 4, and 40 mg thereafter. What’s with all of these variable messages and why do I have to follow them anyway?
Gil T. Mann,
The Doctor’s diagnosis:
Dear Mr. Mann:
I know you’re not going to like hearing this, but I have to back up your regular physician – you must follow your doctor’s instructions or pay a serious price with your health. Obviously your body’s metabolism must slowly adapt to this new medication.
You know, as the Highway Doctor this whole situation reminds me of Spring Load Restrictions (SLRs) on our local highway system. While most of our county highways are posted 9-tons, some are posted as 7-tons and even a few are as low as 5-tons. Many of my clients also ask me if it is important to follow these variable and sometimes confusing directions too. Again the answer is a resounding “Yes”! Not only is this required for the proper preservation of the roadway you’re driving on, but for the preservation of money! Please allow me to explain.
You see, Minnesota Statutes set forth both fines and civil penalties for violating these posted road restrictions. Violations of 1,000 to 2,999 lbs overweight fall under Minn. Stat. Sect. 169.87 (Seasonal Load Violation) and carries a $272 fine. Violations of 3,000 lbs or more overweight on an axle or axle group fall under Minn. Stat. Sect. 169.827. Fines start at $372 up to $1,072. In addition, Minn. Stat. Sect. 168.013 sub 3 (b) is for registered gross weight and should be charged in addition to an individual axle or axle group found overweight. If any single axle or axle group is 8,000 lbs or more over, law enforcement agencies can issue a citation for violating Minn. Stat. Sect. 169.827 and the driver is given a “notice of overweight”. These cases are forwarded to the State Patrol Commercial Vehicle Section where they are processed. Finally, any damage to roads and bridges due to these overweight loads can be assessed back to the driver and owner of the violating vehicle. You don’t even want to know how expensive this can be!
So do the right thing and follow your prescription directions very carefully. And while you’re at it don’t drive any overweight vehicles either. Failure to do so could result in bundles of nerves in your gut and bundles of cash out of your wallet.
To good health on the highways,
The Highway Doctor
83. To Do or Die!
This issue’s inquisitive reader writes:
Dear Doctor:
I have a life and death question. Each day I drive to work on the freeway and it seems as though the other vehicles and trucks buzzing by me are getting bigger and bigger. I just don’t feel safe anymore. Am I at risk of disaster with all of these super-sized vehicles around me?
Minnie VanDriver
The Doctor’s diagnosis:
Dear: Ms. VanDriver,
While the doctor doesn’t have any specific data on what types of vehicle CAUSED a crash, there is evidence that the size of a vehicle does factor in on how well a vehicle protects its driver and passengers from serious injury or death in the event of a crash. Take for instance the data found in the “2006 Minnesota Motor Vehicle Crash Facts” compiled by the Minnesota Department of Public Safety (MnDPS). Of the 494 persons killed in 2006 in vehicle crashes, 231 were in cars, 62 in pickup trucks, 43 in SUV’s and 67 on motorcycles. This is in comparison to 11 total deaths for persons in all categories of single-axle and larger trucks.
Other factors can be even more important than the size of the vehicle. Special safety features such as airbags, anti-lock brakes, strong passenger cabins, and large crumple zones outside the cabin can have considerable influence on your ability to survive a crash. And don’t forget - always, ALWAYS wear your seatbelt anytime you’re in a moving vehicle. On April 29th, the MnDPS announced that the state had just recorded its 100th fatality of the year. While the good news is that it took two weeks longer than last year to reach this threshold, the disturbing news was that 9 of the last 10 deaths were attributed to vehicle occupants not wearing their seatbelts!
So what are the safest cars on the road today? According to Autotropolis.com, here are some models that top their list:
#1 2008 Ford Taurus
#2 2008 Jeep Commander
#3 2008 Jeep Grand Cherokee
#4 2008 Lincoln Town Car
#5 2008 Infiniti FX
Did you know that some COLORS are safer than others? One study shows that white cars had the lowest crash risk in all types of light conditions, while black cars were more likely to be involved in a crash, particularly in daylight hours.
So here’s my prescription for you. Go buy a white, 2008 Ford Taurus with all the safety features, buckle up, stay off the cell phone, drive the speed limit and drive defensively. Hopefully the only incident you’ll be involved in is with a run-away shopping cart at the local grocery store parking lot. Good luck!
To good health on the highways,
The Highway Doctor
Dear Doctor:
I have a life and death question. Each day I drive to work on the freeway and it seems as though the other vehicles and trucks buzzing by me are getting bigger and bigger. I just don’t feel safe anymore. Am I at risk of disaster with all of these super-sized vehicles around me?
Minnie VanDriver
The Doctor’s diagnosis:
Dear: Ms. VanDriver,
While the doctor doesn’t have any specific data on what types of vehicle CAUSED a crash, there is evidence that the size of a vehicle does factor in on how well a vehicle protects its driver and passengers from serious injury or death in the event of a crash. Take for instance the data found in the “2006 Minnesota Motor Vehicle Crash Facts” compiled by the Minnesota Department of Public Safety (MnDPS). Of the 494 persons killed in 2006 in vehicle crashes, 231 were in cars, 62 in pickup trucks, 43 in SUV’s and 67 on motorcycles. This is in comparison to 11 total deaths for persons in all categories of single-axle and larger trucks.
Other factors can be even more important than the size of the vehicle. Special safety features such as airbags, anti-lock brakes, strong passenger cabins, and large crumple zones outside the cabin can have considerable influence on your ability to survive a crash. And don’t forget - always, ALWAYS wear your seatbelt anytime you’re in a moving vehicle. On April 29th, the MnDPS announced that the state had just recorded its 100th fatality of the year. While the good news is that it took two weeks longer than last year to reach this threshold, the disturbing news was that 9 of the last 10 deaths were attributed to vehicle occupants not wearing their seatbelts!
So what are the safest cars on the road today? According to Autotropolis.com, here are some models that top their list:
#1 2008 Ford Taurus
#2 2008 Jeep Commander
#3 2008 Jeep Grand Cherokee
#4 2008 Lincoln Town Car
#5 2008 Infiniti FX
Did you know that some COLORS are safer than others? One study shows that white cars had the lowest crash risk in all types of light conditions, while black cars were more likely to be involved in a crash, particularly in daylight hours.
So here’s my prescription for you. Go buy a white, 2008 Ford Taurus with all the safety features, buckle up, stay off the cell phone, drive the speed limit and drive defensively. Hopefully the only incident you’ll be involved in is with a run-away shopping cart at the local grocery store parking lot. Good luck!
To good health on the highways,
The Highway Doctor
84. ESP?
This issue’s inquisitive reader writes:
Dear Doctor,
I am a long-time reader and admirer of your articles, but I have to question a past article that you wrote. You had previously written that traffic is detected at a traffic signal by loops in the pavement. However, I’ve been watching the reconstruction of Hanson Blvd. and the way traffic lanes have shifted back and forth at the signals on Main Street and Bunker lake Boulevard. I never saw new detection loops being placed in the pavement, yet the signal operates just fine—how is this so?
Otto Scope
The Doctor’s diagnosis:
Dear Mr. Scope:
First of all, thanks for being such a loyal reader and for being so observant! Yes the signals have been operating effectively throughout the construction of Hanson Boulevard, but no we are no longer using loop detectors to operate the signal phasing. How are we doing this? Please allow me to explain. As described in an earlier edition of the Highway Doctor, standard loop detectors in the pavement detect traffic through the disturbance of a electro-magnetic flux field induced by the loop. Maintaining signal vehicle detection in this manner during construction would be difficult and expensive. So for the Hanson Boulevard reconstruction project the Anoka County Highway Department has chosen to use an Autoscope® system instead.
Autoscope® employs the use of video camera detection and a complex software algorithm to view, sort and analyze vehicles in an intersection and sends these messages to the signal controller to make the signal fully traffic actuated. Autoscope® is a program that performs image analysis and automatic blob detection. It stores object measurements such as area, perimeter, circularity and eccentricity, as well as image thumbnails in database format. Autoscope® uses the Autoscan stage to position a microscope sample over a defined area of interest (AOI) with micron resolution. Each image of a field of view in the AOI is then captured using a CCD camera and frame grabber. Objects in the captured image are automatically located and segmented from the background and then passed to the feature measurement module. Objects with features that satisfy predefined criteria are then stored in a database. This process continues for the entire AOI.
In addition to providing vehicle detection for traffic signal operations, Autoscope® offers these other capabilities and advantages:
· Accurate traffic data collection (ex. vehicle counts, vehicle speed)
· Incident detection (ex: stopped vehicles, smoke/fire)
· Easy and unobtrusive installation, set up and operation
· Respond easily to reflect changes in road geometry; easily adjust detectors during road construction
· Long life expectancy, unlike roadway loops
· Record and display traffic video for instant analysis and planning purpose; take “snapshots” of traffic
Autoscope® does not need to be employed during construction modes only. In fact, it’s Anoka County Highway Department’s plan to permanently install these Autoscope® cameras on the ultimate finished traffic signal systems. So the next time you drive through the signals on Hanson Boulevard at Main street and Bunker Lake Boulevard, smile—you’re on Autoscope® camera!
To good health on the highways,
The Highway Doctor
Dear Doctor,
I am a long-time reader and admirer of your articles, but I have to question a past article that you wrote. You had previously written that traffic is detected at a traffic signal by loops in the pavement. However, I’ve been watching the reconstruction of Hanson Blvd. and the way traffic lanes have shifted back and forth at the signals on Main Street and Bunker lake Boulevard. I never saw new detection loops being placed in the pavement, yet the signal operates just fine—how is this so?
Otto Scope
The Doctor’s diagnosis:
Dear Mr. Scope:
First of all, thanks for being such a loyal reader and for being so observant! Yes the signals have been operating effectively throughout the construction of Hanson Boulevard, but no we are no longer using loop detectors to operate the signal phasing. How are we doing this? Please allow me to explain. As described in an earlier edition of the Highway Doctor, standard loop detectors in the pavement detect traffic through the disturbance of a electro-magnetic flux field induced by the loop. Maintaining signal vehicle detection in this manner during construction would be difficult and expensive. So for the Hanson Boulevard reconstruction project the Anoka County Highway Department has chosen to use an Autoscope® system instead.
Autoscope® employs the use of video camera detection and a complex software algorithm to view, sort and analyze vehicles in an intersection and sends these messages to the signal controller to make the signal fully traffic actuated. Autoscope® is a program that performs image analysis and automatic blob detection. It stores object measurements such as area, perimeter, circularity and eccentricity, as well as image thumbnails in database format. Autoscope® uses the Autoscan stage to position a microscope sample over a defined area of interest (AOI) with micron resolution. Each image of a field of view in the AOI is then captured using a CCD camera and frame grabber. Objects in the captured image are automatically located and segmented from the background and then passed to the feature measurement module. Objects with features that satisfy predefined criteria are then stored in a database. This process continues for the entire AOI.
In addition to providing vehicle detection for traffic signal operations, Autoscope® offers these other capabilities and advantages:
· Accurate traffic data collection (ex. vehicle counts, vehicle speed)
· Incident detection (ex: stopped vehicles, smoke/fire)
· Easy and unobtrusive installation, set up and operation
· Respond easily to reflect changes in road geometry; easily adjust detectors during road construction
· Long life expectancy, unlike roadway loops
· Record and display traffic video for instant analysis and planning purpose; take “snapshots” of traffic
Autoscope® does not need to be employed during construction modes only. In fact, it’s Anoka County Highway Department’s plan to permanently install these Autoscope® cameras on the ultimate finished traffic signal systems. So the next time you drive through the signals on Hanson Boulevard at Main street and Bunker Lake Boulevard, smile—you’re on Autoscope® camera!
To good health on the highways,
The Highway Doctor
85. Feeling a Little Tipsy?
This issue’s inquisitive reader writes…
Dear Doctor:
I think I have a problem with my balance, eyesight or both. You see, the other day as I was jogging along a county road, I noticed that there was a huge tilt in the road – I mean a HUGE tilt in the road. I drive this road every day - so why haven’t I noticed this before?
Moe Mentum,
The Doctor’s diagnosis…
Dear Mr. Mentum:
If your eyeglass prescription is correct and if we can rule out that one leg isn’t longer than the other, then I think what you might actually be referring to is the superelevation on the highway. What is superelevation? Superelevation is tilting the roadway to help offset centripetal forces developed as the vehicle goes around a curve. Along with friction, they are what keep a vehicle from going off the road. You see, when a vehicle goes around a curve, it experiences a lateral force known as centrifugal force. This lateral force pushes the vehicle and occupants outward from the center of the circle. The lateral force is caused by the directional change of the vehicle (i.e., directional change of the velocity vector) called centripetal acceleration. This is similar to the acceleration forces from increasing vehicle speed, with the exception that the acceleration is towards the center of the circle.
Superelevation then, is the banking (rotation) of a highway to counter some of this lateral force. As shown in Exhibit 1, the banking causes a portion of the lateral acceleration to act normal (perpendicular) to the banked pavement. This is felt as a downward (with respect to the vehicle) force by the vehicle occupants. Unless you are traveling excessively fast or slow, you will not notice any tilt in the road while you are driving. This explains why you didn’t notice that the road had a big tilt in it until you were out jogging.
I hope this explains why there is a big tilt in the road and why you never felt it before while driving. But if the road you were jogging on was straight and still had a big tilt, then I’d get those glasses checked and measure those legs!
To good health on the highways,
The Highway Doctor
Dear Doctor:
I think I have a problem with my balance, eyesight or both. You see, the other day as I was jogging along a county road, I noticed that there was a huge tilt in the road – I mean a HUGE tilt in the road. I drive this road every day - so why haven’t I noticed this before?
Moe Mentum,
The Doctor’s diagnosis…
Dear Mr. Mentum:
If your eyeglass prescription is correct and if we can rule out that one leg isn’t longer than the other, then I think what you might actually be referring to is the superelevation on the highway. What is superelevation? Superelevation is tilting the roadway to help offset centripetal forces developed as the vehicle goes around a curve. Along with friction, they are what keep a vehicle from going off the road. You see, when a vehicle goes around a curve, it experiences a lateral force known as centrifugal force. This lateral force pushes the vehicle and occupants outward from the center of the circle. The lateral force is caused by the directional change of the vehicle (i.e., directional change of the velocity vector) called centripetal acceleration. This is similar to the acceleration forces from increasing vehicle speed, with the exception that the acceleration is towards the center of the circle.
Superelevation then, is the banking (rotation) of a highway to counter some of this lateral force. As shown in Exhibit 1, the banking causes a portion of the lateral acceleration to act normal (perpendicular) to the banked pavement. This is felt as a downward (with respect to the vehicle) force by the vehicle occupants. Unless you are traveling excessively fast or slow, you will not notice any tilt in the road while you are driving. This explains why you didn’t notice that the road had a big tilt in it until you were out jogging.
I hope this explains why there is a big tilt in the road and why you never felt it before while driving. But if the road you were jogging on was straight and still had a big tilt, then I’d get those glasses checked and measure those legs!
To good health on the highways,
The Highway Doctor
86. Stay in Your Lane, Buddy!
This issue’s inquisitive reader writes…
Dear Doctor:
Is there any appreciable reduction in impact to a runner's joints by running on an asphalt street versus a concrete sidewalk - or is this just a big myth? I’m a runner myself, but when I drive, it bothers me that I have to dodge joggers on the road when there’s a perfectly fine sidewalk right there. Can you please set the record straight on this?
Randy Rongway
The Doctor’s diagnosis…
Dear Mr. Rongway:
Although it makes sense that asphalt would be somewhat less jarring; is the impact reduction significant enough to make a difference for runners' joint health, or are we really talking a 0.001% reduction with a placebo affect only? Good question. There is very little real scientific research that can support either viewpoint, although there are plenty of anecdotal opinions out there in the running community. I think some of the confusion comes from the way highway engineers describe our pavements.
You see, they tell us that all hard surfaced pavement types can be categorized into two groups, flexible and rigid. Flexible pavements are those which are surfaced with bituminous (or asphalt) materials. These types of pavements are called "flexible" since the total pavement structure "bends" or "deflects" due to traffic loads. A flexible pavement structure is generally composed of several layers of materials which can accommodate this "flexing". On the other hand, rigid pavements are composed of a Portland cement concrete (PCC) surface course. Such pavements are substantially "stiffer" than flexible pavements due to the high modulus of elasticity of the PCC material. Further, these pavements can have reinforcing steel, which is generally used to reduce or eliminate joints.
Each of these pavement types distributes load over the subgrade in a different fashion. Rigid pavement, because of PCC's high elastic modulus (stiffness), tends to bridge over poorer subsoils and will distribute the load over a relatively wide area of subgrade. The concrete slab itself supplies most of a rigid pavement's structural capacity. Flexible pavement, on the other hand, uses more flexible surface course and distributes loads over a smaller area. It relies on a combination of layers for transmitting load to the subgrade which itself must carry a higher percentage of the load. These pavement sections are typically thicker in overall depth as compared to the concrete pavements.
Overall, it may be somewhat confusing as to why one pavement is used versus another. Basically, highway agencies generally select pavement type either by policy, economics or both. Flexible pavements generally require some sort of maintenance or rehabilitation every 10 to 15 years. Rigid pavements, on the other hand, can often serve 20 to 40 years with little or no maintenance or rehabilitation. Thus, it should come as no surprise that rigid pavements are often used in urban, high traffic areas. But, naturally, there are trade-offs. For example, when a flexible pavement requires major rehabilitation, the options are generally less expensive and quicker to perform than for rigid pavements.
Of course, all of this discussion is based on highway pavements for highway loads – pavements designed to carry 80,000 pound or more loads. While the actual force of a runner to the running surface may be 6 times greater than the runner’s weight, neither asphalt nor concrete pavements will deflect because of the runner. No deflection, no shock absorption. What will make a difference to your joints and what will deflect are the soles of your shoes – so investing in a good pair of running shoes and having a good running style will result in a reduction in impact to a runner’s joints more than anything else.
And besides, dodging strollers and walkers on a sidewalk is a whole lot safer than mixing it up with trucks and cars on the highway – so that’s the wisest health decision of all!
To good health on the highways,
The Highway Doctor
Dear Doctor:
Is there any appreciable reduction in impact to a runner's joints by running on an asphalt street versus a concrete sidewalk - or is this just a big myth? I’m a runner myself, but when I drive, it bothers me that I have to dodge joggers on the road when there’s a perfectly fine sidewalk right there. Can you please set the record straight on this?
Randy Rongway
The Doctor’s diagnosis…
Dear Mr. Rongway:
Although it makes sense that asphalt would be somewhat less jarring; is the impact reduction significant enough to make a difference for runners' joint health, or are we really talking a 0.001% reduction with a placebo affect only? Good question. There is very little real scientific research that can support either viewpoint, although there are plenty of anecdotal opinions out there in the running community. I think some of the confusion comes from the way highway engineers describe our pavements.
You see, they tell us that all hard surfaced pavement types can be categorized into two groups, flexible and rigid. Flexible pavements are those which are surfaced with bituminous (or asphalt) materials. These types of pavements are called "flexible" since the total pavement structure "bends" or "deflects" due to traffic loads. A flexible pavement structure is generally composed of several layers of materials which can accommodate this "flexing". On the other hand, rigid pavements are composed of a Portland cement concrete (PCC) surface course. Such pavements are substantially "stiffer" than flexible pavements due to the high modulus of elasticity of the PCC material. Further, these pavements can have reinforcing steel, which is generally used to reduce or eliminate joints.
Each of these pavement types distributes load over the subgrade in a different fashion. Rigid pavement, because of PCC's high elastic modulus (stiffness), tends to bridge over poorer subsoils and will distribute the load over a relatively wide area of subgrade. The concrete slab itself supplies most of a rigid pavement's structural capacity. Flexible pavement, on the other hand, uses more flexible surface course and distributes loads over a smaller area. It relies on a combination of layers for transmitting load to the subgrade which itself must carry a higher percentage of the load. These pavement sections are typically thicker in overall depth as compared to the concrete pavements.
Overall, it may be somewhat confusing as to why one pavement is used versus another. Basically, highway agencies generally select pavement type either by policy, economics or both. Flexible pavements generally require some sort of maintenance or rehabilitation every 10 to 15 years. Rigid pavements, on the other hand, can often serve 20 to 40 years with little or no maintenance or rehabilitation. Thus, it should come as no surprise that rigid pavements are often used in urban, high traffic areas. But, naturally, there are trade-offs. For example, when a flexible pavement requires major rehabilitation, the options are generally less expensive and quicker to perform than for rigid pavements.
Of course, all of this discussion is based on highway pavements for highway loads – pavements designed to carry 80,000 pound or more loads. While the actual force of a runner to the running surface may be 6 times greater than the runner’s weight, neither asphalt nor concrete pavements will deflect because of the runner. No deflection, no shock absorption. What will make a difference to your joints and what will deflect are the soles of your shoes – so investing in a good pair of running shoes and having a good running style will result in a reduction in impact to a runner’s joints more than anything else.
And besides, dodging strollers and walkers on a sidewalk is a whole lot safer than mixing it up with trucks and cars on the highway – so that’s the wisest health decision of all!
To good health on the highways,
The Highway Doctor
87. Isn't That Special?!
This issue’s inquisitive reader writes…
What are those cute little blue and pink fuzzy things that I see highway workers installing on that new Hanson Boulevard construction project? I think they look pretty and my preteen wants to put some in her tennis shoes.
Q. Tassels
The Doctor’s diagnosis…
Dear Ms. Tassels,
I’ve heard people accuse highways, highway equipment, and highway workers of being many things before, but never CUTE or PRETTY! Good grief! Let me quickly explain that we by no means want our highways to look either cute or pretty. We do, however, want to build the highways right - and that is where these little blue and pink “fuzzy” things as you call them come into the picture.
You see, these are actually tassels that are part of the “blue top” grading stakes. What are grading stakes? Please allow me to explain. For a contractor to build a highway, surveyors lay out the line and grade of the new highway. They mark this line and grade with surveying grade stakes. There are different types of grade stakes.
“Rough” grade stakes are set by the survey crew at the onset of the construction project. Small pieces of wood, usually 1”x1” x 14” or 1”x2”x 14” are driven into the ground on the highway centerline or at some given offset to the centerline. The elevation of the top of the stake is measured and the surveyor will determine if the ground there needs to be cut or filled depending on the engineering plans. A piece of lathe usually accompanies this hub stake and has all the information that the equipment operator needs to either cut or fill the grade at this location. Information such as station, offset, and cut or fill dimension (measured in tenths of a foot) are written on the lathe.
After the rough grading is performed, the surveyors will then set another set of “finish” grade stakes or “blue top” stakes. Blue top hub stakes derived their name from the fact that they are traditionally painted blue on the top of the hub stake (how original) too make them more visible to the grader operator who is shaping the road based on them. Unlike the rough grading stakes which are set flush to the ground and a cut or fill is designated for, the blue tops are set so that the top of the stake is where the grader operator needs to make the subgrade or aggregate base course to the final finished elevation. If the ground is too high when the blue tops are set, the stakes are set lower than the ground. If the ground still needs to be raised, the blue tops will protrude above the ground.
So far I haven’t mentioned those colorful, dare I say, cute tassels. The tassels that you saw were actually a new type of blue top stake. Instead of the wood hub stake being painted blue, a small but highly visible tassel has been nailed to the top of the hub stake. This was done not only to make it more visible to the grader operator, but to save the survey crew a lot of work too. You see, if the motor operator isn’t very good when setting the final grade, his moldboard on his grader can accidentally catch the blue tops and pull them out of the ground. This may require the survey crew to reset the hub stake. Pounding a stick of wood into highly compacted class five on a hot, humid day is no fun at all, so the advantage of the tassel is that the grader operator can skim the tassel and not rip the hub out of the ground. He can keep skimming the tassel until he reaches the bottom of the tassel and the top of the hub.
Because the blue tops get covered up by either class five or pavement, you’ll never see the tassel or hub stake in the final product. So the only cute your going to get is something more akin to Larry the Cable Guy. And in the highway construction world, that’s just the way we like it!
To good health on the highways,
The Highway Doctor
What are those cute little blue and pink fuzzy things that I see highway workers installing on that new Hanson Boulevard construction project? I think they look pretty and my preteen wants to put some in her tennis shoes.
Q. Tassels
The Doctor’s diagnosis…
Dear Ms. Tassels,
I’ve heard people accuse highways, highway equipment, and highway workers of being many things before, but never CUTE or PRETTY! Good grief! Let me quickly explain that we by no means want our highways to look either cute or pretty. We do, however, want to build the highways right - and that is where these little blue and pink “fuzzy” things as you call them come into the picture.
You see, these are actually tassels that are part of the “blue top” grading stakes. What are grading stakes? Please allow me to explain. For a contractor to build a highway, surveyors lay out the line and grade of the new highway. They mark this line and grade with surveying grade stakes. There are different types of grade stakes.
“Rough” grade stakes are set by the survey crew at the onset of the construction project. Small pieces of wood, usually 1”x1” x 14” or 1”x2”x 14” are driven into the ground on the highway centerline or at some given offset to the centerline. The elevation of the top of the stake is measured and the surveyor will determine if the ground there needs to be cut or filled depending on the engineering plans. A piece of lathe usually accompanies this hub stake and has all the information that the equipment operator needs to either cut or fill the grade at this location. Information such as station, offset, and cut or fill dimension (measured in tenths of a foot) are written on the lathe.
After the rough grading is performed, the surveyors will then set another set of “finish” grade stakes or “blue top” stakes. Blue top hub stakes derived their name from the fact that they are traditionally painted blue on the top of the hub stake (how original) too make them more visible to the grader operator who is shaping the road based on them. Unlike the rough grading stakes which are set flush to the ground and a cut or fill is designated for, the blue tops are set so that the top of the stake is where the grader operator needs to make the subgrade or aggregate base course to the final finished elevation. If the ground is too high when the blue tops are set, the stakes are set lower than the ground. If the ground still needs to be raised, the blue tops will protrude above the ground.
So far I haven’t mentioned those colorful, dare I say, cute tassels. The tassels that you saw were actually a new type of blue top stake. Instead of the wood hub stake being painted blue, a small but highly visible tassel has been nailed to the top of the hub stake. This was done not only to make it more visible to the grader operator, but to save the survey crew a lot of work too. You see, if the motor operator isn’t very good when setting the final grade, his moldboard on his grader can accidentally catch the blue tops and pull them out of the ground. This may require the survey crew to reset the hub stake. Pounding a stick of wood into highly compacted class five on a hot, humid day is no fun at all, so the advantage of the tassel is that the grader operator can skim the tassel and not rip the hub out of the ground. He can keep skimming the tassel until he reaches the bottom of the tassel and the top of the hub.
Because the blue tops get covered up by either class five or pavement, you’ll never see the tassel or hub stake in the final product. So the only cute your going to get is something more akin to Larry the Cable Guy. And in the highway construction world, that’s just the way we like it!
To good health on the highways,
The Highway Doctor
88. Mind Games
This issue’s inquisitive reader writes:
Dear Highway Doctor:
We hope that you are able to diagnose our problem. You see, we are getting up in years so we try to keep our minds sharp by doing mental exercises like crossword puzzles, Sudoku, reading, etc. But one thing that we keep forgetting is how to properly make a left turn at traffic signals. Sometimes we have to wait for oncoming traffic to pass first, sometimes we don’t. Sometimes we get to turn first and sometimes we go last. Are we losing our minds or is someone playing a cruel joke on us. Bottom line is that we are now terrified to drive through traffic signals these days. Help!
Hugo First / Ima Fraid
The Doctor’s diagnosis:
Dear Mr. First and Ms. Fraid:
Don’t worry – you’re not losing your mind and nobody is playing tricks on you! What you are experiencing are some of the various ways that traffic engineers and signal technicians program traffic signals. You see, depending on intersection geometrics, traffic volumes, traffic speed and turning movements, traffic signals are programmed to move traffic in the most efficient and effective way possible. Because no two intersections were created equal, there are numerous ways for traffic signals to be programmed to operate. With regards to your specific concern of left turning movements, left-turning traffic is controlled by one of four modes as follows:
1. Permissive Only Mode - turns made on the CIRCULAR GREEN signal indication after yielding to oncoming traffic and pedestrians;
2. Protected Only Mode - turns made only when the left turn GREEN ARROW signal indication is displayed;
3. Protected/Permissive Mode - both modes occur on an approach during the same cycle; or
4. Variable Left-Turn Mode - the operating mode changes among the protected only mode and/or the
protected/permissive mode and/or the permissive only mode during different periods of the day.
To further optimize the signal operations, the protected only mode can be made run on “continuous left turn phasing” (i.e. opposing left turning movements are made at the same time), or it can be run on a “split phase” (i.e. all movements (left-thru-right) for one leg of the intersection goes first, and then all the movements on the other side of the intersection proceeds). Finally, left turns in the protected only mode can also be set to run as a “lead” or “lag” function depending on whether we want the left turning movements to occur before or after the main through traffic in that direction.
Sound confusing? Perhaps it is. But now that you are aware of the many different ways to program a traffic signal, just pay attention and I’m confident that you’ll no longer “mind” going through these intersections!
To good health on the highways,
The Highway Doctor
Dear Highway Doctor:
We hope that you are able to diagnose our problem. You see, we are getting up in years so we try to keep our minds sharp by doing mental exercises like crossword puzzles, Sudoku, reading, etc. But one thing that we keep forgetting is how to properly make a left turn at traffic signals. Sometimes we have to wait for oncoming traffic to pass first, sometimes we don’t. Sometimes we get to turn first and sometimes we go last. Are we losing our minds or is someone playing a cruel joke on us. Bottom line is that we are now terrified to drive through traffic signals these days. Help!
Hugo First / Ima Fraid
The Doctor’s diagnosis:
Dear Mr. First and Ms. Fraid:
Don’t worry – you’re not losing your mind and nobody is playing tricks on you! What you are experiencing are some of the various ways that traffic engineers and signal technicians program traffic signals. You see, depending on intersection geometrics, traffic volumes, traffic speed and turning movements, traffic signals are programmed to move traffic in the most efficient and effective way possible. Because no two intersections were created equal, there are numerous ways for traffic signals to be programmed to operate. With regards to your specific concern of left turning movements, left-turning traffic is controlled by one of four modes as follows:
1. Permissive Only Mode - turns made on the CIRCULAR GREEN signal indication after yielding to oncoming traffic and pedestrians;
2. Protected Only Mode - turns made only when the left turn GREEN ARROW signal indication is displayed;
3. Protected/Permissive Mode - both modes occur on an approach during the same cycle; or
4. Variable Left-Turn Mode - the operating mode changes among the protected only mode and/or the
protected/permissive mode and/or the permissive only mode during different periods of the day.
To further optimize the signal operations, the protected only mode can be made run on “continuous left turn phasing” (i.e. opposing left turning movements are made at the same time), or it can be run on a “split phase” (i.e. all movements (left-thru-right) for one leg of the intersection goes first, and then all the movements on the other side of the intersection proceeds). Finally, left turns in the protected only mode can also be set to run as a “lead” or “lag” function depending on whether we want the left turning movements to occur before or after the main through traffic in that direction.
Sound confusing? Perhaps it is. But now that you are aware of the many different ways to program a traffic signal, just pay attention and I’m confident that you’ll no longer “mind” going through these intersections!
To good health on the highways,
The Highway Doctor
89. This is a Technical Knock-Out!
This issue’s inquisitive reader writes:
Dear Doctor:
I don’t know who else to turn to, but I have a life and death issue. The other day I was in downtown Centerville eating at the local greasy spoon when I overheard a couple of rough looking dudes say that they were going to put “Lightweight Phil” in the bottom of the swamp. Yikes!! I’m a lightweight boxing contender in Minnesota Boxing Federation (MBF) and I swear I run a clean camp. I haven’t done anything wrong – please help me get out of this mess!!
Phil DeBoxer, MBF Lightweight Contender
The Doctor’s Diagnosis:
Dear Mr. DeBoxer:
You no longer have to worry and you can come out of hiding – this whole situation has been a complete misunderstanding. The only thing that those “rough looking dudes” are going to be putting in the swamp is discarded tire shreds. You see, these guys were with the contractor that is reconstructing CSAH 14 between I-35W and I-35E. As a part of this project, the contractor is using shredded tires as a “lightweight fill” (not Phil) through the swampy part of the project.
In the case of the CSAH 14 project, engineers found peat deposits 60 feet deep and greater. To remove this unsuitable soil with clean sand would have been cost prohibitive. Instead, they determined that if they use a combination of shredded tires, sand cap and surcharging, the project could be built far cheaper within acceptable risk of failure. Tire shreds are irregularly shaped and vary in size, with most in the range of 4 to 8 inches long. The shredding process usually exposes the tire’s internal steel belt or bead, particularly along the edges of the shreds. The average loose density of tire shreds typically ranges from 24 pounds per cubic foot (lb/ft3) to 33 lb/ft3. The average compacted density ranges from 40 lb/ft3 to 52 lb/ft3. Tire shred fill has the permeability of clean gravel, approximately 1.5 to 15 centimeters/second, depending on the void ratio. The value of tire shreds as lightweight fill stems from their low specific gravity, which is less than one-half of the value for common earthen coarse aggregate. Additionally, the compacted dry density of tire shreds is one-third to one-half of the compacted dry density of typical soil making shreds an attractive alternative for embankment fills on weak compressible soils. The low compacted dry density together with the free draining character of tire shreds can result in greatly increased stability for embankments built on weak soils. The use of tire shreds could result in reduced frost penetration due to their favorable thermal characteristics when compared to granular soils.
For this project, a layer of shredded tires up to 10 feet thick will be encapsulated in a geotextile fabric. Then a 7 foot layer of sand will be placed on top as a surcharge and this embankment will be allowed to settle into the swamp. Settlement plates will monitor the rate of compression of the underlying soils. When the rate sufficiently slows down or stops, the sand surcharge will be removed and the road pavement section will be constructed. Because the shredded tires have such a low specific gravity and light compacted density this previously surcharged lightweight fill embankment essentially “floats” on top of the swamp.
Again, I am very happy that you got a hold of me as soon as you did. With over 140,000 cubic yards of shredded tires required for this project, almost 4 million waste tires will be placed in the swamp (but zero Phil’s!!). Now you can get back to what you do best and our contractor will keep doing what he is doing. Hopefully, your career and our project will finish with “knockout” results!!
To good health on the highway,
The Highway Doctor
Dear Doctor:
I don’t know who else to turn to, but I have a life and death issue. The other day I was in downtown Centerville eating at the local greasy spoon when I overheard a couple of rough looking dudes say that they were going to put “Lightweight Phil” in the bottom of the swamp. Yikes!! I’m a lightweight boxing contender in Minnesota Boxing Federation (MBF) and I swear I run a clean camp. I haven’t done anything wrong – please help me get out of this mess!!
Phil DeBoxer, MBF Lightweight Contender
The Doctor’s Diagnosis:
Dear Mr. DeBoxer:
You no longer have to worry and you can come out of hiding – this whole situation has been a complete misunderstanding. The only thing that those “rough looking dudes” are going to be putting in the swamp is discarded tire shreds. You see, these guys were with the contractor that is reconstructing CSAH 14 between I-35W and I-35E. As a part of this project, the contractor is using shredded tires as a “lightweight fill” (not Phil) through the swampy part of the project.
In the case of the CSAH 14 project, engineers found peat deposits 60 feet deep and greater. To remove this unsuitable soil with clean sand would have been cost prohibitive. Instead, they determined that if they use a combination of shredded tires, sand cap and surcharging, the project could be built far cheaper within acceptable risk of failure. Tire shreds are irregularly shaped and vary in size, with most in the range of 4 to 8 inches long. The shredding process usually exposes the tire’s internal steel belt or bead, particularly along the edges of the shreds. The average loose density of tire shreds typically ranges from 24 pounds per cubic foot (lb/ft3) to 33 lb/ft3. The average compacted density ranges from 40 lb/ft3 to 52 lb/ft3. Tire shred fill has the permeability of clean gravel, approximately 1.5 to 15 centimeters/second, depending on the void ratio. The value of tire shreds as lightweight fill stems from their low specific gravity, which is less than one-half of the value for common earthen coarse aggregate. Additionally, the compacted dry density of tire shreds is one-third to one-half of the compacted dry density of typical soil making shreds an attractive alternative for embankment fills on weak compressible soils. The low compacted dry density together with the free draining character of tire shreds can result in greatly increased stability for embankments built on weak soils. The use of tire shreds could result in reduced frost penetration due to their favorable thermal characteristics when compared to granular soils.
For this project, a layer of shredded tires up to 10 feet thick will be encapsulated in a geotextile fabric. Then a 7 foot layer of sand will be placed on top as a surcharge and this embankment will be allowed to settle into the swamp. Settlement plates will monitor the rate of compression of the underlying soils. When the rate sufficiently slows down or stops, the sand surcharge will be removed and the road pavement section will be constructed. Because the shredded tires have such a low specific gravity and light compacted density this previously surcharged lightweight fill embankment essentially “floats” on top of the swamp.
Again, I am very happy that you got a hold of me as soon as you did. With over 140,000 cubic yards of shredded tires required for this project, almost 4 million waste tires will be placed in the swamp (but zero Phil’s!!). Now you can get back to what you do best and our contractor will keep doing what he is doing. Hopefully, your career and our project will finish with “knockout” results!!
To good health on the highway,
The Highway Doctor
90. Walk This Way, Talk this Way!
This issue’s inquisitive reader writes…
Dear Highway Doctor:
I think I need to take an I.Q. test or something – I feel totally stupid. You see, yesterday I was almost hit by a car as I was crossing the road and not only did it scare me half to death, but then I got a ticket from my local police officer for this incident. Am I just mental or what don’t I know that I should about this sort of thing?
J. Walker
The Doctor’s diagnosis…
Dear Mr. Walker:
Well, let’s not jump to any conclusions about your mental capacity or intelligence just yet. I think you might just be a little confused about pedestrian rights on public streets and highways. You might not be guilty of a low I.Q., but it sounds to me that you are guilty of “jaywalking”. Jaywalking is a term used to describe when a pedestrian crosses a road illegally, such as during the unprotected phase at the crosswalk of a signalized intersection or anywhere else crossing is prohibited. Jaywalking is illegal typically in urban areas where pedestrians are given preferential treatment at crosswalks. If there is a designated place to cross the street, then the rest of the highway may be off limits. Almost all urban areas in the United States require pedestrians to cross at crosswalks or intersections and to obey pedestrian traffic signals. Jaywalking is primarily considered an infraction but in some jurisdictions, it is a misdemeanor or requires a court appearance. In Minnesota, jaywalking usually carries a fine of about $100.
In Anoka County, crosswalks are very deliberately applied and maintained by the Highway Department in accordance with the Minnesota Manual of Uniform Traffic Control Devices (MMUTCD). Crosswalk markings provide guidance for pedestrians who are crossing roadways by defining and delineating paths on approaches to and within signalized intersections, and on approaches to other intersections where traffic stops. Crosswalk markings also serve to alert road users of a pedestrian crossing point across roadways not controlled by traffic signals or STOP signs. At non-intersection locations, crosswalk markings legally establish the crosswalk. Longitudinal, diagonal or transverse markings may be used. When crosswalk lines are used, they shall consist of solid white lines that mark the crosswalk. Transverse lines shall be not less than 6 inches nor greater than 24 inches in width. Diagonal or longitudinal lines shall not be less than 6 inches nor greater than 36 inches in width.
Crosswalk lines, if used on both sides of the crosswalk, should extend across the full width of pavement to the edge of the intersecting crosswalk to discourage diagonal walking between crosswalks. Crosswalks should be marked at all intersections where there is substantial conflict between vehicular and pedestrian movements. Marked crosswalks also should be provided at other appropriate points of pedestrian concentration, such as at loading islands, midblock pedestrian crossings, or where pedestrians could not otherwise recognize the proper place to cross. Crosswalk lines should not be used indiscriminately. An engineering study should be performed before they are installed at locations away from traffic signals or STOP signs.
So my diagnosis is that you probably are of normal intelligence, you just need to brush up on your knowledge of traffic laws. Although, the term “jaywalk” does have some overtones of stupidity. The term's dissemination was due in part to a deliberate effort by promoters of automobiles, such as local auto clubs and dealers, to redefine streets as places where pedestrians do not belong. It is a compound word of the words jay and walk; "jay" refers to a foolish rural person—a rube—unfamiliar with city ways. And there is no pill you can take for that!
To good health on the highways,
The Highway Doctor
Dear Highway Doctor:
I think I need to take an I.Q. test or something – I feel totally stupid. You see, yesterday I was almost hit by a car as I was crossing the road and not only did it scare me half to death, but then I got a ticket from my local police officer for this incident. Am I just mental or what don’t I know that I should about this sort of thing?
J. Walker
The Doctor’s diagnosis…
Dear Mr. Walker:
Well, let’s not jump to any conclusions about your mental capacity or intelligence just yet. I think you might just be a little confused about pedestrian rights on public streets and highways. You might not be guilty of a low I.Q., but it sounds to me that you are guilty of “jaywalking”. Jaywalking is a term used to describe when a pedestrian crosses a road illegally, such as during the unprotected phase at the crosswalk of a signalized intersection or anywhere else crossing is prohibited. Jaywalking is illegal typically in urban areas where pedestrians are given preferential treatment at crosswalks. If there is a designated place to cross the street, then the rest of the highway may be off limits. Almost all urban areas in the United States require pedestrians to cross at crosswalks or intersections and to obey pedestrian traffic signals. Jaywalking is primarily considered an infraction but in some jurisdictions, it is a misdemeanor or requires a court appearance. In Minnesota, jaywalking usually carries a fine of about $100.
In Anoka County, crosswalks are very deliberately applied and maintained by the Highway Department in accordance with the Minnesota Manual of Uniform Traffic Control Devices (MMUTCD). Crosswalk markings provide guidance for pedestrians who are crossing roadways by defining and delineating paths on approaches to and within signalized intersections, and on approaches to other intersections where traffic stops. Crosswalk markings also serve to alert road users of a pedestrian crossing point across roadways not controlled by traffic signals or STOP signs. At non-intersection locations, crosswalk markings legally establish the crosswalk. Longitudinal, diagonal or transverse markings may be used. When crosswalk lines are used, they shall consist of solid white lines that mark the crosswalk. Transverse lines shall be not less than 6 inches nor greater than 24 inches in width. Diagonal or longitudinal lines shall not be less than 6 inches nor greater than 36 inches in width.
Crosswalk lines, if used on both sides of the crosswalk, should extend across the full width of pavement to the edge of the intersecting crosswalk to discourage diagonal walking between crosswalks. Crosswalks should be marked at all intersections where there is substantial conflict between vehicular and pedestrian movements. Marked crosswalks also should be provided at other appropriate points of pedestrian concentration, such as at loading islands, midblock pedestrian crossings, or where pedestrians could not otherwise recognize the proper place to cross. Crosswalk lines should not be used indiscriminately. An engineering study should be performed before they are installed at locations away from traffic signals or STOP signs.
So my diagnosis is that you probably are of normal intelligence, you just need to brush up on your knowledge of traffic laws. Although, the term “jaywalk” does have some overtones of stupidity. The term's dissemination was due in part to a deliberate effort by promoters of automobiles, such as local auto clubs and dealers, to redefine streets as places where pedestrians do not belong. It is a compound word of the words jay and walk; "jay" refers to a foolish rural person—a rube—unfamiliar with city ways. And there is no pill you can take for that!
To good health on the highways,
The Highway Doctor
91. Are You Getting Salty With Me?
This issue’s inquisitive reader writes…
Dear Highway Doctor:
Recently I was rushed to the hospital because of low blood pressure and a chemical imbalance in my blood stream. One of the remedies to cure my problem was a saline (salt) IV drip. In reading your past articles about salt solutions, I thought salt was bad and only made things worse. Can you please help me out with an explanation to all of this?
Dee Hidrated
The Doctor’s diagnosis…
Dear Ms. Hidrated:
Another great question from one of my readers – thanks! The choice of fluids that a medical doctor determines to use depends on the volume and chemical properties of the blood in your body and on the medications being prescribed. The most commonly used fluid is normal saline, a solution of sodium chloride at 0.9% concentration, which is close to the concentration in the blood. Many times a person becomes so dehydrated that this is a vital way to get a person’s fluids back to normal levels.
If you’ve heard the term sodium chloride mentioned in these articles before, it’s because sodium chloride is what our local highway departments use as road salt. And just as your salt solution helped you recover from your dehydration, salt works wonders in deicing our snow covered roads and bridges. But in can also cause problems as well. One of the problems caused is a dehydrating of roadside vegetation. I know, I know – you’re about to ask me how a saline IV solution hydrates your body but salt on a road DE-hydrates plants alongside the road. Well let’s go back to your biology class in high school for the answer: osmosis.
The basic idea of osmosis is this: water moves in or out of the cell based on where the concentration of dissolved substances is highest. If there is a higher concentration outside the cell, water will move out; and if there is a higher concentration inside the cell, water will move in. When salt saturates the soil that supports roadside grasses, the water from inside the grass wants to move out of its cell membrane and into the soil. If the water in the grass and the surrounding soil cannot reach equilibrium, the grass will essentially starve itself of the very water it needs to survive. The result – dead grass.
To alleviate this problem, highway designers will specify drought resistant grasses for roadside seed mixes. And instead of using Kentucky bluegrass sod which is very moisture dependent in its boulevards, engineers are now using salt-resistant sods that can sustain itself with less water.
So my diagnosis is that salt can be both good and bad, and can hydrate as well as dehydrate depending on its application. And with regards to salt on our highways I would like to revise that famous slogan from the Morton table salt company, “When it snows, it pours!”
To good health on the highways,
The Highway Doctor
Dear Highway Doctor:
Recently I was rushed to the hospital because of low blood pressure and a chemical imbalance in my blood stream. One of the remedies to cure my problem was a saline (salt) IV drip. In reading your past articles about salt solutions, I thought salt was bad and only made things worse. Can you please help me out with an explanation to all of this?
Dee Hidrated
The Doctor’s diagnosis…
Dear Ms. Hidrated:
Another great question from one of my readers – thanks! The choice of fluids that a medical doctor determines to use depends on the volume and chemical properties of the blood in your body and on the medications being prescribed. The most commonly used fluid is normal saline, a solution of sodium chloride at 0.9% concentration, which is close to the concentration in the blood. Many times a person becomes so dehydrated that this is a vital way to get a person’s fluids back to normal levels.
If you’ve heard the term sodium chloride mentioned in these articles before, it’s because sodium chloride is what our local highway departments use as road salt. And just as your salt solution helped you recover from your dehydration, salt works wonders in deicing our snow covered roads and bridges. But in can also cause problems as well. One of the problems caused is a dehydrating of roadside vegetation. I know, I know – you’re about to ask me how a saline IV solution hydrates your body but salt on a road DE-hydrates plants alongside the road. Well let’s go back to your biology class in high school for the answer: osmosis.
The basic idea of osmosis is this: water moves in or out of the cell based on where the concentration of dissolved substances is highest. If there is a higher concentration outside the cell, water will move out; and if there is a higher concentration inside the cell, water will move in. When salt saturates the soil that supports roadside grasses, the water from inside the grass wants to move out of its cell membrane and into the soil. If the water in the grass and the surrounding soil cannot reach equilibrium, the grass will essentially starve itself of the very water it needs to survive. The result – dead grass.
To alleviate this problem, highway designers will specify drought resistant grasses for roadside seed mixes. And instead of using Kentucky bluegrass sod which is very moisture dependent in its boulevards, engineers are now using salt-resistant sods that can sustain itself with less water.
So my diagnosis is that salt can be both good and bad, and can hydrate as well as dehydrate depending on its application. And with regards to salt on our highways I would like to revise that famous slogan from the Morton table salt company, “When it snows, it pours!”
To good health on the highways,
The Highway Doctor
92. "Ash" Me Another Question!
This issue’s inquisitive reader writes…
Dear Doctor,
I live out here in Becker near the coal-fired power plant and I am curious if it may be the cause of one of my ailments. Recently I was diagnosed with inflammation of my lungs and an abnormal swelling of my bronchial tubes. I’ve always respected your opinion - so what do you think?
Cole Ashe
The Doctor’s diagnosis…
Dear Mr. Ashe:
Sorry to hear about your recent diagnosis and I wish I could help figure out what has caused your illness. I’m certainly no expert in lung related illnesses but I do know a little bit about some of the byproducts from coal fired power plants and in this case one of these byproducts actually has some beneficial uses!
The specific byproduct that I am referring to is “fly ash”. Fly ash is produced by coal-fired power plants during the combustion of coal. Fly ash consists mainly of inorganic glassy particles formed from the mineral matter in coal. During combustion, these minerals are heated to a molten state and chemically combined and solidified while suspended in the exhaust gas. Decades ago this material was pushed right out into the atmosphere but new environmental regulations stopped that practice. Now they are collected by electrostatic precipitators or “bag houses”. The result is an extremely fine powder consisting of spherical particles less than 50 microns is size. It is classified as a “pozzolan” which is a siliceous or siliceous/alumino material possessing the ability to form cementitious compounds when mixed with calcium hydroxide and water. In more basic terms - it acts and works just like cement.
In the highway business, fly ash can be used in a variety of ways. It can be used as a strength enhancing agent when ground up with deteriorated asphalt pavements, it can be used as an effective and economical material for structural fill for dams, levies and dikes where dense compaction is required, it can be used as a stabilizer in aggregate base to stiffen up the aggregate base course, and it can be used to increase the support capacity of subgrade soils by increasing the shear strength of the soil.
But one of the most effective uses of fly ash in highway construction is for mitigating the shrink/swell properties in expansive clay soils. In soils containing expansive clays, fluctuations in moisture content can change the soil volume by as much s 20%. If this volume change is not controlled, premature failure of the overlying pavement can occur. This is exactly what was happening to Anoka County Highway 66 a few years ago. Every spring the underlying clay soils would heave and twist this road into a destructive contortion. The semi-rigid asphalt pavement couldn’t handle the stress and soon this road turned into a pot-hole ravaged mess. The highway department though fixed the problem by peeling off the asphalt and aggregate base layers. Then they mixed the clay subgrade soils with fly ash. The self-cementing properties of the fly ash stabilized the clay soils by physically bonding the soil particles together - restricting expansion and contraction of the clay soil. Good bye swelling and heaving and hello smooth road!
But back to your condition, I’m sure your primary physician prescribed an anti-inflammatory drug for your swelling of the lungs. And similarly, our highway engineers are also using anti-inflammatory remedies by mixing tons and tons of fly ash into their expansive clay soils that are susceptible to swelling. Now that’s one very big dose of Ibuprofen!
To good health on the highways,
The Highway Doctor
Dear Doctor,
I live out here in Becker near the coal-fired power plant and I am curious if it may be the cause of one of my ailments. Recently I was diagnosed with inflammation of my lungs and an abnormal swelling of my bronchial tubes. I’ve always respected your opinion - so what do you think?
Cole Ashe
The Doctor’s diagnosis…
Dear Mr. Ashe:
Sorry to hear about your recent diagnosis and I wish I could help figure out what has caused your illness. I’m certainly no expert in lung related illnesses but I do know a little bit about some of the byproducts from coal fired power plants and in this case one of these byproducts actually has some beneficial uses!
The specific byproduct that I am referring to is “fly ash”. Fly ash is produced by coal-fired power plants during the combustion of coal. Fly ash consists mainly of inorganic glassy particles formed from the mineral matter in coal. During combustion, these minerals are heated to a molten state and chemically combined and solidified while suspended in the exhaust gas. Decades ago this material was pushed right out into the atmosphere but new environmental regulations stopped that practice. Now they are collected by electrostatic precipitators or “bag houses”. The result is an extremely fine powder consisting of spherical particles less than 50 microns is size. It is classified as a “pozzolan” which is a siliceous or siliceous/alumino material possessing the ability to form cementitious compounds when mixed with calcium hydroxide and water. In more basic terms - it acts and works just like cement.
In the highway business, fly ash can be used in a variety of ways. It can be used as a strength enhancing agent when ground up with deteriorated asphalt pavements, it can be used as an effective and economical material for structural fill for dams, levies and dikes where dense compaction is required, it can be used as a stabilizer in aggregate base to stiffen up the aggregate base course, and it can be used to increase the support capacity of subgrade soils by increasing the shear strength of the soil.
But one of the most effective uses of fly ash in highway construction is for mitigating the shrink/swell properties in expansive clay soils. In soils containing expansive clays, fluctuations in moisture content can change the soil volume by as much s 20%. If this volume change is not controlled, premature failure of the overlying pavement can occur. This is exactly what was happening to Anoka County Highway 66 a few years ago. Every spring the underlying clay soils would heave and twist this road into a destructive contortion. The semi-rigid asphalt pavement couldn’t handle the stress and soon this road turned into a pot-hole ravaged mess. The highway department though fixed the problem by peeling off the asphalt and aggregate base layers. Then they mixed the clay subgrade soils with fly ash. The self-cementing properties of the fly ash stabilized the clay soils by physically bonding the soil particles together - restricting expansion and contraction of the clay soil. Good bye swelling and heaving and hello smooth road!
But back to your condition, I’m sure your primary physician prescribed an anti-inflammatory drug for your swelling of the lungs. And similarly, our highway engineers are also using anti-inflammatory remedies by mixing tons and tons of fly ash into their expansive clay soils that are susceptible to swelling. Now that’s one very big dose of Ibuprofen!
To good health on the highways,
The Highway Doctor
93. What a Waste
This issue’s inquisitive reader writes…
Dear Doctor,
I don’t want to seem paranoid or anything, but I keep reading about these animal diseases like chronic wasting disease (deer), mad cow disease (cattle), and scrapie (sheep). I’m afraid to eat just about anything on legs for fear that it will be harmful to my health. Any words of wisdom to keep these animals from ruining my health?
Buck Antlers
The Doctor’s diagnosis…
Dear Mr. Antlers,
Yes there has been a considerable amount of press recently about these neurological animal diseases. These diseases are characterized by loss of body condition, behavioral abnormalities and death. These diseases can be classified as a transmissible spongiform encephalopathy (TSE). The infectious agents of CWD, mad cow and scrapie are neither bacteria nor viruses, but are hypothesized to be prions. Prions are infectious proteins without associated nucleic acids. Although CWD is a contagious fatal disease among deer and elk, research suggests that humans, cattle and other domestic livestock are resistant to natural transmission. While the possibility of human infection remains a concern, it is important to note there have been no verified cases of humans contracting CWD. There have been cases of human contraction of mad cow disease.
But all of these threats are so remote that it is hardly even worth even a glancing concern. However, what I do what to raise your awareness of with regards to animal threats to your health involves not your eating habits but your driving ones. You see, in Minnesota, and especially here in Anoka County where you live, the greatest threat a deer has to humans is when they are involved in vehicle crashes.
In reviewing the 2006 Minnesota Motor Vehicle Crash Facts published by the Minnesota Department of Public Safety, of the 78,745 crashes reported in 2006 in the state of Minnesota, a full 4,138 involved a collision with deer. And these collisions aren’t just detrimental to the health of the deer either. Of these collisions, 486 persons were injured and three people were killed. Very sobering statistics.
In Anoka County, the county highway department annually has to remove over 1,000 dead deer from its 423 mile highway system. Since these are the ones that don’t make it off the road, it can be reasonably assumed that the actual amount of deer hits is actually much higher since many of the hit deer do manage to scamper off into the woods or nearby fields. This issue is no longer just a nuisance, but a full fledged public safety problem. Anoka County offers some of the most ideal habitat for deer and other forms of wildlife. With its proximity to the Mississippi and Rum Rivers, wooded areas, and fields and marshes, it is an ideal habitat. When you add in the high traffic volumes we have in Anoka County we have the perfect recipe for deer/vehicle collisions. This is why Anoka County has one of the highest deer collision incident rates in the state of Minnesota. Furthermore, given the fact that our urbanizing area prevents the proper hunting and thinning of our deer herds, we have deer that tend to migrate around and cross many highways in doing so. Since we can’t teach the deer how to properly cross a busy highway, we have to protect ourselves. To do this, please keep these driving habits in mind and practice: always wear a seat belt, drive at safe speeds, drive sober, and pay attention – especially during dawn and dusk and during the deer rutting season.
So my best advice to you in preventing our hoofed animals from ruining your health is to not keep them off your dish, but to keep them off of your dash!
To good health on the highways,
The Highway Doctor
Dear Doctor,
I don’t want to seem paranoid or anything, but I keep reading about these animal diseases like chronic wasting disease (deer), mad cow disease (cattle), and scrapie (sheep). I’m afraid to eat just about anything on legs for fear that it will be harmful to my health. Any words of wisdom to keep these animals from ruining my health?
Buck Antlers
The Doctor’s diagnosis…
Dear Mr. Antlers,
Yes there has been a considerable amount of press recently about these neurological animal diseases. These diseases are characterized by loss of body condition, behavioral abnormalities and death. These diseases can be classified as a transmissible spongiform encephalopathy (TSE). The infectious agents of CWD, mad cow and scrapie are neither bacteria nor viruses, but are hypothesized to be prions. Prions are infectious proteins without associated nucleic acids. Although CWD is a contagious fatal disease among deer and elk, research suggests that humans, cattle and other domestic livestock are resistant to natural transmission. While the possibility of human infection remains a concern, it is important to note there have been no verified cases of humans contracting CWD. There have been cases of human contraction of mad cow disease.
But all of these threats are so remote that it is hardly even worth even a glancing concern. However, what I do what to raise your awareness of with regards to animal threats to your health involves not your eating habits but your driving ones. You see, in Minnesota, and especially here in Anoka County where you live, the greatest threat a deer has to humans is when they are involved in vehicle crashes.
In reviewing the 2006 Minnesota Motor Vehicle Crash Facts published by the Minnesota Department of Public Safety, of the 78,745 crashes reported in 2006 in the state of Minnesota, a full 4,138 involved a collision with deer. And these collisions aren’t just detrimental to the health of the deer either. Of these collisions, 486 persons were injured and three people were killed. Very sobering statistics.
In Anoka County, the county highway department annually has to remove over 1,000 dead deer from its 423 mile highway system. Since these are the ones that don’t make it off the road, it can be reasonably assumed that the actual amount of deer hits is actually much higher since many of the hit deer do manage to scamper off into the woods or nearby fields. This issue is no longer just a nuisance, but a full fledged public safety problem. Anoka County offers some of the most ideal habitat for deer and other forms of wildlife. With its proximity to the Mississippi and Rum Rivers, wooded areas, and fields and marshes, it is an ideal habitat. When you add in the high traffic volumes we have in Anoka County we have the perfect recipe for deer/vehicle collisions. This is why Anoka County has one of the highest deer collision incident rates in the state of Minnesota. Furthermore, given the fact that our urbanizing area prevents the proper hunting and thinning of our deer herds, we have deer that tend to migrate around and cross many highways in doing so. Since we can’t teach the deer how to properly cross a busy highway, we have to protect ourselves. To do this, please keep these driving habits in mind and practice: always wear a seat belt, drive at safe speeds, drive sober, and pay attention – especially during dawn and dusk and during the deer rutting season.
So my best advice to you in preventing our hoofed animals from ruining your health is to not keep them off your dish, but to keep them off of your dash!
To good health on the highways,
The Highway Doctor
94. Sleep On It!
This issue’s inquisitive reader writes…
Dear Doctor,
I hope you can help me with a little tiff I’m having with my regular physician. You see, I’m long since retired and like to enjoy my mobility by driving myself around town. But ever since my doctor noted that I suffer from the sleep disorder narcolepsy, my children have taken my car keys away from me. I need a second opinion so I can get my car keys back. Can you help me?
C. Esta
The Doctor’s diagnosis…
Dear Ms. Esta,
You’ve really put me in a tough spot here – I always do my best to get my patients back into their cars, but I can only do so if I feel you will be safe to yourself and others on the road. Narcolepsy is a chronic sleep disorder. The condition is characterized by excessive daytime sleepiness in which a person experiences extreme fatigue and possibly falls asleep at inappropriate times, such as while at work or at school, or even worse – while driving!
While most people are aware of the dangers of driving while intoxicated, many are still in the dark about the dangers of driving while drowsy. However, like alcohol, fatigue slows reaction time, decreases awareness, and impairs judgment. According to the National Sleep Foundation, more than one half of America's drivers (over 100 million people) admit to driving while drowsy, and nearly two out of five, or 32 million people, say they have actually fallen asleep at the wheel within the past year. Drowsy driving crashes are often very serious or fatal, especially when they occur at high rates of speed. Unlike a driver who is impaired by alcohol, a driver who has fallen asleep is unable to take any action to avoid a crash. In fact, one of the most common characteristics at a sleep-related crash scene is the lack of skid marks. Often, if the driver survives, they might remember being sleepy, but will not recall having nodded off for a couple of seconds.
Federal statistics related to drowsy driving and fall-asleep crashes are outdated and severely underestimate the full scope of the problem. National Highway Traffic Safety Administration (NHTSA) statistics, more than a decade old now, conservatively show that 100,000 drowsy driving crashes are reported to police each year, killing more than 1,500 Americans and injuring another 71,000. These crashes, injuries, and fatalities result in over $12.5 billion in diminished productivity and property loss. Yet, as startling as these figures may seem, most researchers and traffic safety officials believe that federal statistics significantly under-report the problem of driver fatigue.
Ironically, one of the basic properties of alcohol—the most studied and promoted cause of traffic crashes and fatalities—routinely gets overlooked. Alcohol is a sedating drug. When coupled with sustained wakefulness, time of day effects, and cumulative sleep loss, it can create a powerful, and deadly, combination. Research shows that the consumption of one beer or ounce of liquor, after a night with 4 hours of sleep, has the potential impact of several alcoholic drinks. It is believed that the interaction between alcohol and fatigue tends to be overlooked by investigators in determining crash causation. A fair number of "alcohol-related" crashes involve someone falling asleep at the wheel with a low BAC. Moreover, there are many over-the-counter medications and drugs that cause drowsiness, which impairs driving ability.
Tragically, those killed or injured are not only the drivers but those who have the misfortune to be on the road at the same time. Many of these crashes could have been avoided by understanding the impact of driving while fatigued and taking simple actions.
Often, untreated sleep disorders contribute to the risk of drowsy driving. Patients with undiagnosed sleep disorders are among the highest at-risk groups. It has been shown that some sleep disorders like sleep apnea increases a person's risk of having a crash by two to seven times. For these reasons, drowsy driving also needs to gain the attention of health care professionals in order to see that people are properly diagnosed and treated.
Getting back to narcolepsy, treatment is tailored to the individual, based on symptoms and therapeutic response. Medication adjustments are also frequently necessary, and complete control of symptoms is seldom possible. While oral medications are the mainstay of formal narcolepsy treatment, lifestyle changes are also important.
So my best advice to you is to listen to your doctor and see how you react to your medications and other lifestyle changes such as taking periodic naps during the day to see how this improves your condition. Then, and only then, will you be able to get your car keys back.
After all, knowing that we’ve removed another drowsy driver from the road will let us all sleep a little better!
To good health on the highways,
The Highway Doctor
Dear Doctor,
I hope you can help me with a little tiff I’m having with my regular physician. You see, I’m long since retired and like to enjoy my mobility by driving myself around town. But ever since my doctor noted that I suffer from the sleep disorder narcolepsy, my children have taken my car keys away from me. I need a second opinion so I can get my car keys back. Can you help me?
C. Esta
The Doctor’s diagnosis…
Dear Ms. Esta,
You’ve really put me in a tough spot here – I always do my best to get my patients back into their cars, but I can only do so if I feel you will be safe to yourself and others on the road. Narcolepsy is a chronic sleep disorder. The condition is characterized by excessive daytime sleepiness in which a person experiences extreme fatigue and possibly falls asleep at inappropriate times, such as while at work or at school, or even worse – while driving!
While most people are aware of the dangers of driving while intoxicated, many are still in the dark about the dangers of driving while drowsy. However, like alcohol, fatigue slows reaction time, decreases awareness, and impairs judgment. According to the National Sleep Foundation, more than one half of America's drivers (over 100 million people) admit to driving while drowsy, and nearly two out of five, or 32 million people, say they have actually fallen asleep at the wheel within the past year. Drowsy driving crashes are often very serious or fatal, especially when they occur at high rates of speed. Unlike a driver who is impaired by alcohol, a driver who has fallen asleep is unable to take any action to avoid a crash. In fact, one of the most common characteristics at a sleep-related crash scene is the lack of skid marks. Often, if the driver survives, they might remember being sleepy, but will not recall having nodded off for a couple of seconds.
Federal statistics related to drowsy driving and fall-asleep crashes are outdated and severely underestimate the full scope of the problem. National Highway Traffic Safety Administration (NHTSA) statistics, more than a decade old now, conservatively show that 100,000 drowsy driving crashes are reported to police each year, killing more than 1,500 Americans and injuring another 71,000. These crashes, injuries, and fatalities result in over $12.5 billion in diminished productivity and property loss. Yet, as startling as these figures may seem, most researchers and traffic safety officials believe that federal statistics significantly under-report the problem of driver fatigue.
Ironically, one of the basic properties of alcohol—the most studied and promoted cause of traffic crashes and fatalities—routinely gets overlooked. Alcohol is a sedating drug. When coupled with sustained wakefulness, time of day effects, and cumulative sleep loss, it can create a powerful, and deadly, combination. Research shows that the consumption of one beer or ounce of liquor, after a night with 4 hours of sleep, has the potential impact of several alcoholic drinks. It is believed that the interaction between alcohol and fatigue tends to be overlooked by investigators in determining crash causation. A fair number of "alcohol-related" crashes involve someone falling asleep at the wheel with a low BAC. Moreover, there are many over-the-counter medications and drugs that cause drowsiness, which impairs driving ability.
Tragically, those killed or injured are not only the drivers but those who have the misfortune to be on the road at the same time. Many of these crashes could have been avoided by understanding the impact of driving while fatigued and taking simple actions.
Often, untreated sleep disorders contribute to the risk of drowsy driving. Patients with undiagnosed sleep disorders are among the highest at-risk groups. It has been shown that some sleep disorders like sleep apnea increases a person's risk of having a crash by two to seven times. For these reasons, drowsy driving also needs to gain the attention of health care professionals in order to see that people are properly diagnosed and treated.
Getting back to narcolepsy, treatment is tailored to the individual, based on symptoms and therapeutic response. Medication adjustments are also frequently necessary, and complete control of symptoms is seldom possible. While oral medications are the mainstay of formal narcolepsy treatment, lifestyle changes are also important.
So my best advice to you is to listen to your doctor and see how you react to your medications and other lifestyle changes such as taking periodic naps during the day to see how this improves your condition. Then, and only then, will you be able to get your car keys back.
After all, knowing that we’ve removed another drowsy driver from the road will let us all sleep a little better!
To good health on the highways,
The Highway Doctor
95. Vroom, Vroom!
This issue’s inquisitive reader writes…
Dear Doctor,
I hope you can help me with a little argument I’m having with my wife. I’ve worked hard all my life and always put my family first with regards to my time and money. But finally, I want to splurge a little on myself for once. I want to buy the new 2010 Harley Davidson “Wide Glide” motorcycle. Can’t you see me? 96 cubic inches of raw power with a Tommy Gun exhaust and drag-style handlebars!! My wife dismisses this as just a mid-life crisis and I’ll get over it. Can you help me convince her that this is absolutely necessary for my mental health!?
Moe Tersykle
The Doctor’s diagnosis…
Dear Mr. Tersykle,
The Highway Doctor is always here to look after my patients’ mental and physical well being. That being said, your new found desire for a motorcycle may have mixed results as the mental health benefits you desire have the potential to cause a far worse physical predicament. Please allow me to explain.
The Minnesota Department of Public Safety just released their Minnesota Motor Vehicle Crash Facts 2008 document which summarizes the crashes, deaths and injuries that occurred on Minnesota highways in 2008. I’m very pleased to report that Minnesota has made significant progress in recent years to limit traffic deaths and serious, life-altering injuries on our roads. In 2008, 455 people died in traffic crashes — the fewest number of deaths since 1945 and an 11 percent decrease from the previous year. Minnesota’s fatality rate per 100 million vehicle miles traveled is now 0.79, one of the lowest rates in the nation.
However, in 2008 there were 1,633 crashes that involved at least one motorcycle. This is the highest number of motorcycle crashes observed in Minnesota in the past eighteen years. In 1990, there were 1,735 motorcycle crashes, but then the number of crashes decreased throughout the decade. 1,505 motorcyclists were injured. This is also the highest number of motorcyclist injuries since 1990 when 1,605 motorcyclists were injured.
Even more tragic, motorcyclist fatalities increased in 2008. There were 72 killed motorcyclists recorded. This number is an 18% increase from the previous year. Of the 72 killed motorcyclists, 65 were drivers and 7 were passengers. This increase is worrisome because the number of overall motorcyclist crashes, fatalities, and injuries has been rapidly increasing this decade. There is some evidence for the increase in motorcycle crashes; the number of registered motorcycles has doubled since 1996 with older people returning to motorcycling. In fact, 56% of the killed and 50% of the injured motorcyclists in 2008 were 40 years or older. In addition, the motorcycle crash experience in Minnesota remains largely a male one. In 2008, 62 of the 72 motorcyclists killed, and 1,235 of the 1,505 injured, were male. Males account for 82% of all motorcyclists killed or injured.
Finally, please make sure you always, ALWAYS wear your helmet when riding your motorcycle. After all, what do you call a cyclist who doesn't wear a helmet? An organ donor.
To good health on the highways,
The Highway Doctor
Dear Doctor,
I hope you can help me with a little argument I’m having with my wife. I’ve worked hard all my life and always put my family first with regards to my time and money. But finally, I want to splurge a little on myself for once. I want to buy the new 2010 Harley Davidson “Wide Glide” motorcycle. Can’t you see me? 96 cubic inches of raw power with a Tommy Gun exhaust and drag-style handlebars!! My wife dismisses this as just a mid-life crisis and I’ll get over it. Can you help me convince her that this is absolutely necessary for my mental health!?
Moe Tersykle
The Doctor’s diagnosis…
Dear Mr. Tersykle,
The Highway Doctor is always here to look after my patients’ mental and physical well being. That being said, your new found desire for a motorcycle may have mixed results as the mental health benefits you desire have the potential to cause a far worse physical predicament. Please allow me to explain.
The Minnesota Department of Public Safety just released their Minnesota Motor Vehicle Crash Facts 2008 document which summarizes the crashes, deaths and injuries that occurred on Minnesota highways in 2008. I’m very pleased to report that Minnesota has made significant progress in recent years to limit traffic deaths and serious, life-altering injuries on our roads. In 2008, 455 people died in traffic crashes — the fewest number of deaths since 1945 and an 11 percent decrease from the previous year. Minnesota’s fatality rate per 100 million vehicle miles traveled is now 0.79, one of the lowest rates in the nation.
However, in 2008 there were 1,633 crashes that involved at least one motorcycle. This is the highest number of motorcycle crashes observed in Minnesota in the past eighteen years. In 1990, there were 1,735 motorcycle crashes, but then the number of crashes decreased throughout the decade. 1,505 motorcyclists were injured. This is also the highest number of motorcyclist injuries since 1990 when 1,605 motorcyclists were injured.
Even more tragic, motorcyclist fatalities increased in 2008. There were 72 killed motorcyclists recorded. This number is an 18% increase from the previous year. Of the 72 killed motorcyclists, 65 were drivers and 7 were passengers. This increase is worrisome because the number of overall motorcyclist crashes, fatalities, and injuries has been rapidly increasing this decade. There is some evidence for the increase in motorcycle crashes; the number of registered motorcycles has doubled since 1996 with older people returning to motorcycling. In fact, 56% of the killed and 50% of the injured motorcyclists in 2008 were 40 years or older. In addition, the motorcycle crash experience in Minnesota remains largely a male one. In 2008, 62 of the 72 motorcyclists killed, and 1,235 of the 1,505 injured, were male. Males account for 82% of all motorcyclists killed or injured.
Finally, please make sure you always, ALWAYS wear your helmet when riding your motorcycle. After all, what do you call a cyclist who doesn't wear a helmet? An organ donor.
To good health on the highways,
The Highway Doctor
96. This is a Real Cliffhanger!
This issue’s inquisitive reader writes…
Dear Doctor,
You have to save me! I don’t know what happens, but every time I drive over the 610 Mississippi river bridge on my way to work downtown my forehead breaks out in a sweat, my breathing becomes quick and shallow, and I feel like I’m about to pass out. I’m on the brink of driving myself crazy, or even worse, off the bridge itself. Help!!!
Cliff Hanger
The Doctor’s diagnosis…
Dear Mr. Hanger,
This indeed is a very serious condition, and unfortunately, since the collapse of the I-35W bridge in Minneapolis on August 1, 2007, I’ve been seeing more and more cases of this condition all of the time.
You could be suffering from one of two different phobias. One could be Acrophobia which is an extreme or irrational fear of heights. Acrophobia can be dangerous, as sufferers can experience a panic attack in a high place and become too agitated to get themselves down safely. It has been argued by researchers that fear of heights is an instinct found in many mammals, including domestic animals and human beings. While an innate cautiousness around heights might be helpful for survival, an extreme fear can interfere with the activities of everyday life, such as climbing up a flight of stairs or a ladder or even standing on a chair.
The other condition that you may be afflicted with may be another phobia that has roots to acrophobia. It is known as Gephyrophobia and it is defined as an abnormal and persistent fear of bridges, especially crossing bridges. Sufferers of this phobia experience undue anxiety even though they realize their fear is irrational. Their fear may result partly from the fear of enclosure (claustrophobia) or the fear of heights (acrophobia). Phobic drivers may worry about being in an accident in busy traffic or losing control of their vehicles. High bridges over waterways and gorges can be especially intimidating, as can be very long or very narrow bridges.
For the diagnosis and best treatment for your phobia, I would recommend seeing a psychiatric specialist dealing in phobias who can prescribe a safe and effective exposure-based cognitive-behavioral program that most sufferers will experience relief from their fear after only a few sessions. But with regards to ensuring your health on the bridge itself, well that’s where the Highway Doctor can be of some assistance. Bridge design professionals ensure the safety of the motoring public by properly designing bridge barrier and railing systems that are specifically designed to keep all traffic from falling off the edge of the bridge. In fact, all new roadside barrier systems (guardrails, barriers walls, crash attenuators, etc.) are all designed to withstand the impact of a variety of vehicles from small cars to semi-tractor trailer combinations. National Cooperative Highway Research Program (NCHRP) Report 350 provides the national standards for the recommended procedures for the safety performance evaluation of these types of highway features. Therefore, today’s guardrail and barrier systems have actually been field tested using actual vehicles crashing into the proposed system. How would you like that job! Even those seemingly low height barrier and rail systems that allow such a great view off the side of the bridge can actually withstand a fairly direct hit from a heavy truck without causing the vehicle to flip over or launch off the bridge.
So if your anxiety is caused by a concern over that low height bridge barrier seeming to be too low to withstand a direct hit by a truck or car – don’t worry, it’s been specifically designed to prevent just that. So relax, take a deep breath and enjoy the scenic view. Our engineers have designed our bridges to make you safe in all situations – and that’s not just a leap of faith either!
To good health on the highways,
The Highway Doctor
Dear Doctor,
You have to save me! I don’t know what happens, but every time I drive over the 610 Mississippi river bridge on my way to work downtown my forehead breaks out in a sweat, my breathing becomes quick and shallow, and I feel like I’m about to pass out. I’m on the brink of driving myself crazy, or even worse, off the bridge itself. Help!!!
Cliff Hanger
The Doctor’s diagnosis…
Dear Mr. Hanger,
This indeed is a very serious condition, and unfortunately, since the collapse of the I-35W bridge in Minneapolis on August 1, 2007, I’ve been seeing more and more cases of this condition all of the time.
You could be suffering from one of two different phobias. One could be Acrophobia which is an extreme or irrational fear of heights. Acrophobia can be dangerous, as sufferers can experience a panic attack in a high place and become too agitated to get themselves down safely. It has been argued by researchers that fear of heights is an instinct found in many mammals, including domestic animals and human beings. While an innate cautiousness around heights might be helpful for survival, an extreme fear can interfere with the activities of everyday life, such as climbing up a flight of stairs or a ladder or even standing on a chair.
The other condition that you may be afflicted with may be another phobia that has roots to acrophobia. It is known as Gephyrophobia and it is defined as an abnormal and persistent fear of bridges, especially crossing bridges. Sufferers of this phobia experience undue anxiety even though they realize their fear is irrational. Their fear may result partly from the fear of enclosure (claustrophobia) or the fear of heights (acrophobia). Phobic drivers may worry about being in an accident in busy traffic or losing control of their vehicles. High bridges over waterways and gorges can be especially intimidating, as can be very long or very narrow bridges.
For the diagnosis and best treatment for your phobia, I would recommend seeing a psychiatric specialist dealing in phobias who can prescribe a safe and effective exposure-based cognitive-behavioral program that most sufferers will experience relief from their fear after only a few sessions. But with regards to ensuring your health on the bridge itself, well that’s where the Highway Doctor can be of some assistance. Bridge design professionals ensure the safety of the motoring public by properly designing bridge barrier and railing systems that are specifically designed to keep all traffic from falling off the edge of the bridge. In fact, all new roadside barrier systems (guardrails, barriers walls, crash attenuators, etc.) are all designed to withstand the impact of a variety of vehicles from small cars to semi-tractor trailer combinations. National Cooperative Highway Research Program (NCHRP) Report 350 provides the national standards for the recommended procedures for the safety performance evaluation of these types of highway features. Therefore, today’s guardrail and barrier systems have actually been field tested using actual vehicles crashing into the proposed system. How would you like that job! Even those seemingly low height barrier and rail systems that allow such a great view off the side of the bridge can actually withstand a fairly direct hit from a heavy truck without causing the vehicle to flip over or launch off the bridge.
So if your anxiety is caused by a concern over that low height bridge barrier seeming to be too low to withstand a direct hit by a truck or car – don’t worry, it’s been specifically designed to prevent just that. So relax, take a deep breath and enjoy the scenic view. Our engineers have designed our bridges to make you safe in all situations – and that’s not just a leap of faith either!
To good health on the highways,
The Highway Doctor
97. An Oldie But Goodie!
This issue’s inquisitive reader writes…
Dear Doctor,
I have a beef to express with you doctors. I’ve spent most of my adult life seeing the same family doctor but now that I’m older they want me to see an old folks doctor – I can’t remember what they called him. If the diagnosis, treatments and medicines that I’ve been using all my life were effective, why should I be making a switch now?
Jerry Attrick
The Doctor’s diagnosis…
Dear Mr. Attrick,
First let me explain that the “old folks” doctor that you were referring to was a doctor of geriatrics. Geriatrics is the branch of medicine that focuses on health of the elderly. It aims to promote health and to prevent and treat diseases and disabilities of older adults. Geriatrics was separated from internal medicine as a distinct entity in the same way that pediatrics is separated from adult internal medicine and neonatology is separated from pediatrics.
Geriatrics differs from adult medicine in many respects. The body of an elderly person is substantially different physiologically from that of an adult. Old age is the period of manifestation of decline of various organ systems in the body. Many people, including non-geriatric doctors, cannot differentiate between disease and aging effects. Geriatricians aim to treat the disease and to decrease the effects of aging on the body. Years of training and experience, above and beyond basic medical training, go into recognizing the difference between what is normal aging and what is in fact pathological.
You know, as the Highway Doctor, I cannot help but to relate what you are going through with many of the pavement treatment options that our highway engineers have to consider when selecting the proper “treatment” for the many “diseases” that afflict our highways. It is becoming more and more of a specialty too. The engineer that originally designed the pavement on a road may not be very well versed in how to treat an ailing roadway or to correctly prescribe the most effective treatment.
Therefore, I consider pavement preservation engineering as the gerontology of highway engineering. Pavement preservation is the planned system of treating pavements at the optimum time to maximize their useful life, thus enhancing pavement longevity at the lowest possible cost. Typically, pavements perform well under loads until a particular point in their lifespan, at which time they deteriorate precipitously and rapidly to failure. Experience shows that spending $1 on pavement preservation before that point eliminates or delays spending $6 - $10 on future rehabilitation or reconstruction costs. Ideally, pavement preservation can mean maintenance on a pavement even when there is nothing apparently wrong with it. Instead, successful pavement management demands that a pavement that’s not in bad shape to start. If the structure is good, it is easier to keep water out of the pavement, prevent oxidation of the asphalt, and maintain good skid-resistance at a very low cost. Many cost effective treatments include crack sealing, chip seals, slurry surfacing, and thin mat overlays. The whole premise is to apply the right treatment on the right road at the right time.
So if your anxiety is caused by a switch in your doctor, relax – you’ll be better off. By getting the right treatment on the right ailment at the right time you’ll be able to maintain a much better, and longer, quality of life. And likewise our pavements will also have a longer more durable life with the right preservation technique – it’s like Geritol for the roadway!
To good health on the highways,
The Highway Doctor
Dear Doctor,
I have a beef to express with you doctors. I’ve spent most of my adult life seeing the same family doctor but now that I’m older they want me to see an old folks doctor – I can’t remember what they called him. If the diagnosis, treatments and medicines that I’ve been using all my life were effective, why should I be making a switch now?
Jerry Attrick
The Doctor’s diagnosis…
Dear Mr. Attrick,
First let me explain that the “old folks” doctor that you were referring to was a doctor of geriatrics. Geriatrics is the branch of medicine that focuses on health of the elderly. It aims to promote health and to prevent and treat diseases and disabilities of older adults. Geriatrics was separated from internal medicine as a distinct entity in the same way that pediatrics is separated from adult internal medicine and neonatology is separated from pediatrics.
Geriatrics differs from adult medicine in many respects. The body of an elderly person is substantially different physiologically from that of an adult. Old age is the period of manifestation of decline of various organ systems in the body. Many people, including non-geriatric doctors, cannot differentiate between disease and aging effects. Geriatricians aim to treat the disease and to decrease the effects of aging on the body. Years of training and experience, above and beyond basic medical training, go into recognizing the difference between what is normal aging and what is in fact pathological.
You know, as the Highway Doctor, I cannot help but to relate what you are going through with many of the pavement treatment options that our highway engineers have to consider when selecting the proper “treatment” for the many “diseases” that afflict our highways. It is becoming more and more of a specialty too. The engineer that originally designed the pavement on a road may not be very well versed in how to treat an ailing roadway or to correctly prescribe the most effective treatment.
Therefore, I consider pavement preservation engineering as the gerontology of highway engineering. Pavement preservation is the planned system of treating pavements at the optimum time to maximize their useful life, thus enhancing pavement longevity at the lowest possible cost. Typically, pavements perform well under loads until a particular point in their lifespan, at which time they deteriorate precipitously and rapidly to failure. Experience shows that spending $1 on pavement preservation before that point eliminates or delays spending $6 - $10 on future rehabilitation or reconstruction costs. Ideally, pavement preservation can mean maintenance on a pavement even when there is nothing apparently wrong with it. Instead, successful pavement management demands that a pavement that’s not in bad shape to start. If the structure is good, it is easier to keep water out of the pavement, prevent oxidation of the asphalt, and maintain good skid-resistance at a very low cost. Many cost effective treatments include crack sealing, chip seals, slurry surfacing, and thin mat overlays. The whole premise is to apply the right treatment on the right road at the right time.
So if your anxiety is caused by a switch in your doctor, relax – you’ll be better off. By getting the right treatment on the right ailment at the right time you’ll be able to maintain a much better, and longer, quality of life. And likewise our pavements will also have a longer more durable life with the right preservation technique – it’s like Geritol for the roadway!
To good health on the highways,
The Highway Doctor
98. I Got A Fever - For The Highway Doctor!
This issue’s inquisitive reader writes:
Dear Doctor:
The other day I got a fever that was so high I think I could’ve fried an egg on my forehead! How high can a person’s fever get before it becomes dangerous and what can I do to relieve it?
Ty Floyd Pheaver
The Doctor’s diagnosis:
Dear Mr. Pheaver:
A high temperature caused by fever can be a very serious matter. Fever - an increase in body temperature - is one of the body's normal defenses against attack from an infection or another disease. It is therefore a symptom, not a disease itself. A part of the brain that acts as the body's thermostat controls body temperature by balancing hot and cold signals throughout the body. Factors that influence body temperature are infections; vaccines and medications; and injury. Body temperature increases also occur with exercise, excessive clothing, a hot bath, or hot weather. Fever may actually play a role in fighting infections and shortening their course by turning on the body's immune system, thereby increasing the release and activity of white blood cells and other germ-killing substances.
There are several ways to treating a fever. Some unmedicated ways includes undressing, taking a lukewarm bath or drinking cold fluids. This is suitable for mild fevers (under 102º F). For moderate fevers (102 to 104º F) you can use either acetaminophen (Tylenol) or ibuprofen (Advil/Motrin) depending on age. Remember, a fever is the body’s self-defense against an infection so don’t always try to counteract this mechanism. But if the fever pursuits or makes you or your child very uncomfortable, these medications can be very effective. For temperatures above 104º F, please consult with your doctor or health care professional for the appropriate response. In all cases, please remember to keep hydrated at all times so make sure you are taking plenty of fluids as well.
With regards to whether or not your forehead gets hot enough to fry an egg, the answer is no. However, as the Highway Doctor, I’m frequently asked if our highway pavements get hot enough to fry an egg. When the summer heat is sizzling and pavements are too hot for bare feet, it feels like it could actually work to fry an egg on the street or sidewalk. In fact, several of my patients have actually tried it but usually they end up with a mess resembling scrambled eggs more than one sunny-side up. So what’s the problem? An egg needs a temperature of 158°F to become firm. In order to cook, proteins in the egg must denature (modify), then coagulate, and that won’t happen until the temperature rises enough to start and maintain the process. During the day, pavements can reach 150º F. Again, to be thoroughly cooked, eggs need to reach 158 to 160º F, so hot pavement probably isn’t going to do the trick. One problem with pavement as a cooking surface is that it doesn’t conduct heat as well as metal—like a frying pan. Something closer to the conditions of a frying pan would be the hood of a car. Metal conducts heat better and gets hotter, so people actually have been able to cook an egg on a car hood's surface. The only time that an asphalt pavement is hot enough to fry an egg would be when it is originally placed during paving construction. Hot mix asphalt at the production plant is in excess of 300 degrees.
In conclusion, a high temperature in your body is a signal that your body is going into a self-defense mode in dealing with an infection or condition. Hot pavements are a natural reaction too of the absorption of the suns radiant energy. However, in both situations I would not advise trying to fry an egg in either circumstance. Otherwise, the yokes on you!
To good health on the highways,
The Highway Doctor
Dear Doctor:
The other day I got a fever that was so high I think I could’ve fried an egg on my forehead! How high can a person’s fever get before it becomes dangerous and what can I do to relieve it?
Ty Floyd Pheaver
The Doctor’s diagnosis:
Dear Mr. Pheaver:
A high temperature caused by fever can be a very serious matter. Fever - an increase in body temperature - is one of the body's normal defenses against attack from an infection or another disease. It is therefore a symptom, not a disease itself. A part of the brain that acts as the body's thermostat controls body temperature by balancing hot and cold signals throughout the body. Factors that influence body temperature are infections; vaccines and medications; and injury. Body temperature increases also occur with exercise, excessive clothing, a hot bath, or hot weather. Fever may actually play a role in fighting infections and shortening their course by turning on the body's immune system, thereby increasing the release and activity of white blood cells and other germ-killing substances.
There are several ways to treating a fever. Some unmedicated ways includes undressing, taking a lukewarm bath or drinking cold fluids. This is suitable for mild fevers (under 102º F). For moderate fevers (102 to 104º F) you can use either acetaminophen (Tylenol) or ibuprofen (Advil/Motrin) depending on age. Remember, a fever is the body’s self-defense against an infection so don’t always try to counteract this mechanism. But if the fever pursuits or makes you or your child very uncomfortable, these medications can be very effective. For temperatures above 104º F, please consult with your doctor or health care professional for the appropriate response. In all cases, please remember to keep hydrated at all times so make sure you are taking plenty of fluids as well.
With regards to whether or not your forehead gets hot enough to fry an egg, the answer is no. However, as the Highway Doctor, I’m frequently asked if our highway pavements get hot enough to fry an egg. When the summer heat is sizzling and pavements are too hot for bare feet, it feels like it could actually work to fry an egg on the street or sidewalk. In fact, several of my patients have actually tried it but usually they end up with a mess resembling scrambled eggs more than one sunny-side up. So what’s the problem? An egg needs a temperature of 158°F to become firm. In order to cook, proteins in the egg must denature (modify), then coagulate, and that won’t happen until the temperature rises enough to start and maintain the process. During the day, pavements can reach 150º F. Again, to be thoroughly cooked, eggs need to reach 158 to 160º F, so hot pavement probably isn’t going to do the trick. One problem with pavement as a cooking surface is that it doesn’t conduct heat as well as metal—like a frying pan. Something closer to the conditions of a frying pan would be the hood of a car. Metal conducts heat better and gets hotter, so people actually have been able to cook an egg on a car hood's surface. The only time that an asphalt pavement is hot enough to fry an egg would be when it is originally placed during paving construction. Hot mix asphalt at the production plant is in excess of 300 degrees.
In conclusion, a high temperature in your body is a signal that your body is going into a self-defense mode in dealing with an infection or condition. Hot pavements are a natural reaction too of the absorption of the suns radiant energy. However, in both situations I would not advise trying to fry an egg in either circumstance. Otherwise, the yokes on you!
To good health on the highways,
The Highway Doctor
99. "Dry" This On For Size
This issue’s inquisitive reader writes:
Dear Doctor:
I knicked myself shaving the other day and it seemed like forever for my cut to scab up and stop bleeding. I’ve ruined several shirts after the blood was passed from my neck to my collar. How long should it take for my blood to dry?
Les Humid
The Doctor’s diagnosis:
Dear Mr. Humid:
Good question! Of course the answer depends not only on the condition of the wound itself (depth, width, area of body cut, etc.) but on many non-wound conditions such as air temperature, wind speed, and humidity. In most cases a simple razor knick should be completely dry in 10 to 15 minutes, but the healing process starts almost immediately. As soon as you scrape or break the skin anywhere on your body, special blood cells called platelets spring into action. Platelets stick together like glue at the cut, forming a clot. This clot is like a protective bandage over your cut that keeps more blood and other fluids from flowing out. Even though the bleeding stops, things are still happening on your cut. As the clot starts to get hard and dries out, a scab forms. Their job is to protect the cut by keeping germs and other stuff out and giving the skin cells underneath a chance to heal. New skin cells are being made to help repair the torn skin. Damaged blood vessels are being fixed. White blood cells, the kind that fight infection to keep you from getting sick, go to work by attacking any germs that may have gotten into the cut. White blood cells also get rid of any dead blood and skin cells that may still be hanging around the cut. By the time it's all done, a new layer of skin will have been made.
You know, as the Highway Doctor this whole process reminds me of the paint that we apply to our roads and highways. Very much like blood drying, there are many things going on as paint dries. In the latex highway paints that we typically use, polymer molecules containing paint pigments are suspended in a water emulsion. Once the paint is applied to a surface, the water evaporates and the polymer particles move closer together. They're pulled together by water as it leaves and their polymer chains begin to mingle together. By the time the water is gone, the molecules are tightly interwoven. They trap the paint's pigment particles and create a durable layer. But this may take some time to occur.
Just like fresh blood, wet paint also has many variables that influence how long it will take to dry. On a hot and windy but low humidity day it may only take 30 seconds or less for the paint to dry (i.e. become track free). But on a calm and humid day it can take up to 2 minutes for the paint to dry. On sunny days, a hot pavement also can assist in quick dry times. Another trick our highway crews use to make the paint more track resistant in less than optimal conditions is to apply a heavier coat of reflectorized beads.
The paint also acts like a scab on a wound too. By restriping our roads every year, we put a protective coat (scab) on the underlying marking which protects it from the abrasive effects of traffic and snow plowing. This way we have visible paint markings throughout the whole year, not just in the summer months when the paint is new.
So my advice to you if you feel it takes too long for your razor knick to dry, you can use a styptic pencil or some other coagulating method like a piece of tissue paper. And never pick the scab open once it forms or it’ll keep bleeding or form a scar. But with regards to drying highway paint, just be patient and stay off the line until it completely dries. Otherwise, you’ll pass the paint from the road to your car’s fender and there’s no amount of toilet paper that’ll take care of that mess!
To good health on the highways,
The Highway Doctor
Dear Doctor:
I knicked myself shaving the other day and it seemed like forever for my cut to scab up and stop bleeding. I’ve ruined several shirts after the blood was passed from my neck to my collar. How long should it take for my blood to dry?
Les Humid
The Doctor’s diagnosis:
Dear Mr. Humid:
Good question! Of course the answer depends not only on the condition of the wound itself (depth, width, area of body cut, etc.) but on many non-wound conditions such as air temperature, wind speed, and humidity. In most cases a simple razor knick should be completely dry in 10 to 15 minutes, but the healing process starts almost immediately. As soon as you scrape or break the skin anywhere on your body, special blood cells called platelets spring into action. Platelets stick together like glue at the cut, forming a clot. This clot is like a protective bandage over your cut that keeps more blood and other fluids from flowing out. Even though the bleeding stops, things are still happening on your cut. As the clot starts to get hard and dries out, a scab forms. Their job is to protect the cut by keeping germs and other stuff out and giving the skin cells underneath a chance to heal. New skin cells are being made to help repair the torn skin. Damaged blood vessels are being fixed. White blood cells, the kind that fight infection to keep you from getting sick, go to work by attacking any germs that may have gotten into the cut. White blood cells also get rid of any dead blood and skin cells that may still be hanging around the cut. By the time it's all done, a new layer of skin will have been made.
You know, as the Highway Doctor this whole process reminds me of the paint that we apply to our roads and highways. Very much like blood drying, there are many things going on as paint dries. In the latex highway paints that we typically use, polymer molecules containing paint pigments are suspended in a water emulsion. Once the paint is applied to a surface, the water evaporates and the polymer particles move closer together. They're pulled together by water as it leaves and their polymer chains begin to mingle together. By the time the water is gone, the molecules are tightly interwoven. They trap the paint's pigment particles and create a durable layer. But this may take some time to occur.
Just like fresh blood, wet paint also has many variables that influence how long it will take to dry. On a hot and windy but low humidity day it may only take 30 seconds or less for the paint to dry (i.e. become track free). But on a calm and humid day it can take up to 2 minutes for the paint to dry. On sunny days, a hot pavement also can assist in quick dry times. Another trick our highway crews use to make the paint more track resistant in less than optimal conditions is to apply a heavier coat of reflectorized beads.
The paint also acts like a scab on a wound too. By restriping our roads every year, we put a protective coat (scab) on the underlying marking which protects it from the abrasive effects of traffic and snow plowing. This way we have visible paint markings throughout the whole year, not just in the summer months when the paint is new.
So my advice to you if you feel it takes too long for your razor knick to dry, you can use a styptic pencil or some other coagulating method like a piece of tissue paper. And never pick the scab open once it forms or it’ll keep bleeding or form a scar. But with regards to drying highway paint, just be patient and stay off the line until it completely dries. Otherwise, you’ll pass the paint from the road to your car’s fender and there’s no amount of toilet paper that’ll take care of that mess!
To good health on the highways,
The Highway Doctor
100. Just Chuck It!
This issue’s inquisitive reader writes:
Dear Doctor:
I am becoming increasingly alarmed at this apparent obesity epidemic that is hitting the country. Even at my office, all that we have to munch on from our vending machines are high sugar and carbohydrate snacks. Then the sandwich truck shows up at my jobsite and really piles on the fats and preservatives. Do you have a prescription to help me from being another victim of this disease?
Chuck Wagon
The Doctor’s Diagnosis:
Dear Mr. Wagon:
I am so glad that you asked about this issue. It is a disease that is striking all demographics of people in the United States. No one is immune. Obesity is defined as a body mass index (BMI) of 30 or greater. BMI is calculated from a person's weight and height and provides a reasonable indicator of body fatness and weight categories that may lead to health problems. Obesity is a major risk factor for cardiovascular disease, certain types of cancer, and type 2 diabetes.
During the past 20 years there has been a dramatic increase in obesity in the United States. In 2009, only Colorado and the District of Columbia had a prevalence of obesity less than 20%. The State of Minnesota had an obesity rate of 24.6%, or almost 1 in every 4 persons is obese.
But being the Highway Doctor, I would like to mention one more risk of eating – the distraction caused to people who eat while they drive. According to the Minnesota Department of Public Safety’s Crash Facts 2009, distracted driving is the leading contributor in crashes at 22.6%. Using this percentage, you could then attribute 16,611 crashes, 7,023 injuries and 95 deaths to distracted driving in Minnesota in 2009.
They may not think it's safe, but most drivers responding to a new poll admit to keeping one eye and one hand on a meal while driving. Eating a meal turned out to be the most-common distracting activity drivers undertake. In fact, 65 percent of drivers stated they eat while driving, according to a PEMCO Insurance poll on driver distraction.
So my prescription to living a long and healthy life is simple: your calorie intake should not exceed your calorie expenditure, move more, and eat real food. Simple, but not easy. As we all know, what is easy to do is easy not to do. But while staying away from the snack machine or fast food restaurant may be difficult to overcome, avoiding eating while driving is something that can be accomplished with just the smallest of effort and planning. And one more thing, not eating that quarter pounder with cheese in your car is not only healthy for you, but for the rest of us sharing the road with you!
To good health on the highways,
The Highway Doctor
Dear Doctor:
I am becoming increasingly alarmed at this apparent obesity epidemic that is hitting the country. Even at my office, all that we have to munch on from our vending machines are high sugar and carbohydrate snacks. Then the sandwich truck shows up at my jobsite and really piles on the fats and preservatives. Do you have a prescription to help me from being another victim of this disease?
Chuck Wagon
The Doctor’s Diagnosis:
Dear Mr. Wagon:
I am so glad that you asked about this issue. It is a disease that is striking all demographics of people in the United States. No one is immune. Obesity is defined as a body mass index (BMI) of 30 or greater. BMI is calculated from a person's weight and height and provides a reasonable indicator of body fatness and weight categories that may lead to health problems. Obesity is a major risk factor for cardiovascular disease, certain types of cancer, and type 2 diabetes.
During the past 20 years there has been a dramatic increase in obesity in the United States. In 2009, only Colorado and the District of Columbia had a prevalence of obesity less than 20%. The State of Minnesota had an obesity rate of 24.6%, or almost 1 in every 4 persons is obese.
But being the Highway Doctor, I would like to mention one more risk of eating – the distraction caused to people who eat while they drive. According to the Minnesota Department of Public Safety’s Crash Facts 2009, distracted driving is the leading contributor in crashes at 22.6%. Using this percentage, you could then attribute 16,611 crashes, 7,023 injuries and 95 deaths to distracted driving in Minnesota in 2009.
They may not think it's safe, but most drivers responding to a new poll admit to keeping one eye and one hand on a meal while driving. Eating a meal turned out to be the most-common distracting activity drivers undertake. In fact, 65 percent of drivers stated they eat while driving, according to a PEMCO Insurance poll on driver distraction.
So my prescription to living a long and healthy life is simple: your calorie intake should not exceed your calorie expenditure, move more, and eat real food. Simple, but not easy. As we all know, what is easy to do is easy not to do. But while staying away from the snack machine or fast food restaurant may be difficult to overcome, avoiding eating while driving is something that can be accomplished with just the smallest of effort and planning. And one more thing, not eating that quarter pounder with cheese in your car is not only healthy for you, but for the rest of us sharing the road with you!
To good health on the highways,
The Highway Doctor
101. Don't Make Me Laugh!
This issue’s inquisitive reader writes:
Dear Doctor:
Well shiver me timbers! I thought that I was the only ol’ sea dog residing in the vast prairie wasteland of the Midwest, but the other day I heard the unmistakable sounds of fellow pirates by the “Ar-de-ar-ar-ar” language that I overheard. I hope this wasn’t just a fiendish sea nymph playing tricks on me so how do I get a hold of my fellow buccaneers?
Capt. Walker D. Plank
The Doctor’s Diagnosis:
Dear Capt. Plank:
I hate to be the one to bust your bubble, but I would like to refer you to a psychiatric specialist who’s a colleague of mine to talk to you about your condition. While it’s no secret that pirates still exist to this day, the swash-buckling renegades that you are referring to haven’t been around for hundreds of years!
I’ll bet that what might have sent you into your condition was all of the “Ar-ar” sounds you actually have been hearing. What I believe you were hearing is our transportation officials talking about the federal stimulus program or ARRA for short. ARRA stands for the “American Recovery and Reinvestment Act” and is the stimulus program to help get our country out of recession. While transportation dollars accounted for only 6% of the entire funding, there was still $48 billion dedicated to highway, bridge and transit projects. Nationally, over 17,000 individual projects will be funded through this program and will result in over 35,000 miles of highway improvements, almost 1,300 new bridges, and numerous rail and transit projects.
Besides building new infrastructure that will last for generations, the stimulus bill provided immediate relief for those most impacted by the recession – jobs for the construction industry. When the economy tanks, so do construction jobs. The stimulus bill has been essential in help small businesses stay afloat by keeping employees working and buying new equipment and materials which trickle through the economy. Through August of this year, there have been almost $7 billion worth of projects completed through this infrastructure investment resulting in over 311,000 new or sustained jobs and a payroll of over $3 billion. That’s paying people for doing work – no entitlements here!
In Minnesota the numbers through August are $1.3 billion in investments and $24 million in payroll. The Anoka County Highway Department has been fortunate enough to receive funding for two stimulus projects: the CSAH 14 (Main Street) interchange at I-35E in Lino Lakes; and the signal construction on CSAH 1 (East River Road) at 61st Way in Fridley for the Northstar Transit Station.
So to recap, while you won’t find any pirates wreaking havoc across the prairie, you can expect smooth sailing down our highways as a result of the ARRA stimulus bill!
To good health on the highways,
The Highway Doctor
Dear Doctor:
Well shiver me timbers! I thought that I was the only ol’ sea dog residing in the vast prairie wasteland of the Midwest, but the other day I heard the unmistakable sounds of fellow pirates by the “Ar-de-ar-ar-ar” language that I overheard. I hope this wasn’t just a fiendish sea nymph playing tricks on me so how do I get a hold of my fellow buccaneers?
Capt. Walker D. Plank
The Doctor’s Diagnosis:
Dear Capt. Plank:
I hate to be the one to bust your bubble, but I would like to refer you to a psychiatric specialist who’s a colleague of mine to talk to you about your condition. While it’s no secret that pirates still exist to this day, the swash-buckling renegades that you are referring to haven’t been around for hundreds of years!
I’ll bet that what might have sent you into your condition was all of the “Ar-ar” sounds you actually have been hearing. What I believe you were hearing is our transportation officials talking about the federal stimulus program or ARRA for short. ARRA stands for the “American Recovery and Reinvestment Act” and is the stimulus program to help get our country out of recession. While transportation dollars accounted for only 6% of the entire funding, there was still $48 billion dedicated to highway, bridge and transit projects. Nationally, over 17,000 individual projects will be funded through this program and will result in over 35,000 miles of highway improvements, almost 1,300 new bridges, and numerous rail and transit projects.
Besides building new infrastructure that will last for generations, the stimulus bill provided immediate relief for those most impacted by the recession – jobs for the construction industry. When the economy tanks, so do construction jobs. The stimulus bill has been essential in help small businesses stay afloat by keeping employees working and buying new equipment and materials which trickle through the economy. Through August of this year, there have been almost $7 billion worth of projects completed through this infrastructure investment resulting in over 311,000 new or sustained jobs and a payroll of over $3 billion. That’s paying people for doing work – no entitlements here!
In Minnesota the numbers through August are $1.3 billion in investments and $24 million in payroll. The Anoka County Highway Department has been fortunate enough to receive funding for two stimulus projects: the CSAH 14 (Main Street) interchange at I-35E in Lino Lakes; and the signal construction on CSAH 1 (East River Road) at 61st Way in Fridley for the Northstar Transit Station.
So to recap, while you won’t find any pirates wreaking havoc across the prairie, you can expect smooth sailing down our highways as a result of the ARRA stimulus bill!
To good health on the highways,
The Highway Doctor
102. But Does It Make the Road Taste Better Too?
This issue’s inquisitive reader writes:
Dear Doctor:
I am really confused and hope that you will be able to help me. I keep hearing conflicting information regarding salt in my diet. In my youth I always was told that iodized-salt was one of the most important health achievements of the 20th century, but now in my older years I am being placed on a low-sodium diet by my doctor. Can you help clear up this apparent inconsistency?
I.O. Dine
The Doctor’s Diagnosis:
Dear Ms. Dine:
Salt is common in most foods and when consumed in appropriate amounts in our diets it is essential to our health and development. The universal, consistent appetite for salt, public authorities agree, makes it the ideal vehicle for iodine fortification for thyroid health and to prevent mental retardation and goiter.
Salt is essential not only to life, but to good health. It's always been that way. The body's salt-to-water ratio is critical to metabolism. Human blood contains 0.9% salt (sodium chloride). Salt maintains the electrolyte balance inside and outside of cells. Routine physical examinations measure blood sodium for clues to personal health. We must keep in mind that salt is an essential nutrient. By definition, "too much" -- or "too little" -- salt can have important health consequences that must be weighed with care. Salt is important to hydration in our bodies. After exercise, it is critical to replace both water and salt lost through perspiration during exercise. When diarrhea dehydrates the body, we use oral rehydration therapy (ORT) to restore fluids (and health); ORT uses salt, sugar and water.
Though humans tolerate wide variations in salt intake, most Americans consume sodium in the “hygienic safety range:” 1,150 – 5,750 mg/day. Americans average about 3,500 mg/day, just about the worldwide average. The National Academy of Science recommends a sodium intake level at least 500 mg/day, but less than 2,300 mg/day based on its expert group consensus. Consumption of “excess” amounts of salt may be problematic; high concentrations of salt irritate the stomach lining and may trigger stomach cancer, though studies are more suggestive than definitive. In addition, medical evidence proves salt is related to blood pressure and several other important risk factors for cardiovascular health.
You know, all of this talk about proper salt dosages reminds The Highway Doctor all too well about the salt applications prescribed by the Anoka County Highway Department (ACHD) in their snow and ice control operations. Just as salt is an essential element in our body’s health, it is also an essential element in our fight against ice and snow on our highways. And just like salt levels in our bodies, our highway department needs to find the right dosage of salt to apply to the highway during snow events.
There are numerous factors that go into deciding how much salt to apply during a snow and ice event including air temperature, pavement temperature, precipitation amounts expected, wind conditions, type of snow (wet, dry or freezing rain), etc. Applying too little salt and the effort is ineffective. Applying too much salt can lead to excessive corrosion to our bridges and pavements (not to mention your car) and can have detrimental effects on the environment. And let’s not forget that it costs money to buy salt, so we want to make sure we are using it prudently for financial reasons as well. But rest assured, the professionals at ACHD have over the years perfected the right prescription for the right disease. Whether its 100 pounds of salt per lane mile or 500 pounds per lane mile, you can bet the right dosage will be applied.
So whether you ingest salt in your diet, apply it to an icy highway, or throw it over your shoulder to keep the devil away, salt has and always will be essential to your good health and well being.
To good health on the highways,
The Highway Doctor
Dear Doctor:
I am really confused and hope that you will be able to help me. I keep hearing conflicting information regarding salt in my diet. In my youth I always was told that iodized-salt was one of the most important health achievements of the 20th century, but now in my older years I am being placed on a low-sodium diet by my doctor. Can you help clear up this apparent inconsistency?
I.O. Dine
The Doctor’s Diagnosis:
Dear Ms. Dine:
Salt is common in most foods and when consumed in appropriate amounts in our diets it is essential to our health and development. The universal, consistent appetite for salt, public authorities agree, makes it the ideal vehicle for iodine fortification for thyroid health and to prevent mental retardation and goiter.
Salt is essential not only to life, but to good health. It's always been that way. The body's salt-to-water ratio is critical to metabolism. Human blood contains 0.9% salt (sodium chloride). Salt maintains the electrolyte balance inside and outside of cells. Routine physical examinations measure blood sodium for clues to personal health. We must keep in mind that salt is an essential nutrient. By definition, "too much" -- or "too little" -- salt can have important health consequences that must be weighed with care. Salt is important to hydration in our bodies. After exercise, it is critical to replace both water and salt lost through perspiration during exercise. When diarrhea dehydrates the body, we use oral rehydration therapy (ORT) to restore fluids (and health); ORT uses salt, sugar and water.
Though humans tolerate wide variations in salt intake, most Americans consume sodium in the “hygienic safety range:” 1,150 – 5,750 mg/day. Americans average about 3,500 mg/day, just about the worldwide average. The National Academy of Science recommends a sodium intake level at least 500 mg/day, but less than 2,300 mg/day based on its expert group consensus. Consumption of “excess” amounts of salt may be problematic; high concentrations of salt irritate the stomach lining and may trigger stomach cancer, though studies are more suggestive than definitive. In addition, medical evidence proves salt is related to blood pressure and several other important risk factors for cardiovascular health.
You know, all of this talk about proper salt dosages reminds The Highway Doctor all too well about the salt applications prescribed by the Anoka County Highway Department (ACHD) in their snow and ice control operations. Just as salt is an essential element in our body’s health, it is also an essential element in our fight against ice and snow on our highways. And just like salt levels in our bodies, our highway department needs to find the right dosage of salt to apply to the highway during snow events.
There are numerous factors that go into deciding how much salt to apply during a snow and ice event including air temperature, pavement temperature, precipitation amounts expected, wind conditions, type of snow (wet, dry or freezing rain), etc. Applying too little salt and the effort is ineffective. Applying too much salt can lead to excessive corrosion to our bridges and pavements (not to mention your car) and can have detrimental effects on the environment. And let’s not forget that it costs money to buy salt, so we want to make sure we are using it prudently for financial reasons as well. But rest assured, the professionals at ACHD have over the years perfected the right prescription for the right disease. Whether its 100 pounds of salt per lane mile or 500 pounds per lane mile, you can bet the right dosage will be applied.
So whether you ingest salt in your diet, apply it to an icy highway, or throw it over your shoulder to keep the devil away, salt has and always will be essential to your good health and well being.
To good health on the highways,
The Highway Doctor
103. What About the Voices I Hear in My Head?
This issue’s inquisitive reader writes:
Dear Doctor:
My head is just spinning and I am really nervous about all of this information coming out about cell phones causing brain tumors. I am a travelling salesman and I talk on my phone constantly while I’m out on the road. Am I putting my life at risk by using my cellular device frequently?
Bob L. Head
The Doctor’s Diagnosis:
Dear Mr. Head:
You ask a simple question with a complicated answer: Do cell phones cause cancer—or not? It depends on whom you ask. The director of the University of Pittsburgh Cancer Institute and the director of National Cancer Institute’s Epidemiology and Biostatistics Program, and other health officials recently clashed during a hearing before the House Subcommittee on Domestic Policy held to determine whether mobile phones are safe. The U of P official stated, "Long term and frequent use of cell phones which receive and emit radio frequency may be associated with an increased risk of brain tumors. I find the old adage 'better to be safe than sorry' to be very apt to this situation." The Cancer Institute’s head, on the other hand, insisted that the pervasive technology was safe; testifying that "its effect on the body appears to be insufficient to cause genetic damage."
Cell phones use non-ionizing radiation, which differs from the ionizing radiation of x-rays and radioactive material in that it does not have enough energy to knock around—or ionize—electrons or particles in atoms. Cell phone radiation falls into the same band of non-ionizing radio frequency as microwaves used to heat or cook food, but unlike microwaves some experts point out, cell phones do not release enough radiation or energy to damage DNA or genetic material, which can lead to cancer.
Since cell phone technology is still relatively new, the medical debate on its effect on health will go on for many more years. But as the Highway Doctor, I must point out another health risk associated with cell phone use: vehicle crashes caused by inattentive drivers.
Harvard researchers estimate about one in 20 U.S. traffic accidents involve a driver talking on a cell phone. They calculate that around 2,600 people die each year as a result of this use of the technology and another 330,000 are believed injured.
But just like the medical debate of whether cell phones cause tumors or not, there is disagreement whether cell phones are the culprit of crashes or not. The cell phone industry is running ads about car phone use, but it also questions the Harvard findings. But the fact remains that the second highest contributing cause of traffic crashes and fatalities (behind illegal or unsafe speeds) is driver inattention. This can range from your CD changer to your heater to talking to the person next to you or worrying about the kids in the back seat. Or eating, or smoking or drinking, the list goes on and on - as do the studies that show it's dangerous to drive under the influence of anything.
According to the Minnesota Motor Vehicle Crash Facts 2009 published by the Minnesota Department of Public Safety, crashes are the leading cause of death among persons aged 1 to 34 and the fifth leading cause of death among all persons. Again, given that driver inattention is the second leading contributing factor in these crashes, it is no wonder that cell phone use while driving is being discussed in legislatures across the country.
So my advice on staying healthy in this age of cell phone proliferation: limit your talking on a cell phone while driving and never, ever dial or text while driving. And one more thing – please use these devices with discretion - especially in public places - I don’t care to know who broke up with whom last week!
To good health on the highways,
The Highway Doctor
Dear Doctor:
My head is just spinning and I am really nervous about all of this information coming out about cell phones causing brain tumors. I am a travelling salesman and I talk on my phone constantly while I’m out on the road. Am I putting my life at risk by using my cellular device frequently?
Bob L. Head
The Doctor’s Diagnosis:
Dear Mr. Head:
You ask a simple question with a complicated answer: Do cell phones cause cancer—or not? It depends on whom you ask. The director of the University of Pittsburgh Cancer Institute and the director of National Cancer Institute’s Epidemiology and Biostatistics Program, and other health officials recently clashed during a hearing before the House Subcommittee on Domestic Policy held to determine whether mobile phones are safe. The U of P official stated, "Long term and frequent use of cell phones which receive and emit radio frequency may be associated with an increased risk of brain tumors. I find the old adage 'better to be safe than sorry' to be very apt to this situation." The Cancer Institute’s head, on the other hand, insisted that the pervasive technology was safe; testifying that "its effect on the body appears to be insufficient to cause genetic damage."
Cell phones use non-ionizing radiation, which differs from the ionizing radiation of x-rays and radioactive material in that it does not have enough energy to knock around—or ionize—electrons or particles in atoms. Cell phone radiation falls into the same band of non-ionizing radio frequency as microwaves used to heat or cook food, but unlike microwaves some experts point out, cell phones do not release enough radiation or energy to damage DNA or genetic material, which can lead to cancer.
Since cell phone technology is still relatively new, the medical debate on its effect on health will go on for many more years. But as the Highway Doctor, I must point out another health risk associated with cell phone use: vehicle crashes caused by inattentive drivers.
Harvard researchers estimate about one in 20 U.S. traffic accidents involve a driver talking on a cell phone. They calculate that around 2,600 people die each year as a result of this use of the technology and another 330,000 are believed injured.
But just like the medical debate of whether cell phones cause tumors or not, there is disagreement whether cell phones are the culprit of crashes or not. The cell phone industry is running ads about car phone use, but it also questions the Harvard findings. But the fact remains that the second highest contributing cause of traffic crashes and fatalities (behind illegal or unsafe speeds) is driver inattention. This can range from your CD changer to your heater to talking to the person next to you or worrying about the kids in the back seat. Or eating, or smoking or drinking, the list goes on and on - as do the studies that show it's dangerous to drive under the influence of anything.
According to the Minnesota Motor Vehicle Crash Facts 2009 published by the Minnesota Department of Public Safety, crashes are the leading cause of death among persons aged 1 to 34 and the fifth leading cause of death among all persons. Again, given that driver inattention is the second leading contributing factor in these crashes, it is no wonder that cell phone use while driving is being discussed in legislatures across the country.
So my advice on staying healthy in this age of cell phone proliferation: limit your talking on a cell phone while driving and never, ever dial or text while driving. And one more thing – please use these devices with discretion - especially in public places - I don’t care to know who broke up with whom last week!
To good health on the highways,
The Highway Doctor
104. Just Pop It!
This issue’s inquisitive reader writes:
Dear Doctor:
I just came home from a tour of duty to find that my teenage daughter has a terrible case of acne. Before I left for a two year deployment and when she was younger she had this smooth, beautiful skin. Now it is full of pits and scars from all of her pimple eruptions. What can she do to get back that baby smooth skin?
Major Whitehead
The Doctor’s Diagnosis:
Dear Major Whitehead:
Acne occurs when tiny holes on the surface of the skin, called pores, become clogged. Each pore is an opening to a follicle, which contains a hair and an oil gland. These oil glands help lubricate the skin and help remove old skin cells. When glands produce too much oil, the pores can become blocked. Dirt, debris, bacteria, and inflammatory cells build up.
Steps you can take to help your acne are to clean your skin gently with a mild, nondrying soap (such as Dove or Neutrogena); and by removing all dirt or make-up by washing once or twice a day, including after exercising. However, avoid scrubbing or repeated skin washing. If pimples are still a problem, a health care provider can prescribe stronger medications and discuss other options with you such as using an oral antibiotic like tetracycline or a topical treatments such as Retin-A.
You know, being the Highway Doctor, this condition reminds me all too much of a very similar situation with our concrete pavements. When they are new, they too are smooth like a newborn’s skin. And just like skin, concrete pavement also have pores in them in the form of joints. These joints are essential in relieving tensile strains on the pavement and allowing expansion and contraction of the pavement.
We talked about how clogged pores can cause pimples and full-blown eruptions. So it is too with concrete pavements. If a joint fails due to being clogged with uncompressible material, then swelling, spalling and full-blown eruptions can occur on our highways as well!
My advice to your daughter is to clean her face with a mild cleanser regularly and see a dermatologist if the problems continue or get worse. Maybe he can prescribe a medication to help. But unfortunately for my highways, keeping the joints (pores) clean and sealed is our only preventative measure. Can you imagine how much tetracycline or Retin-A I would need for all my miles of highway? That’s one co-pay I would hate to see!
To good health on the highways,
The Highway Doctor
Dear Doctor:
I just came home from a tour of duty to find that my teenage daughter has a terrible case of acne. Before I left for a two year deployment and when she was younger she had this smooth, beautiful skin. Now it is full of pits and scars from all of her pimple eruptions. What can she do to get back that baby smooth skin?
Major Whitehead
The Doctor’s Diagnosis:
Dear Major Whitehead:
Acne occurs when tiny holes on the surface of the skin, called pores, become clogged. Each pore is an opening to a follicle, which contains a hair and an oil gland. These oil glands help lubricate the skin and help remove old skin cells. When glands produce too much oil, the pores can become blocked. Dirt, debris, bacteria, and inflammatory cells build up.
Steps you can take to help your acne are to clean your skin gently with a mild, nondrying soap (such as Dove or Neutrogena); and by removing all dirt or make-up by washing once or twice a day, including after exercising. However, avoid scrubbing or repeated skin washing. If pimples are still a problem, a health care provider can prescribe stronger medications and discuss other options with you such as using an oral antibiotic like tetracycline or a topical treatments such as Retin-A.
You know, being the Highway Doctor, this condition reminds me all too much of a very similar situation with our concrete pavements. When they are new, they too are smooth like a newborn’s skin. And just like skin, concrete pavement also have pores in them in the form of joints. These joints are essential in relieving tensile strains on the pavement and allowing expansion and contraction of the pavement.
We talked about how clogged pores can cause pimples and full-blown eruptions. So it is too with concrete pavements. If a joint fails due to being clogged with uncompressible material, then swelling, spalling and full-blown eruptions can occur on our highways as well!
My advice to your daughter is to clean her face with a mild cleanser regularly and see a dermatologist if the problems continue or get worse. Maybe he can prescribe a medication to help. But unfortunately for my highways, keeping the joints (pores) clean and sealed is our only preventative measure. Can you imagine how much tetracycline or Retin-A I would need for all my miles of highway? That’s one co-pay I would hate to see!
To good health on the highways,
The Highway Doctor
105. I Can Also Cure Your Orange Fingers!
This issue’s inquisitive reader writes:
Dear Doctor:
I was sitting on the couch eating Cheetos and watching TV the other day and became alarmed by what they were saying is the second highest cause of death in the United States: food. They said we are literally eating our way to death. We have to eat so why is this such a problem?
O. Beesity
The Doctor’s Diagnosis:
Dear Mr. Beesity:
Unfortunately what you heard on the TV is true: obesity caused by bad diet and lack of exercise kills some 400,000 people in this country every year. That is second only to smoking-related diseases (435,000) which are the highest instruments of death. A staggering 129.6 million Americans are overweight or obese – that’s two out of every three people in this country.
Weight gain increases the risk of obesity, diabetes, heart disease, a variety of cancers, and early death. But the impact can take years and so the fatality statistics of these problems usually relate to adults only. Being the Highway Doctor, I would like to point to the highest killer of our youth which may surprise you. The reality is that motor vehicle crashes are the leading cause of death for American teenagers. In Minnesota, traffic crashes are the leading cause of death for persons age 1-34.
A young person may be able to cope with a few extra pounds but they still cannot cope with the forces caused by a car crash. During a motor vehicle crash, three collisions happen:
1. The Vehicle's Collision: This is what happens at the point of impact, whether it comes from the front, back or side. The vehicle begins stopping as soon as it collides with an object such as another vehicle, wall or tree.
2. The Human Collision: At the moment of impact (whether you are driving or not), you will be moving at the same speed as the car. If you are unbelted, whatever is in front of you (i.e. steering wheel, windshield, front seat, another person, etc.) will stop you from moving. The human collision is the one that causes injury.
3. The Human Body's Internal Collision: Even after you come to a complete stop, your internal organs continue moving forward. Suddenly, these organs collide with other organs. This collision can cause considerable and potentially fatal injury.
With any of these collisions, you and your passengers have the best chance of reducing or avoiding injury if everyone is buckled up. Simply wearing a seat belt reduces the risk of being killed or injured in a traffic crash by 40%-60%. And tying everything back to obesity, new studies show that the risk of bodily injury (strained or broken limbs) to overweight children in vehicle crashes is higher than for children of average weight.
My advice to you then is very simple. Always, ALWAYS wear your seatbelt when you are in a motor vehicle. And perhaps the next best thing you can do for your health while you’re driving: steer clear of the fast food drive-up window!
To good health on the highways,
The Highway Doctor
Dear Doctor:
I was sitting on the couch eating Cheetos and watching TV the other day and became alarmed by what they were saying is the second highest cause of death in the United States: food. They said we are literally eating our way to death. We have to eat so why is this such a problem?
O. Beesity
The Doctor’s Diagnosis:
Dear Mr. Beesity:
Unfortunately what you heard on the TV is true: obesity caused by bad diet and lack of exercise kills some 400,000 people in this country every year. That is second only to smoking-related diseases (435,000) which are the highest instruments of death. A staggering 129.6 million Americans are overweight or obese – that’s two out of every three people in this country.
Weight gain increases the risk of obesity, diabetes, heart disease, a variety of cancers, and early death. But the impact can take years and so the fatality statistics of these problems usually relate to adults only. Being the Highway Doctor, I would like to point to the highest killer of our youth which may surprise you. The reality is that motor vehicle crashes are the leading cause of death for American teenagers. In Minnesota, traffic crashes are the leading cause of death for persons age 1-34.
A young person may be able to cope with a few extra pounds but they still cannot cope with the forces caused by a car crash. During a motor vehicle crash, three collisions happen:
1. The Vehicle's Collision: This is what happens at the point of impact, whether it comes from the front, back or side. The vehicle begins stopping as soon as it collides with an object such as another vehicle, wall or tree.
2. The Human Collision: At the moment of impact (whether you are driving or not), you will be moving at the same speed as the car. If you are unbelted, whatever is in front of you (i.e. steering wheel, windshield, front seat, another person, etc.) will stop you from moving. The human collision is the one that causes injury.
3. The Human Body's Internal Collision: Even after you come to a complete stop, your internal organs continue moving forward. Suddenly, these organs collide with other organs. This collision can cause considerable and potentially fatal injury.
With any of these collisions, you and your passengers have the best chance of reducing or avoiding injury if everyone is buckled up. Simply wearing a seat belt reduces the risk of being killed or injured in a traffic crash by 40%-60%. And tying everything back to obesity, new studies show that the risk of bodily injury (strained or broken limbs) to overweight children in vehicle crashes is higher than for children of average weight.
My advice to you then is very simple. Always, ALWAYS wear your seatbelt when you are in a motor vehicle. And perhaps the next best thing you can do for your health while you’re driving: steer clear of the fast food drive-up window!
To good health on the highways,
The Highway Doctor
106. A Tie-Die Highway?
This issue’s inquisitive reader writes:
Dear Doctor:
I know this isn’t a medical question, but since you are steeped in the knowledge of biological science I was hoping you could answer a question for me. We all enjoy the colors of autumn leaves. The changing fall foliage never fails to surprise and delight us. But, how and why do autumn leaves change color?
Leif Hughes
The Doctor’s Diagnosis:
Dear Mr. Hughes:
Why does a maple leaf turn bright red? Where do the yellows and oranges come from? To answer those questions, we first have to understand what leaves are and what they do. Leaves are nature's food factories. Through a process called photosynthesis, plants take water from the ground, carbon dioxide from the air, and sunlight to turn the water and carbon dioxide into oxygen and glucose (sugar). A chemical called chlorophyll helps make photosynthesis happen. Chlorophyll is also what gives plants their green color.
As summer ends and autumn comes, the days get shorter and shorter. This is how the trees "know" to begin getting ready for winter. During winter, there is not enough light or water for photosynthesis. The trees will rest, and live off the food they stored during the summer. They begin to shut down their food-making factories. The green chlorophyll disappears from the leaves. As the bright green fades away, we begin to see yellow and orange colors. Small amounts of these colors have been in the leaves all along. We just can't see them in the summer, because they are covered up by the green chlorophyll. The bright reds and purples we see in leaves are made mostly in the fall. In some trees, like maples, glucose is trapped in the leaves after photosynthesis stops. Sunlight and the cool nights of autumn cause the leaves turn this glucose into a red color. The brown color of trees like oaks is made from wastes left in the leaves. It is the combination of all these things that make the beautiful fall foliage colors we enjoy each year.
Speaking of changing colors, the Highway Doctor is very excited to talk about a new technology that can make a road change its pavement color depending on temperature! Colored asphalt and concrete has been around for a long time and is widely used for road pavement surface treatment design for aesthetic reasons. Also, just by the nature of the various aggregates in the road mix, pavements can take on a variety of hues. But a pavement that can change its color from different situations?
In a simple, effective and possibly life-saving idea, France’s Eurovia is developing a thermosensitive road varnish that changes color to indicate freezing and dangerous conditions. Like a Hypercolor t-shirt or a mood ring, the road could turn pink (or any other indicative color) when surface temperature is below freezing and returning to neutral once it warms back up. Not only a boon to motorists, but it helps out the environment and saves some cash by eliminating unnecessary salting of roads. Several roadways in France are currently being used for durability and usability tests. Pending results, we could even see color changing sidewalks in years to come.
But even if this new technology makes it way to our roads, I would still suggest you stick to the trees for color watching. After all, a stroll through the woods is a lot safer than a walk down a busy highway!
To good health on the highways,
The Highway Doctor
Dear Doctor:
I know this isn’t a medical question, but since you are steeped in the knowledge of biological science I was hoping you could answer a question for me. We all enjoy the colors of autumn leaves. The changing fall foliage never fails to surprise and delight us. But, how and why do autumn leaves change color?
Leif Hughes
The Doctor’s Diagnosis:
Dear Mr. Hughes:
Why does a maple leaf turn bright red? Where do the yellows and oranges come from? To answer those questions, we first have to understand what leaves are and what they do. Leaves are nature's food factories. Through a process called photosynthesis, plants take water from the ground, carbon dioxide from the air, and sunlight to turn the water and carbon dioxide into oxygen and glucose (sugar). A chemical called chlorophyll helps make photosynthesis happen. Chlorophyll is also what gives plants their green color.
As summer ends and autumn comes, the days get shorter and shorter. This is how the trees "know" to begin getting ready for winter. During winter, there is not enough light or water for photosynthesis. The trees will rest, and live off the food they stored during the summer. They begin to shut down their food-making factories. The green chlorophyll disappears from the leaves. As the bright green fades away, we begin to see yellow and orange colors. Small amounts of these colors have been in the leaves all along. We just can't see them in the summer, because they are covered up by the green chlorophyll. The bright reds and purples we see in leaves are made mostly in the fall. In some trees, like maples, glucose is trapped in the leaves after photosynthesis stops. Sunlight and the cool nights of autumn cause the leaves turn this glucose into a red color. The brown color of trees like oaks is made from wastes left in the leaves. It is the combination of all these things that make the beautiful fall foliage colors we enjoy each year.
Speaking of changing colors, the Highway Doctor is very excited to talk about a new technology that can make a road change its pavement color depending on temperature! Colored asphalt and concrete has been around for a long time and is widely used for road pavement surface treatment design for aesthetic reasons. Also, just by the nature of the various aggregates in the road mix, pavements can take on a variety of hues. But a pavement that can change its color from different situations?
In a simple, effective and possibly life-saving idea, France’s Eurovia is developing a thermosensitive road varnish that changes color to indicate freezing and dangerous conditions. Like a Hypercolor t-shirt or a mood ring, the road could turn pink (or any other indicative color) when surface temperature is below freezing and returning to neutral once it warms back up. Not only a boon to motorists, but it helps out the environment and saves some cash by eliminating unnecessary salting of roads. Several roadways in France are currently being used for durability and usability tests. Pending results, we could even see color changing sidewalks in years to come.
But even if this new technology makes it way to our roads, I would still suggest you stick to the trees for color watching. After all, a stroll through the woods is a lot safer than a walk down a busy highway!
To good health on the highways,
The Highway Doctor
107. Gooooooaaalll!
This issue’s inquisitive reader writes…
Dear Doctor:
I know this isn’t a medical question, but since you are steeped in the knowledge and seem to be able to accomplish quite a bit with your life, I am wondering what the secret to success is with regards to setting goals and accomplishing them. Every year we write down our “New Year’s Resolutions” but these seem to be abandoned only weeks later? Anything we should know that would help?
Heath Drink and Bea Merry
The Doctor’s diagnosis…
Dear Mr. Drink and Ms. Merry:
This is a great question and very timely indeed as I know many people make resolutions at the beginning of the New Year. But to provide the very best answer possible, I thought it would be best to have an expert in goal achievement answer this question. Brian Tracy is a top management consultant and author of more than 45 books, including the best-selling Goals!: How to Get Everything You Want—Faster Than You Ever Thought Possible. Here are his thoughts in a question and answer format on achieving your goals.
Q: Why set goals? A: All successful people are intensely goal-oriented. They know what they want and they are focused single-mindedly on achieving it, every single day. Your ability to set goals is the master skill of success. Goals unlock your positive mind and release ideas and energy for goal attainment. Without goals, you simply drift and flow on the currents of life. With goals, you fly like an arrow, straight and true to your target. One of the rules for success is this: It doesn’t matter where you’re coming from; all that matters is where you’re going. And where you are going is solely determined by you and your thoughts. Clear goals increase confidence, develop your competence and boost your levels of motivation.
Q: Why do I keep setting goals and failing to see them through to fruition? A: Most people give up before they even make the first try. And the reason they give up is because of all the obstacles, difficulties, problems and roadblocks that immediately appear as soon as they decide to do something they have never done before. The fact is that successful people fail far more often than unsuccessful people. Successful people try more things, fall down, pick themselves up and try again—over and over before they finally win. The two major obstacles to achievement are fear and self-doubt. The fear of failure, poverty, loss, embarrassment or rejection holds most people back from trying in the first place. Small fears overwhelm them and, like a bucket of water on a small fire, extinguish their desire completely. The second mental obstacle, closely aligned to fear, is self-doubt. We doubt our own abilities. We compare ourselves unfavorably to others and think that others are somehow better, smarter and more competent than we are. We think, “I’m not good enough.” We feel inadequate and inferior to the challenges of achieving the great goals that we so want to accomplish. If there is anything good about doubt and fear, it is that they are learned emotions. And whatever has been learned can be unlearned through practice and repetition.
Q: OK, I have a goal list, now what? A: Plan.
Q: What advice do you have for helping me stick with my goals throughout an entire year? A: Manage your mindset. Surround yourself with people and things that keep you focused. Take charge of whom you spend the most time with. Manage your workspace and home settings so that you are reminded of your goals and your commitments. Form habits that lead to you becoming the person you’ll need to be. When you form the habit of starting your productivity earlier in the day, associating with more positive people, managing the news and information you feed your mind, controlling the language you use— especially the ways in which you describe yourself—you will find it easier to succeed. Become the person who would achieve your goals and who would deserve them.
Here’s wishing everyone a motivated and goal oriented 2012 for having yourself the best year ever!
To good health on the highways,
The Highway Doctor
Dear Doctor:
I know this isn’t a medical question, but since you are steeped in the knowledge and seem to be able to accomplish quite a bit with your life, I am wondering what the secret to success is with regards to setting goals and accomplishing them. Every year we write down our “New Year’s Resolutions” but these seem to be abandoned only weeks later? Anything we should know that would help?
Heath Drink and Bea Merry
The Doctor’s diagnosis…
Dear Mr. Drink and Ms. Merry:
This is a great question and very timely indeed as I know many people make resolutions at the beginning of the New Year. But to provide the very best answer possible, I thought it would be best to have an expert in goal achievement answer this question. Brian Tracy is a top management consultant and author of more than 45 books, including the best-selling Goals!: How to Get Everything You Want—Faster Than You Ever Thought Possible. Here are his thoughts in a question and answer format on achieving your goals.
Q: Why set goals? A: All successful people are intensely goal-oriented. They know what they want and they are focused single-mindedly on achieving it, every single day. Your ability to set goals is the master skill of success. Goals unlock your positive mind and release ideas and energy for goal attainment. Without goals, you simply drift and flow on the currents of life. With goals, you fly like an arrow, straight and true to your target. One of the rules for success is this: It doesn’t matter where you’re coming from; all that matters is where you’re going. And where you are going is solely determined by you and your thoughts. Clear goals increase confidence, develop your competence and boost your levels of motivation.
Q: Why do I keep setting goals and failing to see them through to fruition? A: Most people give up before they even make the first try. And the reason they give up is because of all the obstacles, difficulties, problems and roadblocks that immediately appear as soon as they decide to do something they have never done before. The fact is that successful people fail far more often than unsuccessful people. Successful people try more things, fall down, pick themselves up and try again—over and over before they finally win. The two major obstacles to achievement are fear and self-doubt. The fear of failure, poverty, loss, embarrassment or rejection holds most people back from trying in the first place. Small fears overwhelm them and, like a bucket of water on a small fire, extinguish their desire completely. The second mental obstacle, closely aligned to fear, is self-doubt. We doubt our own abilities. We compare ourselves unfavorably to others and think that others are somehow better, smarter and more competent than we are. We think, “I’m not good enough.” We feel inadequate and inferior to the challenges of achieving the great goals that we so want to accomplish. If there is anything good about doubt and fear, it is that they are learned emotions. And whatever has been learned can be unlearned through practice and repetition.
Q: OK, I have a goal list, now what? A: Plan.
- Make a list of everything that you can think of that you will have to do to achieve your goal.
- Organize your list by priority.
- Organize your list by sequence. What must be done before something else is done?
- Determine how much time and money it will take to achieve your goal or complete your task.
- Revisit and revise your plan accordingly.
Q: What advice do you have for helping me stick with my goals throughout an entire year? A: Manage your mindset. Surround yourself with people and things that keep you focused. Take charge of whom you spend the most time with. Manage your workspace and home settings so that you are reminded of your goals and your commitments. Form habits that lead to you becoming the person you’ll need to be. When you form the habit of starting your productivity earlier in the day, associating with more positive people, managing the news and information you feed your mind, controlling the language you use— especially the ways in which you describe yourself—you will find it easier to succeed. Become the person who would achieve your goals and who would deserve them.
Here’s wishing everyone a motivated and goal oriented 2012 for having yourself the best year ever!
To good health on the highways,
The Highway Doctor
108. One "Flu" Over the Cuckoo's Nest!
This issue’s inquisitive reader writes…
Dear Doctor:
I have a very weak immune system. Every year about this time I am always coming down with a severe case of influenza. I was wondering that since this winter has been so mild so far is there a chance that I won’t get the flu at all this season?
Ma’am B. Pamby
The Doctor’s diagnosis…
Dear Ma’am:
The flu virus is activated by temperatures below 55 degrees, so in Minnesota that means the flu season extends from October through April. Even though this has been a relatively mild winter so far and we have had some record setting warm temperatures, the fact remains that the temperatures are still well below 55 degrees, so the flu is still active this year. The best defense against the flu is to get a flu vaccination. It is always best to get this in the early fall but if you don’t already have the flu it’s still not too late to get a shot.
Although this warm winter really won’t have that much of an impact on the flu bug, it does have some major implications for other people, organizations and services. Recently, I spoke with my local county engineer who is also a close personal friend of mine. I suggested that his snow and ice control budget must be reaping some big savings. I was a little surprised when he said, “Yes, and no.”
He explained that while October through December did indeed have relatively few snow days and warm temperatures, the fact remains that all that helped out with was being able to not spend money that wasn’t there. Remember the winter season last year? Highway departments got hammered. By the end of April 2011, most of the allotted resources for snow and ice control (salt, sand, fuel, equipment, manpower, etc.) were exhausted or already over their scheduled budgets. So when it didn’t snow much this past November and December, it only saved them from having to spend money they didn’t have or have to dip into other budget categories to do that work.
He did say that so far in 2012, the mild winter is helping the highway department save costs. But he did caution that it is still January and there are still five more months of winter left. Five more months you say? Since his budget is based on a calendar year this current budget for snow and ice control must extend not only through the rest of this winter (February, March and April) but the beginning of next winter too (November and December). They’re keeping their fingers crossed at the highway department but 30 one inch snow falls (on Holidays and weekends) can wreak as much havoc on a snow and ice control budget as a couple of big blizzards.
So as far as you are concerned, it’s still not too late to get that flu shot. But as far as the overall health of the highway department’s budget, the doctor will have to schedule a recheck with them for December 31, 2012!
To good health on the highways,
The Highway Doctor
Dear Doctor:
I have a very weak immune system. Every year about this time I am always coming down with a severe case of influenza. I was wondering that since this winter has been so mild so far is there a chance that I won’t get the flu at all this season?
Ma’am B. Pamby
The Doctor’s diagnosis…
Dear Ma’am:
The flu virus is activated by temperatures below 55 degrees, so in Minnesota that means the flu season extends from October through April. Even though this has been a relatively mild winter so far and we have had some record setting warm temperatures, the fact remains that the temperatures are still well below 55 degrees, so the flu is still active this year. The best defense against the flu is to get a flu vaccination. It is always best to get this in the early fall but if you don’t already have the flu it’s still not too late to get a shot.
Although this warm winter really won’t have that much of an impact on the flu bug, it does have some major implications for other people, organizations and services. Recently, I spoke with my local county engineer who is also a close personal friend of mine. I suggested that his snow and ice control budget must be reaping some big savings. I was a little surprised when he said, “Yes, and no.”
He explained that while October through December did indeed have relatively few snow days and warm temperatures, the fact remains that all that helped out with was being able to not spend money that wasn’t there. Remember the winter season last year? Highway departments got hammered. By the end of April 2011, most of the allotted resources for snow and ice control (salt, sand, fuel, equipment, manpower, etc.) were exhausted or already over their scheduled budgets. So when it didn’t snow much this past November and December, it only saved them from having to spend money they didn’t have or have to dip into other budget categories to do that work.
He did say that so far in 2012, the mild winter is helping the highway department save costs. But he did caution that it is still January and there are still five more months of winter left. Five more months you say? Since his budget is based on a calendar year this current budget for snow and ice control must extend not only through the rest of this winter (February, March and April) but the beginning of next winter too (November and December). They’re keeping their fingers crossed at the highway department but 30 one inch snow falls (on Holidays and weekends) can wreak as much havoc on a snow and ice control budget as a couple of big blizzards.
So as far as you are concerned, it’s still not too late to get that flu shot. But as far as the overall health of the highway department’s budget, the doctor will have to schedule a recheck with them for December 31, 2012!
To good health on the highways,
The Highway Doctor
109. Winning!!
This issue’s inquisitive reader writes…
Dear Doctor:
I know that I have somewhat of a reputation as a “bad boy” and it may have finally caught up with me. Last week, after a long night of partying, I ran off the road and smashed into a tree. Amazingly, even though my car was completely totaled, I walked away with hardly a scratch. Winning!! One thing though: my insides really hurt. What could be causing this?
Charlie Spleen
The Doctor’s diagnosis…
Dear Mr. Spleen:
You have to consider yourself EXTREMELY lucky. Many people do not walk away from crashes like yours. To help explain why your insides are hurting, I have to explain the three parts of a crash. During the first part of the crash (the vehicle crash) the car begins to buckle and bend as it comes into contact with another object – in your case a tree. This impact and the sudden deceleration can create an abrupt stop in the car's motion. This happens in roughly 1/10 of a second. The crush of the front end absorbs some of the energy of the crash but not all of it.
During the second part of the crash, the occupants hit some part of the vehicle. This is called the human crash. If no seat belt is being used, the occupant is still traveling at the vehicle's original speed. Just after the vehicle stops the occupant will slam into the steering wheel, the windshield or some other part the vehicle. The body becomes a projectile which suffers a separate but related sudden deceleration and abrupt stop.
Because you at least were wearing your seatbelt you avoided any visible injuries. But even after the occupant's body comes to a complete stop, the internal organs are still moving. Suddenly, these organs hit other organs and/or the skeletal system. This third phase (called the internal crash) can cause serious internal injuries, damage to specific internal organs, possibly including brain damage and even fatalities. In your case, this is why you are feeling discomfort in your insides. You may have a serious organ injury such as a ruptured spleen and should seek medical advice immediately.
Even though people have been running off the road since the invention of the automobile and will continue to do so, the Highway Doctor has a prescription for the road that may prevent major injuries: roadside CLEAR ZONES.
A Clear Zone is an unobstructed, traversable roadside area that allows a driver to stop safely, or regain control of a vehicle that has left the roadway. By creating Clear Zones, roadway agencies can increase the likelihood that a roadway departure results in a safe recovery rather than a crash, and mitigate the severity of crashes that do occur. The width of the clear zone should be based on risk (also called exposure). Key factors in assessing risk include traffic volumes, speeds, and slopes. Clear roadsides consider both fixed objects and terrain that may cause vehicles to rollover.
Trees are the single most commonly struck objects in serious roadside collisions. Crash severity is closely correlated with speed. Therefore, the high-speed roads and highways such as those on the Anoka County Highway System should have clear zones free of trees and other fixed object hazards. This is why you may see highway crews cutting back trees and brush away from highways this time of year when they’re not plowing snow.
So consider yourself very lucky and never, NEVER, get behind the wheel if you are under the influence of drugs or alcohol. And to add a final layer of safety in your travels, try to pick those routes with wide clear zones. This is a “WINNING!!” strategy if I do say so myself!
To good health on the highways,
The Highway Doctor
Dear Doctor:
I know that I have somewhat of a reputation as a “bad boy” and it may have finally caught up with me. Last week, after a long night of partying, I ran off the road and smashed into a tree. Amazingly, even though my car was completely totaled, I walked away with hardly a scratch. Winning!! One thing though: my insides really hurt. What could be causing this?
Charlie Spleen
The Doctor’s diagnosis…
Dear Mr. Spleen:
You have to consider yourself EXTREMELY lucky. Many people do not walk away from crashes like yours. To help explain why your insides are hurting, I have to explain the three parts of a crash. During the first part of the crash (the vehicle crash) the car begins to buckle and bend as it comes into contact with another object – in your case a tree. This impact and the sudden deceleration can create an abrupt stop in the car's motion. This happens in roughly 1/10 of a second. The crush of the front end absorbs some of the energy of the crash but not all of it.
During the second part of the crash, the occupants hit some part of the vehicle. This is called the human crash. If no seat belt is being used, the occupant is still traveling at the vehicle's original speed. Just after the vehicle stops the occupant will slam into the steering wheel, the windshield or some other part the vehicle. The body becomes a projectile which suffers a separate but related sudden deceleration and abrupt stop.
Because you at least were wearing your seatbelt you avoided any visible injuries. But even after the occupant's body comes to a complete stop, the internal organs are still moving. Suddenly, these organs hit other organs and/or the skeletal system. This third phase (called the internal crash) can cause serious internal injuries, damage to specific internal organs, possibly including brain damage and even fatalities. In your case, this is why you are feeling discomfort in your insides. You may have a serious organ injury such as a ruptured spleen and should seek medical advice immediately.
Even though people have been running off the road since the invention of the automobile and will continue to do so, the Highway Doctor has a prescription for the road that may prevent major injuries: roadside CLEAR ZONES.
A Clear Zone is an unobstructed, traversable roadside area that allows a driver to stop safely, or regain control of a vehicle that has left the roadway. By creating Clear Zones, roadway agencies can increase the likelihood that a roadway departure results in a safe recovery rather than a crash, and mitigate the severity of crashes that do occur. The width of the clear zone should be based on risk (also called exposure). Key factors in assessing risk include traffic volumes, speeds, and slopes. Clear roadsides consider both fixed objects and terrain that may cause vehicles to rollover.
Trees are the single most commonly struck objects in serious roadside collisions. Crash severity is closely correlated with speed. Therefore, the high-speed roads and highways such as those on the Anoka County Highway System should have clear zones free of trees and other fixed object hazards. This is why you may see highway crews cutting back trees and brush away from highways this time of year when they’re not plowing snow.
So consider yourself very lucky and never, NEVER, get behind the wheel if you are under the influence of drugs or alcohol. And to add a final layer of safety in your travels, try to pick those routes with wide clear zones. This is a “WINNING!!” strategy if I do say so myself!
To good health on the highways,
The Highway Doctor
110. Wrap Your Head Around this Answer!
This issue’s inquisitive reader writes…
Dear Doctor:
I have a problem that I just can’t get my head wrapped around. You see, I am an up and coming rapper in the local music scene. At a recent hip hop concert during one of my hit songs, I fell into the crowd and starting crowd surfing. It was great until I reached the end of the crowd and then plop! - down to the ground I went! Now the only rapping I’m doing is wrapping the wound on my head – not very hip at all! How long will it take for a flesh wound to heal on my skull?
M.N. Emm
The Doctor’s diagnosis…
Dear Mr. Emm:
Head wounds tend to bleed a lot more than wounds on other parts of the body, as there are several blood vessels in the head between the scalp and the skin. How long it takes for a cut to heal has no definite answer because it depends on many factors and each individual. It mainly depends on:
It can take from several days to a few years. However, if you do the right things from the beginning, you should be able to speed the healing process and avoid permanent scarring if possible.
In any case, it is important to focus on reducing the bleeding and avoiding infection as soon as possible to speed the healing process:
Being the Highway Doctor all this talk of rap music and wraps for wounds reminds me of another kind of RAP - Recycled Asphalt Pavement. Hot mix asphalt is 100% recyclable and has been recycled over and over for decades. Economy, ecology and energy conservation are all served when asphalt is recycled. The innovation is in the increased percentage of RAP allowed in new mix design while still meeting specifications.
Today, the Minnesota Department of Transportation and the state’s city and county agencies are among America’s most prolific users of RAP in road mixes, allowing ratios up to 30 percent RAP even for wear courses and even for high-volume (10-30 million ESAL) roads. Minnesota produces 12 to 15 million tons of mix a construction season and 90 percent of that tonnage includes recycled asphalt product. Neither the state’s liberal allowance for RAP content, nor the state’s prolific use of RAP are recent developments. They are, instead, the product of a long commitment to recycling that dates back to the very first experiments with blending salvaged pavement with virgin materials. In addition to reusing old asphalt pavements into new hot mix, transportation officials are reusing many other products in hot mix pavements including asphalt shingles, steel slag, and other “waste” products. The end result is a quality asphalt pavement that is environmentally friendly and is more economical too.
But back to your condition, if you are a young, healthy person and you treated the wound correctly in the first place, you should be back rapping in no time – and that’s a wrap (rap, RAP)!
To good health on the highways,
The Highway Doctor
Dear Doctor:
I have a problem that I just can’t get my head wrapped around. You see, I am an up and coming rapper in the local music scene. At a recent hip hop concert during one of my hit songs, I fell into the crowd and starting crowd surfing. It was great until I reached the end of the crowd and then plop! - down to the ground I went! Now the only rapping I’m doing is wrapping the wound on my head – not very hip at all! How long will it take for a flesh wound to heal on my skull?
M.N. Emm
The Doctor’s diagnosis…
Dear Mr. Emm:
Head wounds tend to bleed a lot more than wounds on other parts of the body, as there are several blood vessels in the head between the scalp and the skin. How long it takes for a cut to heal has no definite answer because it depends on many factors and each individual. It mainly depends on:
- The size of the cut. If it is too deep and large, stitches may be needed otherwise the cut won't heal well on its own.
- If there is an infection that is going to slow down the healing.
- On the person. Some people are faster healers than others.
- Other health problems. For example, diabetes and obesity are common causes of slow wound healing.
- Age. Wound healing time increases with age.
- Location of the cut. Areas that move or are more sensitive require more time to heal.
It can take from several days to a few years. However, if you do the right things from the beginning, you should be able to speed the healing process and avoid permanent scarring if possible.
In any case, it is important to focus on reducing the bleeding and avoiding infection as soon as possible to speed the healing process:
- Apply pressure on the cut to stop the bleeding.
- Wrap a cloth or a compress around it (this cloth should be absorbent and sterile – at least clean).
Being the Highway Doctor all this talk of rap music and wraps for wounds reminds me of another kind of RAP - Recycled Asphalt Pavement. Hot mix asphalt is 100% recyclable and has been recycled over and over for decades. Economy, ecology and energy conservation are all served when asphalt is recycled. The innovation is in the increased percentage of RAP allowed in new mix design while still meeting specifications.
Today, the Minnesota Department of Transportation and the state’s city and county agencies are among America’s most prolific users of RAP in road mixes, allowing ratios up to 30 percent RAP even for wear courses and even for high-volume (10-30 million ESAL) roads. Minnesota produces 12 to 15 million tons of mix a construction season and 90 percent of that tonnage includes recycled asphalt product. Neither the state’s liberal allowance for RAP content, nor the state’s prolific use of RAP are recent developments. They are, instead, the product of a long commitment to recycling that dates back to the very first experiments with blending salvaged pavement with virgin materials. In addition to reusing old asphalt pavements into new hot mix, transportation officials are reusing many other products in hot mix pavements including asphalt shingles, steel slag, and other “waste” products. The end result is a quality asphalt pavement that is environmentally friendly and is more economical too.
But back to your condition, if you are a young, healthy person and you treated the wound correctly in the first place, you should be back rapping in no time – and that’s a wrap (rap, RAP)!
To good health on the highways,
The Highway Doctor
111. Can You Hear Me Now? Not Good!
This issue’s inquisitive reader writes…
Dear Doctor:
I just bought a house on the outskirts of my town near a truck stop. Ever since I moved in, I have had these horrible episodes when I hear these loud grumbling sounds. I look out the window to see what might be out there but there is nothing when I get there. Either my house is haunted or I need my hearing checked. Help!
Jake Braykin
The Doctor’s diagnosis…
Dear Mr. Braykin:
Well, I have good news and I have bad news. The good news is that your house is not haunted nor do you have a hearing problem. The bad news is that you live near a highway zone where there’s an excessive amount of compression release engine braking. A compression release engine brake, frequently called a Jake brake or Jacobs brake, is an engine braking mechanism. Although Jake brake properly refers to the Jacobs brand of engine brakes, the term has become a genericized trademark and is often used to refer to engine brakes or compression release engine brakes in general, especially on large vehicles or heavy equipment. When activated, it opens exhaust valves in the cylinders after the compression cycle, releasing the compressed air trapped in the cylinders, and slowing the vehicle.
The use of compression release engine brakes may cause a vehicle to make a loud chattering or "machine gun" exhaust noise, especially vehicles having high flow mufflers, or no mufflers at all, causing many communities in the United States to prohibit compression braking within municipal limits. Drivers are notified by roadside signs with legends such as "Brake Retarders Prohibited," "Engine Braking Restricted," "Jake Brakes Prohibited," "No Jake Brakes," "Compression Braking Prohibited," or "Unmuffled Compression Braking Prohibited," and enforcement is typically through traffic fines. Such prohibitions have led to the development of new types of mufflers and turbochargers to better silence compression braking noise.
So my prescription for you to prevent further irritation of this loud rumbling noise in the future is for you to either insulate your walls and windows of your home or contact your local officials about passing an ordinance against Jake Braking. I hope either one of these remedies helps stop your noise problem just as effectively as Jake Braking helps stop trucks.
To good health on the highways,
The Highway Doctor
Dear Doctor:
I just bought a house on the outskirts of my town near a truck stop. Ever since I moved in, I have had these horrible episodes when I hear these loud grumbling sounds. I look out the window to see what might be out there but there is nothing when I get there. Either my house is haunted or I need my hearing checked. Help!
Jake Braykin
The Doctor’s diagnosis…
Dear Mr. Braykin:
Well, I have good news and I have bad news. The good news is that your house is not haunted nor do you have a hearing problem. The bad news is that you live near a highway zone where there’s an excessive amount of compression release engine braking. A compression release engine brake, frequently called a Jake brake or Jacobs brake, is an engine braking mechanism. Although Jake brake properly refers to the Jacobs brand of engine brakes, the term has become a genericized trademark and is often used to refer to engine brakes or compression release engine brakes in general, especially on large vehicles or heavy equipment. When activated, it opens exhaust valves in the cylinders after the compression cycle, releasing the compressed air trapped in the cylinders, and slowing the vehicle.
The use of compression release engine brakes may cause a vehicle to make a loud chattering or "machine gun" exhaust noise, especially vehicles having high flow mufflers, or no mufflers at all, causing many communities in the United States to prohibit compression braking within municipal limits. Drivers are notified by roadside signs with legends such as "Brake Retarders Prohibited," "Engine Braking Restricted," "Jake Brakes Prohibited," "No Jake Brakes," "Compression Braking Prohibited," or "Unmuffled Compression Braking Prohibited," and enforcement is typically through traffic fines. Such prohibitions have led to the development of new types of mufflers and turbochargers to better silence compression braking noise.
So my prescription for you to prevent further irritation of this loud rumbling noise in the future is for you to either insulate your walls and windows of your home or contact your local officials about passing an ordinance against Jake Braking. I hope either one of these remedies helps stop your noise problem just as effectively as Jake Braking helps stop trucks.
To good health on the highways,
The Highway Doctor
112. You Have Some Nerve!
This issue’s inquisitive reader writes…
Dear Doctor:
It should be no surprise that after spending my whole career in the military I would have to now retire because of a disability. But it isn’t from a battle disability like you might expect – it’s from spending a career at HQ doing typing! How could this happen?
Corporal Tunnel
The Doctor’s diagnosis…
Dear Cpl. Tunnel:
It sounds like you have developed a condition known as carpal tunnel syndrome. Carpal tunnel syndrome is pressure on the median nerve -- the nerve in the wrist that supplies feeling and movement to parts of the hand. It can lead to numbness, tingling, weakness, or muscle damage in the hand and fingers. The area in your wrist where the nerve enters the hand is called the carpal tunnel. This tunnel is normally narrow, so any swelling can pinch the nerve and cause pain, numbness, tingling or weakness. This is called carpal tunnel syndrome. Carpal tunnel syndrome is common in people who perform repetitive motions of the hand and wrist. Typing on a computer keyboard is probably the most common cause of carpal tunnel.
There are several ways to treat carpal tunnel syndrome. You may try wearing a splint at night for several weeks. If this does not help, you may need to try wearing the splint during the day. Avoid sleeping on your wrists. Hot and cold compresses may also be recommended. Medications used in the treatment of carpal tunnel syndrome include nonsteroidal anti-inflammatory drugs (NSAIDs) such as ibuprofen or naproxen. Corticosteroid injections, given into the carpal tunnel area, may relieve symptoms for a period of time. Finally, carpal tunnel release is a surgical procedure that cuts into the ligament that is pressing on the nerve. Surgery is successful most of the time, but it depends on how long the nerve compression has been occurring and its severity.
Being the Highway Doctor, all of this talk about repetitive stress reminds me of the stresses that are induced on our highway bridges. Stress is defined as force per unit area and has the common units of pounds force per square inch (psi). In bridge construction there are five basic types of stress which concern engineers. These are bending, tension, compression, shear, and torsion stress.
Tension is the stress an element experiences when exposed to a pulling force. To get a feeling for tension think about a piece of string. String can only experience tension; it is not able to resist pushing or bending. Compression is the opposite of tension; it’s the stress an element experiences when exposed to a pushing force. Confined sand is an example of a substance which can only experience compression. A column of sand can support a large load, but is unable to resist any pulling force. Bending combines both tensile and compressive forces in a single element. Think of a 2x4 piece of wood supported at each end. If you stand in the middle what happens? It deflects downward. What you don’t see are the stresses acting upon it. The bottom of the 2x4 is actually pulling apart (tension) while the top is squeezing together (compression). While bending stresses are highest at a point farthest away from the end supports (except in a cantilever position), shear stresses will be highest at the supports. Shear stress is the cutting or tearing that would occur if the load exceeded the strength of the beam. Think of a man trying to chop a tree with an axe. If you swing at the top of the tree (away from the fixed tree trunk) nothing would happen. But if you chopped down near the base of the tree where it is fixed to the ground, the tree would get cut. That’s shear stress in action. Torsion stress is the stress caused when an element twists and is actually just another form of shear stress caused by an induced torque.
Engineers have to analyze all of these stresses when designing bridges. They have to also determine how many stress cycles the bridge elements must be able to withstand over the life of the structure. So just like your wrist that can sustain very heavy movements sporadically but not being able to withstand even light movements constantly (causing carpal tunnel syndrome), bridges must be analyzed the very same way (singular heavy loads and repetitive normal live loads).
One more thing that you probably already know since you were in the military: soldiers shouldn’t march in unison across bridges to avoid stressing the bridge excessively. It’s not because of the weight or the pounding which is actually quite minimal. If they march in step, there's a chance (albeit an almost nonexistent one with today’s modern bridge designs) that their steps will coincide with the resonant frequency of the bridge and cause possibly dangerous amplified shaking of the whole structure.
To good health on the highways,
The Highway Doctor
Dear Doctor:
It should be no surprise that after spending my whole career in the military I would have to now retire because of a disability. But it isn’t from a battle disability like you might expect – it’s from spending a career at HQ doing typing! How could this happen?
Corporal Tunnel
The Doctor’s diagnosis…
Dear Cpl. Tunnel:
It sounds like you have developed a condition known as carpal tunnel syndrome. Carpal tunnel syndrome is pressure on the median nerve -- the nerve in the wrist that supplies feeling and movement to parts of the hand. It can lead to numbness, tingling, weakness, or muscle damage in the hand and fingers. The area in your wrist where the nerve enters the hand is called the carpal tunnel. This tunnel is normally narrow, so any swelling can pinch the nerve and cause pain, numbness, tingling or weakness. This is called carpal tunnel syndrome. Carpal tunnel syndrome is common in people who perform repetitive motions of the hand and wrist. Typing on a computer keyboard is probably the most common cause of carpal tunnel.
There are several ways to treat carpal tunnel syndrome. You may try wearing a splint at night for several weeks. If this does not help, you may need to try wearing the splint during the day. Avoid sleeping on your wrists. Hot and cold compresses may also be recommended. Medications used in the treatment of carpal tunnel syndrome include nonsteroidal anti-inflammatory drugs (NSAIDs) such as ibuprofen or naproxen. Corticosteroid injections, given into the carpal tunnel area, may relieve symptoms for a period of time. Finally, carpal tunnel release is a surgical procedure that cuts into the ligament that is pressing on the nerve. Surgery is successful most of the time, but it depends on how long the nerve compression has been occurring and its severity.
Being the Highway Doctor, all of this talk about repetitive stress reminds me of the stresses that are induced on our highway bridges. Stress is defined as force per unit area and has the common units of pounds force per square inch (psi). In bridge construction there are five basic types of stress which concern engineers. These are bending, tension, compression, shear, and torsion stress.
Tension is the stress an element experiences when exposed to a pulling force. To get a feeling for tension think about a piece of string. String can only experience tension; it is not able to resist pushing or bending. Compression is the opposite of tension; it’s the stress an element experiences when exposed to a pushing force. Confined sand is an example of a substance which can only experience compression. A column of sand can support a large load, but is unable to resist any pulling force. Bending combines both tensile and compressive forces in a single element. Think of a 2x4 piece of wood supported at each end. If you stand in the middle what happens? It deflects downward. What you don’t see are the stresses acting upon it. The bottom of the 2x4 is actually pulling apart (tension) while the top is squeezing together (compression). While bending stresses are highest at a point farthest away from the end supports (except in a cantilever position), shear stresses will be highest at the supports. Shear stress is the cutting or tearing that would occur if the load exceeded the strength of the beam. Think of a man trying to chop a tree with an axe. If you swing at the top of the tree (away from the fixed tree trunk) nothing would happen. But if you chopped down near the base of the tree where it is fixed to the ground, the tree would get cut. That’s shear stress in action. Torsion stress is the stress caused when an element twists and is actually just another form of shear stress caused by an induced torque.
Engineers have to analyze all of these stresses when designing bridges. They have to also determine how many stress cycles the bridge elements must be able to withstand over the life of the structure. So just like your wrist that can sustain very heavy movements sporadically but not being able to withstand even light movements constantly (causing carpal tunnel syndrome), bridges must be analyzed the very same way (singular heavy loads and repetitive normal live loads).
One more thing that you probably already know since you were in the military: soldiers shouldn’t march in unison across bridges to avoid stressing the bridge excessively. It’s not because of the weight or the pounding which is actually quite minimal. If they march in step, there's a chance (albeit an almost nonexistent one with today’s modern bridge designs) that their steps will coincide with the resonant frequency of the bridge and cause possibly dangerous amplified shaking of the whole structure.
To good health on the highways,
The Highway Doctor
113. Slow Motion Rider
This issue’s inquisitive reader writes…
Dear Doctor:
I went on a vacation to the west coast a couple of weeks ago and I drove through some of the most scenic coastal areas on a series of winding and hilly country roads. This was new territory to me so I needed to keep looking down at my navigation system. But after doing this for about 20 minutes or so I became disoriented and nauseous? Can someone be allergic to a road?
Kent C. Strait
The Doctor’s diagnosis…
Dear Mr. Strait:
No, I don’t think that you are allergic to a road, but I do think you may have experienced a bout of motion sickness. While only about 33% of people are susceptible to motion sickness even in mild circumstances such as being on a boat in calm water, nearly 66% of people are susceptible in more severe conditions. Perhaps those winding, hilly roads were just enough to cause your condition because cars driving rapidly around winding roads or up and down a series of hills will upset more people than cars that are moving over smooth, straight roads like you’re used to in the flat Midwest.
The most common hypothesis for the cause of motion sickness is that it functions as a defense mechanism against neurotoxins. The area postrema in the brain is responsible for inducing vomiting when poisons are detected, and for resolving conflicts between vision and balance. When feeling motion but not seeing it (for example, in a ship with no windows), the inner ear transmits to the brain that it senses motion, but the eyes tell the brain that everything is still. As a result of the discordance, the brain will come to the conclusion that one of them is hallucinating and further conclude that the hallucination is due to poison ingestion. The brain responds by inducing vomiting, to clear the supposed toxin.
With regards to your specific form of motion sickness, car sickness is quite common and often evidenced by the inability to read a map or book during travel. Car sickness results from the sensory conflict arising in the brain from differing sensory inputs. The eyes mostly see the interior of the car which is motionless while the vestibular system of the inner ear senses motion as the vehicle goes around corners or over hills and even small bumps. Therefore the effect is worst when looking down but may be lessened by looking outside of the vehicle.
Don’t you worry though! Those great highway designers back in your home county take all of those humps & bumps, twists & turns out of those old roadways when they are designing new ones. These flatter and straighter highways not only make you feel better, but they will make your travel safer too.
In any case, keep your eyes on the road and you’ll keep your lunch in your tummy!
To good health on the highways,
The Highway Doctor
Dear Doctor:
I went on a vacation to the west coast a couple of weeks ago and I drove through some of the most scenic coastal areas on a series of winding and hilly country roads. This was new territory to me so I needed to keep looking down at my navigation system. But after doing this for about 20 minutes or so I became disoriented and nauseous? Can someone be allergic to a road?
Kent C. Strait
The Doctor’s diagnosis…
Dear Mr. Strait:
No, I don’t think that you are allergic to a road, but I do think you may have experienced a bout of motion sickness. While only about 33% of people are susceptible to motion sickness even in mild circumstances such as being on a boat in calm water, nearly 66% of people are susceptible in more severe conditions. Perhaps those winding, hilly roads were just enough to cause your condition because cars driving rapidly around winding roads or up and down a series of hills will upset more people than cars that are moving over smooth, straight roads like you’re used to in the flat Midwest.
The most common hypothesis for the cause of motion sickness is that it functions as a defense mechanism against neurotoxins. The area postrema in the brain is responsible for inducing vomiting when poisons are detected, and for resolving conflicts between vision and balance. When feeling motion but not seeing it (for example, in a ship with no windows), the inner ear transmits to the brain that it senses motion, but the eyes tell the brain that everything is still. As a result of the discordance, the brain will come to the conclusion that one of them is hallucinating and further conclude that the hallucination is due to poison ingestion. The brain responds by inducing vomiting, to clear the supposed toxin.
With regards to your specific form of motion sickness, car sickness is quite common and often evidenced by the inability to read a map or book during travel. Car sickness results from the sensory conflict arising in the brain from differing sensory inputs. The eyes mostly see the interior of the car which is motionless while the vestibular system of the inner ear senses motion as the vehicle goes around corners or over hills and even small bumps. Therefore the effect is worst when looking down but may be lessened by looking outside of the vehicle.
Don’t you worry though! Those great highway designers back in your home county take all of those humps & bumps, twists & turns out of those old roadways when they are designing new ones. These flatter and straighter highways not only make you feel better, but they will make your travel safer too.
In any case, keep your eyes on the road and you’ll keep your lunch in your tummy!
To good health on the highways,
The Highway Doctor
114. Save Texting for L8ter
This issue’s inquisitive reader writes…
Dear Doctor:
I just came back from the doctor’s office with my teenager. Her hands had been bothering her. I was expecting that it would have been caused from one of her sports activities but I was shocked to learn that her injury was actually the result of too frequent texting. Can people really injure themselves just from texting?
“Tex” Message
The Doctor’s diagnosis…
Dear Mr. Message:
These days we let our thumbs do the talking with more than one and a half trillion text messages sent over mobile phones last year alone. That averages out to five billion messages a day. All this typing can actually lead to an injury that some doctors have dubbed “texting thumb.” To text we have to flex or bend the thumb or the index finger to such an extreme that, that repetitive motion over time gives problems to some of those joints. The injuries are similar to those caused by excessive typing but texting affects different joints.
Being the Highway Doctor, I would like to talk a little about the most prevalent way for teenagers to sustain an injury by texting too much: texting while driving.
Among drivers, young people are over represented in traffic crashes in Minnesota. People aged 15- 24 make up 14.9% of the licensed drivers, yet they accounted for 24.2% of the crash-involved drivers. Traffic crashes are the leading cause of death to young people. In the state last year, 135 people under age 30 died in crashes, representing 37% of all traffic deaths. Among people injured, young people especially pay the price. There were 12,719 people under age 30 who were injured, representing 42% of the total number of people injured.
Human behavior factors usually give us a clear indication of why a traffic crash occurs. For younger drivers, driver inattention or distraction is the most cited factor for both single-vehicle and multiple-vehicle crashes. What is one of the most common causes of driver inattention? Texting and cell phone use.
Minnesota teen drivers continue to be over-represented in traffic crashes due to driver inexperience, distractions, speeding/risk-taking, and seat belt non-use. The greatest crash risk occurs during the first months of independent driving. The good news is that progress has been made. Laws such as no cell phone use, no texting, primary seat belt, and nighttime and passenger limitations have helped reduce teen traffic deaths and injuries.
Parents play a vital role in developing safe teen drivers too. Teens need to gain experience in a variety of road types and environments — day, night, city, rural, rain, snow — while supervised by an experienced licensed driver. Even after a teen is licensed, they continue to need training and monitoring. Parents should establish clear, sensible rules to reduce their teen driver’s exposure to high-risk situations. No cell phone use, especially texting on them, is an absolute essential rule to make for ALL drivers in your family.
Making decisions, with safety as a priority over convenience, are essential to protecting our most vulnerable drivers - teens. But when you’re making these decisions with your teens, just do me one big favor: say it – don’t text it!
To good health on the highways,
The Highway Doctor
Dear Doctor:
I just came back from the doctor’s office with my teenager. Her hands had been bothering her. I was expecting that it would have been caused from one of her sports activities but I was shocked to learn that her injury was actually the result of too frequent texting. Can people really injure themselves just from texting?
“Tex” Message
The Doctor’s diagnosis…
Dear Mr. Message:
These days we let our thumbs do the talking with more than one and a half trillion text messages sent over mobile phones last year alone. That averages out to five billion messages a day. All this typing can actually lead to an injury that some doctors have dubbed “texting thumb.” To text we have to flex or bend the thumb or the index finger to such an extreme that, that repetitive motion over time gives problems to some of those joints. The injuries are similar to those caused by excessive typing but texting affects different joints.
Being the Highway Doctor, I would like to talk a little about the most prevalent way for teenagers to sustain an injury by texting too much: texting while driving.
Among drivers, young people are over represented in traffic crashes in Minnesota. People aged 15- 24 make up 14.9% of the licensed drivers, yet they accounted for 24.2% of the crash-involved drivers. Traffic crashes are the leading cause of death to young people. In the state last year, 135 people under age 30 died in crashes, representing 37% of all traffic deaths. Among people injured, young people especially pay the price. There were 12,719 people under age 30 who were injured, representing 42% of the total number of people injured.
Human behavior factors usually give us a clear indication of why a traffic crash occurs. For younger drivers, driver inattention or distraction is the most cited factor for both single-vehicle and multiple-vehicle crashes. What is one of the most common causes of driver inattention? Texting and cell phone use.
Minnesota teen drivers continue to be over-represented in traffic crashes due to driver inexperience, distractions, speeding/risk-taking, and seat belt non-use. The greatest crash risk occurs during the first months of independent driving. The good news is that progress has been made. Laws such as no cell phone use, no texting, primary seat belt, and nighttime and passenger limitations have helped reduce teen traffic deaths and injuries.
Parents play a vital role in developing safe teen drivers too. Teens need to gain experience in a variety of road types and environments — day, night, city, rural, rain, snow — while supervised by an experienced licensed driver. Even after a teen is licensed, they continue to need training and monitoring. Parents should establish clear, sensible rules to reduce their teen driver’s exposure to high-risk situations. No cell phone use, especially texting on them, is an absolute essential rule to make for ALL drivers in your family.
Making decisions, with safety as a priority over convenience, are essential to protecting our most vulnerable drivers - teens. But when you’re making these decisions with your teens, just do me one big favor: say it – don’t text it!
To good health on the highways,
The Highway Doctor
115. A Black and White Issue
This issue’s inquisitive reader writes…
Dear Doctor:
I had a terrible skating accident playing pond hockey the other day where I crashed into the wrought iron fence that surrounds my homemade backyard rink. I have long bruises all over my body and because these dastardly stripes are changing color it’s making me look like a multi-colored freak! When can I expect my bruises to fade away?
Z. Bramarks
The Doctor’s diagnosis…
Dear Mr. Bramarks:
You know how a bruise changes color over time? That's your body fixing the bruise by breaking down and reabsorbing the blood, which causes the bruise to go through many colors of the rainbow before it eventually disappears. You can pretty much guess the age of a bruise just by looking at its color. When you first get a bruise, it's kind of reddish as the blood appears under the skin. Within 1 or 2 days, the hemoglobin (an iron-containing substance that carries oxygen) in the blood changes and your bruise turns bluish-purple or even blackish. After 5 to 10 days, the bruise turns greenish or yellowish. Then, after 10 or 14 days, it turns yellowish-brown or light brown. Finally, after about 2 weeks, your bruise fades away. In your case these elongated bruises may have had you really looking like a zebra!
Being The Highway Doctor, our highways can look quite zebra-like too. In fact, the rectangular white blocking at cross-walks are even called “Zebra” crosswalks. Where else can you find black and white stripes on our highways? On the highways themselves! Road agencies that are building concrete pavements (which are white) for the traffic lanes are still paving the shoulders in asphalt (which is black).
There are pros and cons for building asphalt shoulders with concrete traffic lanes. Some of the benefits of asphalt shoulders include lower cost than concrete, greater contrast to keep drivers on the traffic portion of the road at night and in inclement weather, quicker construction time, and ease of traffic control and traffic staging during construction, especially if there are a lot of existing accesses. It takes days for a concrete pavement to cure whereas it only takes hours for an asphalt pavement to set up.
The benefits of having a concrete shoulder with a concrete traffic lane are that a concrete shoulder that is doweled into the main traffic slab with rebar can help support edge loads by the transfer of load through the rebar and into the shoulder slab, the shoulder will last longer, and the seam between the traffic lane and the shoulder will stay tighter together.
While the “zebra” look on our highways is very common, I’m afraid that your zebra style bruising isn’t going to win you any beauty contests. Perhaps, though, you could be the judge – you already look like a referee after all!
To good health on the highways,
The Highway Doctor
Dear Doctor:
I had a terrible skating accident playing pond hockey the other day where I crashed into the wrought iron fence that surrounds my homemade backyard rink. I have long bruises all over my body and because these dastardly stripes are changing color it’s making me look like a multi-colored freak! When can I expect my bruises to fade away?
Z. Bramarks
The Doctor’s diagnosis…
Dear Mr. Bramarks:
You know how a bruise changes color over time? That's your body fixing the bruise by breaking down and reabsorbing the blood, which causes the bruise to go through many colors of the rainbow before it eventually disappears. You can pretty much guess the age of a bruise just by looking at its color. When you first get a bruise, it's kind of reddish as the blood appears under the skin. Within 1 or 2 days, the hemoglobin (an iron-containing substance that carries oxygen) in the blood changes and your bruise turns bluish-purple or even blackish. After 5 to 10 days, the bruise turns greenish or yellowish. Then, after 10 or 14 days, it turns yellowish-brown or light brown. Finally, after about 2 weeks, your bruise fades away. In your case these elongated bruises may have had you really looking like a zebra!
Being The Highway Doctor, our highways can look quite zebra-like too. In fact, the rectangular white blocking at cross-walks are even called “Zebra” crosswalks. Where else can you find black and white stripes on our highways? On the highways themselves! Road agencies that are building concrete pavements (which are white) for the traffic lanes are still paving the shoulders in asphalt (which is black).
There are pros and cons for building asphalt shoulders with concrete traffic lanes. Some of the benefits of asphalt shoulders include lower cost than concrete, greater contrast to keep drivers on the traffic portion of the road at night and in inclement weather, quicker construction time, and ease of traffic control and traffic staging during construction, especially if there are a lot of existing accesses. It takes days for a concrete pavement to cure whereas it only takes hours for an asphalt pavement to set up.
The benefits of having a concrete shoulder with a concrete traffic lane are that a concrete shoulder that is doweled into the main traffic slab with rebar can help support edge loads by the transfer of load through the rebar and into the shoulder slab, the shoulder will last longer, and the seam between the traffic lane and the shoulder will stay tighter together.
While the “zebra” look on our highways is very common, I’m afraid that your zebra style bruising isn’t going to win you any beauty contests. Perhaps, though, you could be the judge – you already look like a referee after all!
To good health on the highways,
The Highway Doctor
116. Shingle Bells, Shingle Bells...
This issue’s inquisitive reader writes…
Dear Doctor:
I was driving by my local drugstore the other day and I saw that they were advertising a shingles vaccine. I thought shingles were for roofs. What’s up with that?
Redd Rash
The Doctor’s diagnosis…
Dear Mr. Rash:
Yes, shingles are for protecting the roof on a building but in the medical world shingles also refers to a viral infection that causes a painful rash. Although shingles can occur anywhere on your body, it most often appears as a single stripe of blisters that wraps around either the left or the right side of your torso. Shingles is caused by the varicella-zoster virus — the same virus that causes chickenpox. After you've had chickenpox, the virus lies inactive in nerve tissue near your spinal cord and brain. Years later, the virus may reactivate as shingles. While it isn't a life-threatening condition, shingles can be very painful. Vaccines can help reduce the risk of shingles, while early treatment can help shorten a shingles infection and lessen the chance of complications.
But being The Highway Doctor, I would like to talk about another application of shingles: as a material used in hot mix asphalt. Using recycled asphalt shingles in hot mix asphalt (HMA) has been a developing technology for more than two decades with growing acceptance by both construction contractors and government agencies. With the recent spike in asphalt and cement prices, there is increasing pressure to find such acceptable recycled supplements to virgin materials. In addition to the asphalt binder itself, the mineral aggregates used in manufacturing shingles are also valuable commodities in HMA. Even the fiber in recycled shingles can be an asset to the pavement matrix in the right application. Finally, the prices for land filling construction and demolition debris, such as mixed roofing material, are also increasing. As environmental regulations and landfill prohibitions continue to increase, so will the tipping fees for roofing debris. As the saying goes, “One man’s garbage is another man’s gold.”
Specifications have allowed manufacture waste and defective shingles to be used in HMA for many years. There is approximately 40,000 tons of this type of waste shingle produced each year in the State of Minnesota. But with all of the storm damage that Minnesota has seen in recent years, there is a whopping 400,000 tons of “tear-off” scrap shingles available for reuse. With newer technologies in screening and separating the non-desirable elements (nails, other construction debris) from this waste stream, more tear-off asphalt shingles are being recycled into HMA than before. This is good for our roads, checkbook and the environment.
So shingles over your head (roof) and under your feet (pavement) may be a good thing but shingles around your body is not. So if you are over age 60 and have a weakened immune system you may want to consider getting a vaccination for this viral infection. It’s just too bad there isn’t an antidote to keep these Minnesota storms from de-shingling our houses!
To good health on the highways,
The Highway Doctor
Dear Doctor:
I was driving by my local drugstore the other day and I saw that they were advertising a shingles vaccine. I thought shingles were for roofs. What’s up with that?
Redd Rash
The Doctor’s diagnosis…
Dear Mr. Rash:
Yes, shingles are for protecting the roof on a building but in the medical world shingles also refers to a viral infection that causes a painful rash. Although shingles can occur anywhere on your body, it most often appears as a single stripe of blisters that wraps around either the left or the right side of your torso. Shingles is caused by the varicella-zoster virus — the same virus that causes chickenpox. After you've had chickenpox, the virus lies inactive in nerve tissue near your spinal cord and brain. Years later, the virus may reactivate as shingles. While it isn't a life-threatening condition, shingles can be very painful. Vaccines can help reduce the risk of shingles, while early treatment can help shorten a shingles infection and lessen the chance of complications.
But being The Highway Doctor, I would like to talk about another application of shingles: as a material used in hot mix asphalt. Using recycled asphalt shingles in hot mix asphalt (HMA) has been a developing technology for more than two decades with growing acceptance by both construction contractors and government agencies. With the recent spike in asphalt and cement prices, there is increasing pressure to find such acceptable recycled supplements to virgin materials. In addition to the asphalt binder itself, the mineral aggregates used in manufacturing shingles are also valuable commodities in HMA. Even the fiber in recycled shingles can be an asset to the pavement matrix in the right application. Finally, the prices for land filling construction and demolition debris, such as mixed roofing material, are also increasing. As environmental regulations and landfill prohibitions continue to increase, so will the tipping fees for roofing debris. As the saying goes, “One man’s garbage is another man’s gold.”
Specifications have allowed manufacture waste and defective shingles to be used in HMA for many years. There is approximately 40,000 tons of this type of waste shingle produced each year in the State of Minnesota. But with all of the storm damage that Minnesota has seen in recent years, there is a whopping 400,000 tons of “tear-off” scrap shingles available for reuse. With newer technologies in screening and separating the non-desirable elements (nails, other construction debris) from this waste stream, more tear-off asphalt shingles are being recycled into HMA than before. This is good for our roads, checkbook and the environment.
So shingles over your head (roof) and under your feet (pavement) may be a good thing but shingles around your body is not. So if you are over age 60 and have a weakened immune system you may want to consider getting a vaccination for this viral infection. It’s just too bad there isn’t an antidote to keep these Minnesota storms from de-shingling our houses!
To good health on the highways,
The Highway Doctor
117. I Will NOT Drink to That!
This issue’s inquisitive reader writes…
Dear Doctor:
I have heard that there are products or remedies out there that can lessen or even prevent the effects of a hangover. I’ve heard that you’re a clever guy and should be able to help me out so I’d appreciate any information that you can share on the matter.
Bud Weiser
The Doctor’s diagnosis…
Dear Mr. Weiser:
Not that I condone behavior that would lead to anyone having too much to drink, but for the act of trying to help out my loyal readers, there are certain things that you can do to lessen the painful effects of a hangover. Here’s a 6-step gameplan: 1.) Eat something first (preferably a protein); 2.) Take your medicine before you drink (ibuprofen, multivitamin); 3.) Hydrate; 4.) Hydrate; 5.) Hydrate; and finally 6.) Eat something again after your done drinking including a good sports beverage to hydrate some more and replace lost nutrients. While some claims are over-exaggerated, some so-called “anti-hangover” pills may actually help if they include activated charcoal since that is also an antidote doctors use to treat poison victims.
But the best way to prevent a hangover: know your limit!
Being The Highway Doctor, I wish more motorists would have known their limit before they got behind the wheel of their vehicle. Drinking and driving remains a serious problem in Minnesota and across the nation. For 2011, the National Safety Council has made a conservative estimate of $262 million as the cost of alcohol-related crashes in Minnesota. Predictably, there is a strong positive relationship between alcohol use and crash severity. That is, as crash severity increases, alcohol is more likely to have been a factor in the crash. Last year, 6% of minor injuries, 11% of moderate injuries, 25% of severe injuries, and 37% of deaths were alcohol-related. In all, 136 known people died and 2,375 known people were injured in crashes classified as alcohol-related in Minnesota.
When gender is stated, males made up 68% of the DWI offenders last year, however, females are getting arrested more often. Impaired driving is especially a problem among young adults. In 2011, 21-to-34 year-olds committed fully 52% of the incidents on record. Young people may have better reflexes than their elders, but as drivers they take more risks and have less experience than older people. They pay a clear price for this. Motorists aged 15-34 accounted for 38% of all traffic deaths, and for fully 51% of the alcohol-related deaths. It is also the drinkers themselves who are more likely to pay the price for their dangerous behavior. 95 (70%) of the 136 people who died in alcohol-related crashes were themselves the people whose drinking behavior was a main factor which lead to the crash to be classified as alcohol-related. In short, drinking drivers, pedestrians, and bicyclists mostly kill and injure themselves. Not surprising, most alcohol-related crashes occur on Fridays, Saturdays, and Sundays. Combined, these three days accounted for 41% of all traffic crashes, but 60% of the alcohol-related crashes. The late night hours 9 p.m.-3 a.m. accounted for 12% of all crashes, but 48% of the alcohol crashes.
As sobering as these statistics are, in reality the percentage of alcohol-related traffic fatalities in Minnesota has steadily decreased in the past half century. In the 1960’s, around 60% of all traffic deaths per year were alcohol-related. Today, this percentage hovers around 35% per year. This is a great success story for Minnesota and the nation as a whole. It is also proof that as drivers change their behavior, less tragedy occurs on our roadways. The implementation of the .08 legal limit law in mid-2005 will continue to help this downward trend.
So back to your initial inquiry of the best way to prevent a hangover – again know your limit and don’t cross it. But if you do, do the right thing and don’t drive a vehicle. You wouldn’t want to be the cause of a serious accident and have that “hang over” your head now would you?
To good health on the highways,
The Highway Doctor
Dear Doctor:
I have heard that there are products or remedies out there that can lessen or even prevent the effects of a hangover. I’ve heard that you’re a clever guy and should be able to help me out so I’d appreciate any information that you can share on the matter.
Bud Weiser
The Doctor’s diagnosis…
Dear Mr. Weiser:
Not that I condone behavior that would lead to anyone having too much to drink, but for the act of trying to help out my loyal readers, there are certain things that you can do to lessen the painful effects of a hangover. Here’s a 6-step gameplan: 1.) Eat something first (preferably a protein); 2.) Take your medicine before you drink (ibuprofen, multivitamin); 3.) Hydrate; 4.) Hydrate; 5.) Hydrate; and finally 6.) Eat something again after your done drinking including a good sports beverage to hydrate some more and replace lost nutrients. While some claims are over-exaggerated, some so-called “anti-hangover” pills may actually help if they include activated charcoal since that is also an antidote doctors use to treat poison victims.
But the best way to prevent a hangover: know your limit!
Being The Highway Doctor, I wish more motorists would have known their limit before they got behind the wheel of their vehicle. Drinking and driving remains a serious problem in Minnesota and across the nation. For 2011, the National Safety Council has made a conservative estimate of $262 million as the cost of alcohol-related crashes in Minnesota. Predictably, there is a strong positive relationship between alcohol use and crash severity. That is, as crash severity increases, alcohol is more likely to have been a factor in the crash. Last year, 6% of minor injuries, 11% of moderate injuries, 25% of severe injuries, and 37% of deaths were alcohol-related. In all, 136 known people died and 2,375 known people were injured in crashes classified as alcohol-related in Minnesota.
When gender is stated, males made up 68% of the DWI offenders last year, however, females are getting arrested more often. Impaired driving is especially a problem among young adults. In 2011, 21-to-34 year-olds committed fully 52% of the incidents on record. Young people may have better reflexes than their elders, but as drivers they take more risks and have less experience than older people. They pay a clear price for this. Motorists aged 15-34 accounted for 38% of all traffic deaths, and for fully 51% of the alcohol-related deaths. It is also the drinkers themselves who are more likely to pay the price for their dangerous behavior. 95 (70%) of the 136 people who died in alcohol-related crashes were themselves the people whose drinking behavior was a main factor which lead to the crash to be classified as alcohol-related. In short, drinking drivers, pedestrians, and bicyclists mostly kill and injure themselves. Not surprising, most alcohol-related crashes occur on Fridays, Saturdays, and Sundays. Combined, these three days accounted for 41% of all traffic crashes, but 60% of the alcohol-related crashes. The late night hours 9 p.m.-3 a.m. accounted for 12% of all crashes, but 48% of the alcohol crashes.
As sobering as these statistics are, in reality the percentage of alcohol-related traffic fatalities in Minnesota has steadily decreased in the past half century. In the 1960’s, around 60% of all traffic deaths per year were alcohol-related. Today, this percentage hovers around 35% per year. This is a great success story for Minnesota and the nation as a whole. It is also proof that as drivers change their behavior, less tragedy occurs on our roadways. The implementation of the .08 legal limit law in mid-2005 will continue to help this downward trend.
So back to your initial inquiry of the best way to prevent a hangover – again know your limit and don’t cross it. But if you do, do the right thing and don’t drive a vehicle. You wouldn’t want to be the cause of a serious accident and have that “hang over” your head now would you?
To good health on the highways,
The Highway Doctor
118. Burn Baby Burn
This issue’s inquisitive reader writes…
Dear Doctor:
It’s been so rainy lately that when the sun finally did come out I told myself I was going to stay in the sun all day. Unfortunately, I now have a severe case of sunburn. What can I do to relieve my pain and swelling?
Sonny Burns
The Doctor’s diagnosis…
Dear Mr. Burns:
Getting a sunburn is a very bad idea. It looks bad, hurts, peels and inflicts long-lasting, wrinkle-inducing damage. It's especially bad for children: even one blistering burn may double their lifetime risk of melanoma, a serious skin cancer. And it's totally preventable (with sunscreen, shade and clothing). But mistakes happen, so here are five ways provided from the Skin Cancer Foundation to ease the pain and maybe, just maybe, limit the damage:
1. Act Quickly: If you feel the tale-tell tingling of a burn or see any sign of skin reddening on yourself or your child, get out of the sun and start treatment. Sunburn tends to sneak up on us as it can take four to six hours for the symptoms to develop. 2. Moisturize: After a cool shower or bath, slather on a moisturizing cream or lotion to soothe the skin. Repeat frequently to make peeling and flaking less noticeable. And consider a product containing vitamin C and vitamin E. 3. Hydrate: Any burn draws fluid to the skin surface and away from the rest of the body. So drink extra water, juice and sports drinks for a couple of days and watch for signs of dehydration. 4. Don't Wait to Medicate: Take (or give your child) a dose of ibuprofen (for example, Advil) as soon as you see signs of sunburn and keep it up for the next 48 hours as this will cut back on the swelling and redness and might prevent some long-term skin damage. 5. Assess the Damage: Most sunburns, even those that cause a few blisters, can be treated at home. But if a blistering burn covers 20% or more of the body (a child's whole back), seek medical attention.
Being The Highway Doctor, this whole notion of sun damage reminds me that the sun also can cause damage to our highways as well. Just as damaging to the human skin, sun damage causes asphalt pavement damage as well. The heat and ultraviolet rays of the sun are well designed to break down the asphalt binder materials used to hold an asphalt surface together and this breakdown further wears down its durability. One telltale sign of sun damage to an asphalt pavement is the “graying” of the asphalt surface. This is especially detrimental on thinner asphalt pavements such as driveways, parking lots and some minor city streets where any breakdown of the asphalt section can cause serious problems to the life of the pavement. That is why you’ll see these types of pavements get a sealcoat or chipseal treatment to arrest the deterioration and extend the pavement’s life. However, on most county and state highways where the pavements are built denser and thicker, and where there is a constant “kneading” action going on by the higher traffic volumes, these types of treatments aren’t as beneficial or even necessary.
The sun also causes heat which will causes pavements to expand. On concrete pavements too much heat and expansion too quickly can cause pavements to heave and buckle which can be extremely hazardous to motorists. This is why concrete pavements have numerous joints cut into them both laterally and longitudinally to allow this expansion to occur without buckling. On asphalt pavements, too much heat can cause the pavements to soften and can lead to rutting in wheel tracks and shoving near intersections where vehicles come to a stop condition. Again, a properly designed and constructed asphalt pavement should be able to withstand extreme heat and cold through the use of asphalt modifiers and aggregate selection.
So remember, consider the your sunburn is a warning that your sun safety net has failed and vow to do better next time by covering up with clothing and hats, avoiding the sun as much as possible especially between 10 a.m. and 4 p.m. , and using a good sunscreen. I just wonder what SPF lotion I should use on our highways?!
To good health on the highways,
The Highway Doctor
Dear Doctor:
It’s been so rainy lately that when the sun finally did come out I told myself I was going to stay in the sun all day. Unfortunately, I now have a severe case of sunburn. What can I do to relieve my pain and swelling?
Sonny Burns
The Doctor’s diagnosis…
Dear Mr. Burns:
Getting a sunburn is a very bad idea. It looks bad, hurts, peels and inflicts long-lasting, wrinkle-inducing damage. It's especially bad for children: even one blistering burn may double their lifetime risk of melanoma, a serious skin cancer. And it's totally preventable (with sunscreen, shade and clothing). But mistakes happen, so here are five ways provided from the Skin Cancer Foundation to ease the pain and maybe, just maybe, limit the damage:
1. Act Quickly: If you feel the tale-tell tingling of a burn or see any sign of skin reddening on yourself or your child, get out of the sun and start treatment. Sunburn tends to sneak up on us as it can take four to six hours for the symptoms to develop. 2. Moisturize: After a cool shower or bath, slather on a moisturizing cream or lotion to soothe the skin. Repeat frequently to make peeling and flaking less noticeable. And consider a product containing vitamin C and vitamin E. 3. Hydrate: Any burn draws fluid to the skin surface and away from the rest of the body. So drink extra water, juice and sports drinks for a couple of days and watch for signs of dehydration. 4. Don't Wait to Medicate: Take (or give your child) a dose of ibuprofen (for example, Advil) as soon as you see signs of sunburn and keep it up for the next 48 hours as this will cut back on the swelling and redness and might prevent some long-term skin damage. 5. Assess the Damage: Most sunburns, even those that cause a few blisters, can be treated at home. But if a blistering burn covers 20% or more of the body (a child's whole back), seek medical attention.
Being The Highway Doctor, this whole notion of sun damage reminds me that the sun also can cause damage to our highways as well. Just as damaging to the human skin, sun damage causes asphalt pavement damage as well. The heat and ultraviolet rays of the sun are well designed to break down the asphalt binder materials used to hold an asphalt surface together and this breakdown further wears down its durability. One telltale sign of sun damage to an asphalt pavement is the “graying” of the asphalt surface. This is especially detrimental on thinner asphalt pavements such as driveways, parking lots and some minor city streets where any breakdown of the asphalt section can cause serious problems to the life of the pavement. That is why you’ll see these types of pavements get a sealcoat or chipseal treatment to arrest the deterioration and extend the pavement’s life. However, on most county and state highways where the pavements are built denser and thicker, and where there is a constant “kneading” action going on by the higher traffic volumes, these types of treatments aren’t as beneficial or even necessary.
The sun also causes heat which will causes pavements to expand. On concrete pavements too much heat and expansion too quickly can cause pavements to heave and buckle which can be extremely hazardous to motorists. This is why concrete pavements have numerous joints cut into them both laterally and longitudinally to allow this expansion to occur without buckling. On asphalt pavements, too much heat can cause the pavements to soften and can lead to rutting in wheel tracks and shoving near intersections where vehicles come to a stop condition. Again, a properly designed and constructed asphalt pavement should be able to withstand extreme heat and cold through the use of asphalt modifiers and aggregate selection.
So remember, consider the your sunburn is a warning that your sun safety net has failed and vow to do better next time by covering up with clothing and hats, avoiding the sun as much as possible especially between 10 a.m. and 4 p.m. , and using a good sunscreen. I just wonder what SPF lotion I should use on our highways?!
To good health on the highways,
The Highway Doctor
119. What's Your Sign?
This issue’s inquisitive reader writes…
Dear Doctor:
I get terrible headaches just about every time I drive down my local highways. I’m not sure what it is but with all of the roadside signs that I pass by, it feels like I’m reading a novel wherever I go. Is there any help for this type of condition?
Warren Peace
The Doctor’s diagnosis…
Dear Mr. Peace:
Just like air and water pollution can be detrimental to your health, I have a feeling that “Sign Pollution” can also be a hazard to your health! The Highway Doctor may be showing his age a little, but remember that huge hit from 1971 by the Five Man Electrical Band called “Signs”? Its lyrics included the following refrain:
Sign, sign, everywhere a sign
Blockin' out the scenery, breakin' my mind
Do this, don't do that, can't you read the sign?
Yes, there seems to be signs everywhere. Some signs are good and some signs are bad. Being The Highway Doctor, I can tell you that traffic control signs and devices are in the “good” category. Traffic control devices are defined as all signs, signals, markings, and other devices used to regulate, warn, or guide traffic, placed on, over, or adjacent to a street, highway, pedestrian facility, or bikeway, or private road open to public travel by authority of a public agency or official having jurisdiction. In the state of Minnesota, the “Minnesota Manual on Uniform Traffic Control Devices” (MN MUTCD) has been developed to establish standards for the use of traffic control.
What would I consider to be a “bad” sign? Electronic billboards. Not only are these billboards unsightly, adding to the visual clutter of a city’s skyline or natural beauty of a rural countryside, but they are distracting as well. Very distracting.
According to a recent study conducted by Swedish and German researchers and expected to be published by the journal Traffic Injury Prevention, it found that drivers looked at the colorful, rapidly changing billboards significantly longer than they do at other signs on the same stretch of road. The digital versions often took a driver’s eyes off the road for more than two seconds. This is alarming because the study further pointed to a well-regarded Virginia Tech study published in 2006 that found anything that takes a driver’s eyes off the road for longer than two seconds increases risks of a crash. The study went on to show that nearly 80 percent of all crashes involve driver inattention within three seconds of the crash.
Just when we thought we were making headway getting driver’s attention not to dial and text while driving, now we have to worry about what’s on the other side of the windshield with these giant electronic billboards. Can’t anyone just be allowed to drive without a distraction anymore? It’s a literal war on peace!
To good health on the highways,
The Highway Doctor
Dear Doctor:
I get terrible headaches just about every time I drive down my local highways. I’m not sure what it is but with all of the roadside signs that I pass by, it feels like I’m reading a novel wherever I go. Is there any help for this type of condition?
Warren Peace
The Doctor’s diagnosis…
Dear Mr. Peace:
Just like air and water pollution can be detrimental to your health, I have a feeling that “Sign Pollution” can also be a hazard to your health! The Highway Doctor may be showing his age a little, but remember that huge hit from 1971 by the Five Man Electrical Band called “Signs”? Its lyrics included the following refrain:
Sign, sign, everywhere a sign
Blockin' out the scenery, breakin' my mind
Do this, don't do that, can't you read the sign?
Yes, there seems to be signs everywhere. Some signs are good and some signs are bad. Being The Highway Doctor, I can tell you that traffic control signs and devices are in the “good” category. Traffic control devices are defined as all signs, signals, markings, and other devices used to regulate, warn, or guide traffic, placed on, over, or adjacent to a street, highway, pedestrian facility, or bikeway, or private road open to public travel by authority of a public agency or official having jurisdiction. In the state of Minnesota, the “Minnesota Manual on Uniform Traffic Control Devices” (MN MUTCD) has been developed to establish standards for the use of traffic control.
What would I consider to be a “bad” sign? Electronic billboards. Not only are these billboards unsightly, adding to the visual clutter of a city’s skyline or natural beauty of a rural countryside, but they are distracting as well. Very distracting.
According to a recent study conducted by Swedish and German researchers and expected to be published by the journal Traffic Injury Prevention, it found that drivers looked at the colorful, rapidly changing billboards significantly longer than they do at other signs on the same stretch of road. The digital versions often took a driver’s eyes off the road for more than two seconds. This is alarming because the study further pointed to a well-regarded Virginia Tech study published in 2006 that found anything that takes a driver’s eyes off the road for longer than two seconds increases risks of a crash. The study went on to show that nearly 80 percent of all crashes involve driver inattention within three seconds of the crash.
Just when we thought we were making headway getting driver’s attention not to dial and text while driving, now we have to worry about what’s on the other side of the windshield with these giant electronic billboards. Can’t anyone just be allowed to drive without a distraction anymore? It’s a literal war on peace!
To good health on the highways,
The Highway Doctor
120. Lean on Me!
This issue’s inquisitive reader writes…
Dear Doctor:
My health care provider just went through a process that I thought I heard them call “Kaizen” when I got my physical last week. It was amazing: check-in, vitals and pre-screening, doctor evaluation, lab work, insurance forms, checkout, test results, billing – all done efficiently and with great customer service. Is this a new fad in the medical industry or what?
Lee N. Process
The Doctor’s diagnosis…
Dear Mr. Process:
Kaizen is a Japanese term for "change for the better" and refers to philosophy or practices that focus upon continuous improvement of processes in manufacturing, engineering, and business management. It has been applied not only in healthcare, but in industry, manufacturing, government, banking, and other organizations. When used in the business sense and applied to the workplace, kaizen refers to activities that continually improve all functions, and involves all employees from the CEO to the assembly line workers. It also applies to processes such as purchasing and logistics that cross organizational boundaries into the supply chain. By improving standardized activities and processes, kaizen aims to eliminate waste.
Let me try to explain it more simply with this highly exaggerated example: How many employees does it take to change a light bulb?
Before Kaizen
1 to see the light bulb is burned out
1 to write the job requisition
1 to estimate the number of hours
1 to write the schedule
1 to propose a procedure
1 to review the procedure
1 to finalize the procedure
1 to write the specification
1 to write the proposal
1 to go out for bids
1 to purchase the light bulb
1 to submit a change order
1 to review OSHA regulations
1 to supervise the operation
1 to inspect the operation
1 to make sure the power is off
1 to ensure the bulb meets specifications
1 to unload the truck
1 to hold the ladder
1 to pass the bulb
1 to insert the bulb in the socket
1 to sweep up the broken glass
1 to fill out a “First Report of Injury” form
1 to write the final report
1 to justify the hours spent.
After Kaizen
One facility tech sees the burned out light bulb and replaces it in the course of his regular shift. The light fixtures are standard size and wattage so inventory is kept low, the right bulb is always readily available, and most employees never knew the light was burned out in the first place.
Of course this little example is quite an over-exaggeration, but I think you get the point. So don’t be surprised when you see this in more organizations, including yours someday. We won’t be saying “sayonara” to this anytime soon!
To good health on the highways,
The Highway Doctor
Dear Doctor:
My health care provider just went through a process that I thought I heard them call “Kaizen” when I got my physical last week. It was amazing: check-in, vitals and pre-screening, doctor evaluation, lab work, insurance forms, checkout, test results, billing – all done efficiently and with great customer service. Is this a new fad in the medical industry or what?
Lee N. Process
The Doctor’s diagnosis…
Dear Mr. Process:
Kaizen is a Japanese term for "change for the better" and refers to philosophy or practices that focus upon continuous improvement of processes in manufacturing, engineering, and business management. It has been applied not only in healthcare, but in industry, manufacturing, government, banking, and other organizations. When used in the business sense and applied to the workplace, kaizen refers to activities that continually improve all functions, and involves all employees from the CEO to the assembly line workers. It also applies to processes such as purchasing and logistics that cross organizational boundaries into the supply chain. By improving standardized activities and processes, kaizen aims to eliminate waste.
Let me try to explain it more simply with this highly exaggerated example: How many employees does it take to change a light bulb?
Before Kaizen
1 to see the light bulb is burned out
1 to write the job requisition
1 to estimate the number of hours
1 to write the schedule
1 to propose a procedure
1 to review the procedure
1 to finalize the procedure
1 to write the specification
1 to write the proposal
1 to go out for bids
1 to purchase the light bulb
1 to submit a change order
1 to review OSHA regulations
1 to supervise the operation
1 to inspect the operation
1 to make sure the power is off
1 to ensure the bulb meets specifications
1 to unload the truck
1 to hold the ladder
1 to pass the bulb
1 to insert the bulb in the socket
1 to sweep up the broken glass
1 to fill out a “First Report of Injury” form
1 to write the final report
1 to justify the hours spent.
After Kaizen
One facility tech sees the burned out light bulb and replaces it in the course of his regular shift. The light fixtures are standard size and wattage so inventory is kept low, the right bulb is always readily available, and most employees never knew the light was burned out in the first place.
Of course this little example is quite an over-exaggeration, but I think you get the point. So don’t be surprised when you see this in more organizations, including yours someday. We won’t be saying “sayonara” to this anytime soon!
To good health on the highways,
The Highway Doctor
121. Getting the Cadillac Treatment
This issue’s inquisitive reader writes…
Dear Doctor:
I was recently in a severe crash and was told that I would need to have surgery. Nothing against my local hospital, but I only want my healthcare operations to be addressed by the professionals at the world renowned Mayo Clinic. Is there any reason I shouldn’t feel this way?
Rose Royce
The Doctor’s diagnosis…
Dear Ms. Royce:
Rest assured you will be in very good hands at Mayo Clinic. Dr. William Worrall Mayo settled his family in Rochester, Minnesota in 1864 and opened a medical practice that evolved under his sons into Mayo Clinic. Mayo Clinic is a not-for-profit medical practice and medical research group based in Rochester, Minnesota. It is the first and largest integrated not-for-profit medical group practice in the world, today employing more than 3,800 physicians and scientists and 50,900 allied health staff. It spends over $500 million a year on research. In 2014, Mayo Clinic marks 150 years of continuous service to patients. Mayo Clinic has been near the top of the U.S. News & World Report List of "Best Hospitals" for more than 20 years.
But Mayo Clinic is not the only superb medical facility in Minnesota. In fact, Minnesota has the nation's best health care system, according to an authoritative new federal analysis of hospitals, clinics, nursing homes and other medical providers. In its July 2012 report, the federal Agency for Healthcare Research and Quality has the state ranked first in care at medical clinics, fourth in care at hospitals, eighth in nursing homes and 43rd in home health care. Overall, Minnesota ranks third for care of patients with acute conditions, seventh for chronic care and 11th for preventive care. Since it was first issued in 2006, the report has placed Minnesota among the top three states.
Being The Highway Doctor, I would like to talk about another world-class operation – the snow and ice control operations of the Anoka County Highway Department. Anoka County has set the bar very high in responsiveness, effectiveness and cost savings too. For starters, the county is very good at “diagnosing” the symptoms: air temperature, ground temperature; is it snow, sleet or freezing rain; is the road surface wet, dry or sticky; are the temperatures falling or rising; what is the precipitation rate and duration forecasted to be; is the wind blowing and the snow drifting; is the sun going to come out or not; is there any salt residue already on the road; and other factors. Through years of trials and research, Anoka County has perfected a “prescription” of the proper equipment, chemicals and manpower to get the job done right based on a myriad of the combinations of symptoms noted above. Salt application rates, chemical additives, pre-wetting, salt/sand ratios, number of trucks on the road, etc. are carefully scripted to get the job done at the lowest possible cost with the highest effectiveness.
The way Anoka County has deployed its crews to cover snow events 24/7 has been studied by many other agencies. The chemical additives that they use and how they process it in pre-wetting or onto the salt itself is state of the art kind of stuff. Weather forecasting, equipment purchasing and maintenance, and more important than anything else, having a professional and dedicated workforce to implement these operations makes Anoka County stand out amongst the crowd.
So don’t feel bad or guilty if you have the ability of using the Mayo Clinic for your healthcare needs. And if you’re a resident of Anoka County you don’t have to feel guilty of having such first-class operations fighting ice and snow. Hopefully the professionals at Anoka County will keep your highways safe so that you won’t need the professionals at Mayo Clinic ever again!
To good health on the highways,
The Highway Doctor
Dear Doctor:
I was recently in a severe crash and was told that I would need to have surgery. Nothing against my local hospital, but I only want my healthcare operations to be addressed by the professionals at the world renowned Mayo Clinic. Is there any reason I shouldn’t feel this way?
Rose Royce
The Doctor’s diagnosis…
Dear Ms. Royce:
Rest assured you will be in very good hands at Mayo Clinic. Dr. William Worrall Mayo settled his family in Rochester, Minnesota in 1864 and opened a medical practice that evolved under his sons into Mayo Clinic. Mayo Clinic is a not-for-profit medical practice and medical research group based in Rochester, Minnesota. It is the first and largest integrated not-for-profit medical group practice in the world, today employing more than 3,800 physicians and scientists and 50,900 allied health staff. It spends over $500 million a year on research. In 2014, Mayo Clinic marks 150 years of continuous service to patients. Mayo Clinic has been near the top of the U.S. News & World Report List of "Best Hospitals" for more than 20 years.
But Mayo Clinic is not the only superb medical facility in Minnesota. In fact, Minnesota has the nation's best health care system, according to an authoritative new federal analysis of hospitals, clinics, nursing homes and other medical providers. In its July 2012 report, the federal Agency for Healthcare Research and Quality has the state ranked first in care at medical clinics, fourth in care at hospitals, eighth in nursing homes and 43rd in home health care. Overall, Minnesota ranks third for care of patients with acute conditions, seventh for chronic care and 11th for preventive care. Since it was first issued in 2006, the report has placed Minnesota among the top three states.
Being The Highway Doctor, I would like to talk about another world-class operation – the snow and ice control operations of the Anoka County Highway Department. Anoka County has set the bar very high in responsiveness, effectiveness and cost savings too. For starters, the county is very good at “diagnosing” the symptoms: air temperature, ground temperature; is it snow, sleet or freezing rain; is the road surface wet, dry or sticky; are the temperatures falling or rising; what is the precipitation rate and duration forecasted to be; is the wind blowing and the snow drifting; is the sun going to come out or not; is there any salt residue already on the road; and other factors. Through years of trials and research, Anoka County has perfected a “prescription” of the proper equipment, chemicals and manpower to get the job done right based on a myriad of the combinations of symptoms noted above. Salt application rates, chemical additives, pre-wetting, salt/sand ratios, number of trucks on the road, etc. are carefully scripted to get the job done at the lowest possible cost with the highest effectiveness.
The way Anoka County has deployed its crews to cover snow events 24/7 has been studied by many other agencies. The chemical additives that they use and how they process it in pre-wetting or onto the salt itself is state of the art kind of stuff. Weather forecasting, equipment purchasing and maintenance, and more important than anything else, having a professional and dedicated workforce to implement these operations makes Anoka County stand out amongst the crowd.
So don’t feel bad or guilty if you have the ability of using the Mayo Clinic for your healthcare needs. And if you’re a resident of Anoka County you don’t have to feel guilty of having such first-class operations fighting ice and snow. Hopefully the professionals at Anoka County will keep your highways safe so that you won’t need the professionals at Mayo Clinic ever again!
To good health on the highways,
The Highway Doctor
122. Rain on Me
This issue’s inquisitive reader writes…
Dear Doctor:
I always thought that drinking a lot of water was a good thing. But now my doctor says I have a water retention issue and now he’s conducting a series of tests to find out what’s going on. How can water be a bad thing?
Duane DeWater
The Doctor’s diagnosis…
Dear Mr. DeWater:
The term water retention (also known as fluid retention) signifies an abnormal accumulation of fluid in the circulatory system or within the tissues or cavities of the body. Water is found both inside and outside the body’s cells. It forms part of the blood, helping to carry the blood cells around the body and keeping oxygen and important nutrients in solution so that they can be taken up by tissues such as glands, bone and muscle. Even the organs and muscles are mostly water. The body does a great job balancing the fluid levels in your body but there are several factors that could cause unhealthy water retention such as a capillary leakage, hormonal imbalance, congestive heart disease, kidney failure, medications, or abnormal levels of proteins or histamines. Some localized water retention issues can be caused by pregnancy or injuries to joints. The treatment of water retention depends on whether or not the primary cause is excessive leakiness of the capillary walls. If this is not the cause, as in cases of heart or kidney disease, then diuretic medicines (diuretics) may be an appropriate treatment. But this is an important issue and I’m very happy that you are having your physician testing you properly to find a cause and a cure.
Being The Highway Doctor, all this talk about water retention reminds me that our road professionals also have to deal with storm water through the use of water retention basins. A retention basin is used to manage stormwater runoff to prevent flooding and downstream erosion, and improve water quality in an adjacent river, stream, lake or bay. Sometimes called a wet pond or wet detention basin, it is an artificial lake with vegetation around the perimeter, and includes a permanent pool of water in its design.
It is distinguished from a detention basin, sometimes called a "dry pond," which temporarily stores water after a storm, but eventually empties out at a controlled rate to a downstream water body. It also differs from an infiltration basin which is designed to direct stormwater to groundwater through permeable soils.
Wet ponds are frequently used for water quality improvement, groundwater recharge, flood protection, aesthetic improvement or any combination of these. Sometimes they act as a replacement for the natural absorption of a forest or other natural process that was lost when an area is developed. As such, these structures are designed to blend into neighborhoods and viewed as an amenity.
Storm water is typically channeled to a retention basin through a system of street and/or parking lot storm drains, and a network of drain channels or underground pipes. The basins are designed to allow relatively large flows of water to enter, but discharges to receiving waters are limited by outlet structures that function only during very large storm events.
So what this all means is that while water retention is bad for your body, it is a good thing for the environment. It’s my diagnosis then that the only “person” that water retention is good for is Mother Nature!
To good health on the highways,
The Highway Doctor
Dear Doctor:
I always thought that drinking a lot of water was a good thing. But now my doctor says I have a water retention issue and now he’s conducting a series of tests to find out what’s going on. How can water be a bad thing?
Duane DeWater
The Doctor’s diagnosis…
Dear Mr. DeWater:
The term water retention (also known as fluid retention) signifies an abnormal accumulation of fluid in the circulatory system or within the tissues or cavities of the body. Water is found both inside and outside the body’s cells. It forms part of the blood, helping to carry the blood cells around the body and keeping oxygen and important nutrients in solution so that they can be taken up by tissues such as glands, bone and muscle. Even the organs and muscles are mostly water. The body does a great job balancing the fluid levels in your body but there are several factors that could cause unhealthy water retention such as a capillary leakage, hormonal imbalance, congestive heart disease, kidney failure, medications, or abnormal levels of proteins or histamines. Some localized water retention issues can be caused by pregnancy or injuries to joints. The treatment of water retention depends on whether or not the primary cause is excessive leakiness of the capillary walls. If this is not the cause, as in cases of heart or kidney disease, then diuretic medicines (diuretics) may be an appropriate treatment. But this is an important issue and I’m very happy that you are having your physician testing you properly to find a cause and a cure.
Being The Highway Doctor, all this talk about water retention reminds me that our road professionals also have to deal with storm water through the use of water retention basins. A retention basin is used to manage stormwater runoff to prevent flooding and downstream erosion, and improve water quality in an adjacent river, stream, lake or bay. Sometimes called a wet pond or wet detention basin, it is an artificial lake with vegetation around the perimeter, and includes a permanent pool of water in its design.
It is distinguished from a detention basin, sometimes called a "dry pond," which temporarily stores water after a storm, but eventually empties out at a controlled rate to a downstream water body. It also differs from an infiltration basin which is designed to direct stormwater to groundwater through permeable soils.
Wet ponds are frequently used for water quality improvement, groundwater recharge, flood protection, aesthetic improvement or any combination of these. Sometimes they act as a replacement for the natural absorption of a forest or other natural process that was lost when an area is developed. As such, these structures are designed to blend into neighborhoods and viewed as an amenity.
Storm water is typically channeled to a retention basin through a system of street and/or parking lot storm drains, and a network of drain channels or underground pipes. The basins are designed to allow relatively large flows of water to enter, but discharges to receiving waters are limited by outlet structures that function only during very large storm events.
So what this all means is that while water retention is bad for your body, it is a good thing for the environment. It’s my diagnosis then that the only “person” that water retention is good for is Mother Nature!
To good health on the highways,
The Highway Doctor
123. Aaaah-Chooo!
This issue’s inquisitive reader writes…
Dear Doctor,
I expect problems in the spring and summer, but now its fall and the blooms of summer have faded. So how come I’m still sneezing? I swear that these allergies are going to kill me someday. Help!
Al Lergy
The Doctor’s diagnosis…
Dear Mr. Lergy,
Fall allergy triggers are different, but they can cause just as many symptoms (runny nose, watery eyes, sneezing, coughing, itchy eyes and nose, and dark circles under the eyes) as you have in spring and summer. Ragweed is the biggest allergy trigger in the fall. Though the yellow-flowering weed usually starts releasing pollen in August, it can last into September and October. About three-quarters of people who are allergic to spring plants are also allergic to ragweed.
Mold is another fall trigger. You may think of mold growing in your basement or bathroom – damp areas in the house – but mold spores also love wet spots outside. Piles of damp leaves are ideal breeding grounds for mold. Don’t forget dust mites. While they are common during the humid summer months, they can get stirred into the air the first time you turn on your heat in the fall. Dust mites can trigger sneezes, wheezes, and runny noses.
There are many medications you can use to help with your allergies: steroid nasal sprays – reduce inflammation in your nose, antihistamines – help stop sneezing, sniffling, and itching, decongestants – help clear mucus out of your nose, and/or immunotherapy in the form of allergy shots or oral tablets or drops.
I know you may feel like your allergies are going to kill you, but short of having an anaphylactic attack (anaphylaxis) you’ll be fine. Anaphylaxis is a severe type of allergic reaction. In the process of fighting a foreign agent, the body produces a large number of chemicals that cause harm to the body itself. This is rare with airborne type allergies.
But being The Highway Doctor, a new study has shown how your allergies MAY lead to a more serious condition or even death. According to a report in Allergy, seasonal allergens that cause watery eyes, sneezing and fatigue can undermine driving performance. In fact, the Driving While Allergic (DWA) symptoms can equate to a blood alcohol level of up to .03 percent. Dutch researchers examined drivers with grass and tree pollen allergies. Those who did not take allergy meds suffered greater impairment than those taking effective treatments.
So while the allergy itself may not kill you, the associated distraction and fatigue of the allergy may cause you to be at risk if you are driving a motor vehicle. So take your meds (the non-drowsy kind) before you get behind the wheel if you have any allergies. I’m serious - this is nothing to sneeze at!
To good health on the highways,
The Highway Doctor
Dear Doctor,
I expect problems in the spring and summer, but now its fall and the blooms of summer have faded. So how come I’m still sneezing? I swear that these allergies are going to kill me someday. Help!
Al Lergy
The Doctor’s diagnosis…
Dear Mr. Lergy,
Fall allergy triggers are different, but they can cause just as many symptoms (runny nose, watery eyes, sneezing, coughing, itchy eyes and nose, and dark circles under the eyes) as you have in spring and summer. Ragweed is the biggest allergy trigger in the fall. Though the yellow-flowering weed usually starts releasing pollen in August, it can last into September and October. About three-quarters of people who are allergic to spring plants are also allergic to ragweed.
Mold is another fall trigger. You may think of mold growing in your basement or bathroom – damp areas in the house – but mold spores also love wet spots outside. Piles of damp leaves are ideal breeding grounds for mold. Don’t forget dust mites. While they are common during the humid summer months, they can get stirred into the air the first time you turn on your heat in the fall. Dust mites can trigger sneezes, wheezes, and runny noses.
There are many medications you can use to help with your allergies: steroid nasal sprays – reduce inflammation in your nose, antihistamines – help stop sneezing, sniffling, and itching, decongestants – help clear mucus out of your nose, and/or immunotherapy in the form of allergy shots or oral tablets or drops.
I know you may feel like your allergies are going to kill you, but short of having an anaphylactic attack (anaphylaxis) you’ll be fine. Anaphylaxis is a severe type of allergic reaction. In the process of fighting a foreign agent, the body produces a large number of chemicals that cause harm to the body itself. This is rare with airborne type allergies.
But being The Highway Doctor, a new study has shown how your allergies MAY lead to a more serious condition or even death. According to a report in Allergy, seasonal allergens that cause watery eyes, sneezing and fatigue can undermine driving performance. In fact, the Driving While Allergic (DWA) symptoms can equate to a blood alcohol level of up to .03 percent. Dutch researchers examined drivers with grass and tree pollen allergies. Those who did not take allergy meds suffered greater impairment than those taking effective treatments.
So while the allergy itself may not kill you, the associated distraction and fatigue of the allergy may cause you to be at risk if you are driving a motor vehicle. So take your meds (the non-drowsy kind) before you get behind the wheel if you have any allergies. I’m serious - this is nothing to sneeze at!
To good health on the highways,
The Highway Doctor
124. Leaf Me Alone!
This issue’s inquisitive reader writes:
Dear Doctor:
I know this isn’t a medical question, but since you are steeped in the knowledge of biological science I was hoping you could answer a question for me. As a drive along my local county highways, the changing fall foliage never fails to surprise and delight us. But, how and why do autumn leaves change color?
Autumn Hughes
The Doctor’s Diagnosis:
Dear Mr. Hughes:
Why does a maple leaf turn bright red? Where do the yellows and oranges come from? To answer those questions, we first have to understand what leaves are and what they do. Leaves are nature's food factories. Through a process called photosynthesis, plants take water from the ground, carbon dioxide from the air, and sunlight to turn the water and carbon dioxide into oxygen and glucose (sugar). A chemical called chlorophyll helps make photosynthesis happen. Chlorophyll is also what gives plants their green color.
As summer ends and autumn comes, the days get shorter and shorter. This is how the trees "know" to begin getting ready for winter. During winter, there is not enough light or water for photosynthesis. The trees will rest, and live off the food they stored during the summer. They begin to shut down their food-making factories. The green chlorophyll disappears from the leaves. As the bright green fades away, we begin to see yellow and orange colors. Small amounts of these colors have been in the leaves all along. We just can't see them in the summer, because they are covered up by the green chlorophyll. The bright reds and purples we see in leaves are made mostly in the fall. In some trees, like maples, glucose is trapped in the leaves after photosynthesis stops. Sunlight and the cool nights of autumn cause the leaves turn this glucose into a red color. The brown color of trees like oaks is made from wastes left in the leaves. It is the combination of all these things that make the beautiful fall foliage colors we enjoy each year.
As you were driving along the county highways, I hope you also noticed the full pallet of colors that are provided by your local county highway engineers including the green, yellow, orange and red colors like the leaves but also blues and whites. Where can you find these colors? On our highway traffic signs!
Just as different species of trees turn into specific colors each fall, highway traffic signs are also a specific color due to their “species” or sign type. The color of roadway signs is an important indicator of the information they contain. The use of red on signs is limited to stop, yield, and prohibition signs. A white background indicates a regulatory sign; yellow conveys a general warning message; green shows permitted traffic movements or directional guidance; fluorescent yellow/green indicates pedestrian crossings and school zones; orange is used for warning and guidance in roadway work zones; blue indicates route signs, road user services, tourist information, and evacuation routes; and brown is for guidance to sites of public recreation or cultural interest.
So go ahead and enjoy all of nature’s beauty when travelling along our highway system. But don’t forget to notice the highway signage too, especially the curve warning signs. Otherwise, you might just end up as part of the scenery!
To good health on the highways,
The Highway Doctor
Dear Doctor:
I know this isn’t a medical question, but since you are steeped in the knowledge of biological science I was hoping you could answer a question for me. As a drive along my local county highways, the changing fall foliage never fails to surprise and delight us. But, how and why do autumn leaves change color?
Autumn Hughes
The Doctor’s Diagnosis:
Dear Mr. Hughes:
Why does a maple leaf turn bright red? Where do the yellows and oranges come from? To answer those questions, we first have to understand what leaves are and what they do. Leaves are nature's food factories. Through a process called photosynthesis, plants take water from the ground, carbon dioxide from the air, and sunlight to turn the water and carbon dioxide into oxygen and glucose (sugar). A chemical called chlorophyll helps make photosynthesis happen. Chlorophyll is also what gives plants their green color.
As summer ends and autumn comes, the days get shorter and shorter. This is how the trees "know" to begin getting ready for winter. During winter, there is not enough light or water for photosynthesis. The trees will rest, and live off the food they stored during the summer. They begin to shut down their food-making factories. The green chlorophyll disappears from the leaves. As the bright green fades away, we begin to see yellow and orange colors. Small amounts of these colors have been in the leaves all along. We just can't see them in the summer, because they are covered up by the green chlorophyll. The bright reds and purples we see in leaves are made mostly in the fall. In some trees, like maples, glucose is trapped in the leaves after photosynthesis stops. Sunlight and the cool nights of autumn cause the leaves turn this glucose into a red color. The brown color of trees like oaks is made from wastes left in the leaves. It is the combination of all these things that make the beautiful fall foliage colors we enjoy each year.
As you were driving along the county highways, I hope you also noticed the full pallet of colors that are provided by your local county highway engineers including the green, yellow, orange and red colors like the leaves but also blues and whites. Where can you find these colors? On our highway traffic signs!
Just as different species of trees turn into specific colors each fall, highway traffic signs are also a specific color due to their “species” or sign type. The color of roadway signs is an important indicator of the information they contain. The use of red on signs is limited to stop, yield, and prohibition signs. A white background indicates a regulatory sign; yellow conveys a general warning message; green shows permitted traffic movements or directional guidance; fluorescent yellow/green indicates pedestrian crossings and school zones; orange is used for warning and guidance in roadway work zones; blue indicates route signs, road user services, tourist information, and evacuation routes; and brown is for guidance to sites of public recreation or cultural interest.
So go ahead and enjoy all of nature’s beauty when travelling along our highway system. But don’t forget to notice the highway signage too, especially the curve warning signs. Otherwise, you might just end up as part of the scenery!
To good health on the highways,
The Highway Doctor
125. Stop Going Round and Round on this Issue
This issue’s inquisitive reader writes:
Dear Doctor:
I hope you’ll be able to help me with my condition. Every once in a while I get these bouts of dizziness. Sometimes they are so severe that I become unstable and nauseous. I am afraid that this may happen when I’m driving which could have disastrous effects. Any help you can provide would be greatly appreciated!
Rhonda Bout
The Doctor’s Diagnosis:
Dear Ms. Bout:
Dizziness can range from a fleeting, momentary sensation to a severe loss of balance disorder that makes normal functioning impossible. Nearly half of all adults will have an episode of dizziness serious enough to send them to the doctor. Dizziness generally refers to three specific sensations: Faintness, Loss of balance, and Vertigo (the feeling as if the world is spinning around you or that you yourself are spinning). Describing your dizziness as precisely as possible will make it easier for your doctor to diagnose the cause and treat it.
The causes of dizziness are as varied as its symptoms. Dizziness can result from something as simple as motion sickness — the queasy feeling that you get on hairpin roads and roller coasters. Or it can be caused by complicated problems with the balance mechanism in your inner ear. Dizziness is also a rare sign of certain serious disorders such as stroke and diseases of the heart and blood vessels. Generally, however, dizziness in the absence of any other symptoms is almost always caused by something less worrisome.
Dizziness is often temporary and goes away on its own. These self-care tips may help: move slowly, drink plenty of fluids, and avoid caffeine and tobacco. Call your doctor if your dizziness is accompanied by a new, different or severe headache, falling or trouble walking, or hearing loss. In severe cases, dizziness can be a symptom of a serious medical problem, such as a heart attack or a stroke. Call 911 or have someone drive you to the emergency department if your dizziness is associated these issues.
Being The Highway Doctor, you will note that it was mentioned above that dizziness may be caused by hair-pin curves. But what about that other curvy highway treatment that highway folks are building all over the place – roundabouts? Love them or hate them, roundabouts are a fact of life for Minnesota drivers. There are many advantages for having roundabouts. They slow traffic at intersections without stopping it, providing good throughput and increased safety, and they are also environmentally friendly as idle time at intersections can be reduced or eliminated depending on traffic volume. Yes, they may in rare cases cause dizziness, but I think the most dizzying issue associated with roundabouts, especially with if you are new to them, is how to properly drive through a roundabout!
According to the Minnesota Department of Transportation, there are certain rules for pedestrians, bicyclists and motorists when using a roundabout. For motorists, these are the general rules for driving through a roundabout. Slow down when approaching a roundabout. For multi-lane roundabouts, as with any intersection, get into the appropriate lane. Yield to pedestrians in the crosswalk. It is the law. Yield to vehicles already in the roundabout. Merge into the traffic flow when it is safe. Continue through the roundabout until you reach your exit. Do not stop or pass in a roundabout. Exit the roundabout immediately if an emergency vehicle approaches, and then pull over. Do not stop in the roundabout. Yield to pedestrians in the crosswalk when exiting the roundabout. Give large trucks extra space in a roundabout. Large trucks may straddle both lanes while driving through a multi-lane roundabout.
Still a little “dizzy” in the proper use of a roundabout? Then perhaps you’d be better off checking out MnDOT’s video: http://mntransportationresearch.org/2014/01/29/how-to-navigate-a-multi-lane-roundabout/ .
I sure hope this information helps for both your dizzy spells and how to properly use a roundabout. After all, I would hate to have you “spinning in circles” worrying about either one!
To good health on the highways,
The Highway Doctor
Dear Doctor:
I hope you’ll be able to help me with my condition. Every once in a while I get these bouts of dizziness. Sometimes they are so severe that I become unstable and nauseous. I am afraid that this may happen when I’m driving which could have disastrous effects. Any help you can provide would be greatly appreciated!
Rhonda Bout
The Doctor’s Diagnosis:
Dear Ms. Bout:
Dizziness can range from a fleeting, momentary sensation to a severe loss of balance disorder that makes normal functioning impossible. Nearly half of all adults will have an episode of dizziness serious enough to send them to the doctor. Dizziness generally refers to three specific sensations: Faintness, Loss of balance, and Vertigo (the feeling as if the world is spinning around you or that you yourself are spinning). Describing your dizziness as precisely as possible will make it easier for your doctor to diagnose the cause and treat it.
The causes of dizziness are as varied as its symptoms. Dizziness can result from something as simple as motion sickness — the queasy feeling that you get on hairpin roads and roller coasters. Or it can be caused by complicated problems with the balance mechanism in your inner ear. Dizziness is also a rare sign of certain serious disorders such as stroke and diseases of the heart and blood vessels. Generally, however, dizziness in the absence of any other symptoms is almost always caused by something less worrisome.
Dizziness is often temporary and goes away on its own. These self-care tips may help: move slowly, drink plenty of fluids, and avoid caffeine and tobacco. Call your doctor if your dizziness is accompanied by a new, different or severe headache, falling or trouble walking, or hearing loss. In severe cases, dizziness can be a symptom of a serious medical problem, such as a heart attack or a stroke. Call 911 or have someone drive you to the emergency department if your dizziness is associated these issues.
Being The Highway Doctor, you will note that it was mentioned above that dizziness may be caused by hair-pin curves. But what about that other curvy highway treatment that highway folks are building all over the place – roundabouts? Love them or hate them, roundabouts are a fact of life for Minnesota drivers. There are many advantages for having roundabouts. They slow traffic at intersections without stopping it, providing good throughput and increased safety, and they are also environmentally friendly as idle time at intersections can be reduced or eliminated depending on traffic volume. Yes, they may in rare cases cause dizziness, but I think the most dizzying issue associated with roundabouts, especially with if you are new to them, is how to properly drive through a roundabout!
According to the Minnesota Department of Transportation, there are certain rules for pedestrians, bicyclists and motorists when using a roundabout. For motorists, these are the general rules for driving through a roundabout. Slow down when approaching a roundabout. For multi-lane roundabouts, as with any intersection, get into the appropriate lane. Yield to pedestrians in the crosswalk. It is the law. Yield to vehicles already in the roundabout. Merge into the traffic flow when it is safe. Continue through the roundabout until you reach your exit. Do not stop or pass in a roundabout. Exit the roundabout immediately if an emergency vehicle approaches, and then pull over. Do not stop in the roundabout. Yield to pedestrians in the crosswalk when exiting the roundabout. Give large trucks extra space in a roundabout. Large trucks may straddle both lanes while driving through a multi-lane roundabout.
Still a little “dizzy” in the proper use of a roundabout? Then perhaps you’d be better off checking out MnDOT’s video: http://mntransportationresearch.org/2014/01/29/how-to-navigate-a-multi-lane-roundabout/ .
I sure hope this information helps for both your dizzy spells and how to properly use a roundabout. After all, I would hate to have you “spinning in circles” worrying about either one!
To good health on the highways,
The Highway Doctor
126. I Feel Like Taking a Nap
This issue’s inquisitive reader writes:
Dear Doctor:
I hope you’ll be able to answer this question once and for all: Does eating turkey really make you sleepy?
Tom T. Urkey
The Doctor’s Diagnosis:
Dear Mr. Urkey:
Does a big turkey dinner make you sleepy? Well don’t blame the turkey! The turkey is often cited as the culprit in after-dinner lethargy, but the truth is that you could omit the bird altogether and still feel the effects of the feast. Turkey does contain L-tryptophan, an essential amino acid with a documented sleep inducing effect. Tryptophan also can be metabolized into serotonin and melatonin, neurotransmitters that exert a calming effect and regulates sleep. However, L-tryptophan needs to be taken on an empty stomach and without any other amino acids or protein in order to make you drowsy. There's lots of protein in a serving of turkey and it's probably not the only food on the table.
Plus there are numerous other culprits that are also involved. Fats slow down the digestive system, giving Thanksgiving dinner plenty of time to take effect. Fats also take a lot of energy to digest, so the body will redirect blood to your digestive system to tackle the job. Since you have less blood flow elsewhere, you will feel less energetic after eating a meal rich in fats. Alcohol is a central nervous system depressant. If alcoholic beverages are part of the holiday celebration, then they will add to the nap-factor. Overeating. It takes a great deal of energy to digest a large meal. When your stomach is full, blood is directed away from other organ systems, including your nervous system. The result? You will feel the need to snooze after any big meal, particularly if it is high in fats and carbohydrates. Relaxation. Although many people find the holidays stressful, the most relaxing part of the festivities is likely to be the meal. No matter what you may have been doing throughout the day, Thanksgiving dinner provides an opportunity to sit back and relax -- a feeling that can carry over after the meal.
Being The Highway Doctor, all of this talk about sleepiness makes me think of a major problem on our highways, especially over the holidays: drowsy driving. Sleepiness can impair driving performance as much or more so than alcohol, studies show. The American Automobile Association (AAA) estimates that one out of every six deadly traffic accidents, and one out of eight crashes requiring hospitalization of car drivers or passengers is due to drowsy driving. One analysis estimated the cost of automobile accidents attributed to sleepiness to be between $29.2 to $37.9 billion. Believe it or not, 41% admitted to having fallen asleep at the wheel at some point; one in ten drivers reporting they did so within the past year according to AAA. Even more frightening, more than one-quarter of drivers in the study admitted they had driven while they were “so sleepy that [they] had a hard time keeping [their] eyes open” within the past month.
Although certain segments of the population are more prone to drowsy driving, such as commercial truck drivers, shift workers, young men, people taking sedating medicines, or those with sleep disorders, drowsy driving is such a prevalent condition that in many cases it is the average ‘driver next door’ who just happens to be putting in extra hours at work, adjusting to a new baby in the household, staying out late for a party, or trying to make it back home after an out-of-town trip.
All people need between 7 and 9 hours of uninterrupted sleep a night to feel well rested and function at their fullest. The body has built-in mechanisms to ensure we get that sleep, including a biochemical means of tracking how much time we spend sleeping or being awake. When a sleep debt builds up, this biochemical tally triggers excessive sleepiness and the urge to sleep. In addition, natural circadian rhythms make us more likely to feel drowsy in the dark early hours of the day. This critical time of sleepiness occurs even if we get adequate sleep. This peak in sleepiness corresponds to the number of sleep-related automobile accidents that occur in the early morning hours.
The sleep-wake cycle is inevitable. Although we can deny or mask the physiologically based urge to sleep, our sleepiness will become apparent when we are conducting monotonous tasks, such as driving on a monotonous highway. The boring task often does not cause fatigue as much as reveal or unmask underlying sleepiness.
So my advice to everyone this Thanksgiving Holiday is not to fight to urge to take a nap after dinner or while watching the Detroit Lions or Dallas Cowboys play football no matter what the real cause of your sleepiness is. This way you’ll be fully rested and alert as you drive home that evening. Not only will this make our highways safer, your nap may even get you out of helping with the dishes!
To good health on the highways,
The Highway Doctor
Dear Doctor:
I hope you’ll be able to answer this question once and for all: Does eating turkey really make you sleepy?
Tom T. Urkey
The Doctor’s Diagnosis:
Dear Mr. Urkey:
Does a big turkey dinner make you sleepy? Well don’t blame the turkey! The turkey is often cited as the culprit in after-dinner lethargy, but the truth is that you could omit the bird altogether and still feel the effects of the feast. Turkey does contain L-tryptophan, an essential amino acid with a documented sleep inducing effect. Tryptophan also can be metabolized into serotonin and melatonin, neurotransmitters that exert a calming effect and regulates sleep. However, L-tryptophan needs to be taken on an empty stomach and without any other amino acids or protein in order to make you drowsy. There's lots of protein in a serving of turkey and it's probably not the only food on the table.
Plus there are numerous other culprits that are also involved. Fats slow down the digestive system, giving Thanksgiving dinner plenty of time to take effect. Fats also take a lot of energy to digest, so the body will redirect blood to your digestive system to tackle the job. Since you have less blood flow elsewhere, you will feel less energetic after eating a meal rich in fats. Alcohol is a central nervous system depressant. If alcoholic beverages are part of the holiday celebration, then they will add to the nap-factor. Overeating. It takes a great deal of energy to digest a large meal. When your stomach is full, blood is directed away from other organ systems, including your nervous system. The result? You will feel the need to snooze after any big meal, particularly if it is high in fats and carbohydrates. Relaxation. Although many people find the holidays stressful, the most relaxing part of the festivities is likely to be the meal. No matter what you may have been doing throughout the day, Thanksgiving dinner provides an opportunity to sit back and relax -- a feeling that can carry over after the meal.
Being The Highway Doctor, all of this talk about sleepiness makes me think of a major problem on our highways, especially over the holidays: drowsy driving. Sleepiness can impair driving performance as much or more so than alcohol, studies show. The American Automobile Association (AAA) estimates that one out of every six deadly traffic accidents, and one out of eight crashes requiring hospitalization of car drivers or passengers is due to drowsy driving. One analysis estimated the cost of automobile accidents attributed to sleepiness to be between $29.2 to $37.9 billion. Believe it or not, 41% admitted to having fallen asleep at the wheel at some point; one in ten drivers reporting they did so within the past year according to AAA. Even more frightening, more than one-quarter of drivers in the study admitted they had driven while they were “so sleepy that [they] had a hard time keeping [their] eyes open” within the past month.
Although certain segments of the population are more prone to drowsy driving, such as commercial truck drivers, shift workers, young men, people taking sedating medicines, or those with sleep disorders, drowsy driving is such a prevalent condition that in many cases it is the average ‘driver next door’ who just happens to be putting in extra hours at work, adjusting to a new baby in the household, staying out late for a party, or trying to make it back home after an out-of-town trip.
All people need between 7 and 9 hours of uninterrupted sleep a night to feel well rested and function at their fullest. The body has built-in mechanisms to ensure we get that sleep, including a biochemical means of tracking how much time we spend sleeping or being awake. When a sleep debt builds up, this biochemical tally triggers excessive sleepiness and the urge to sleep. In addition, natural circadian rhythms make us more likely to feel drowsy in the dark early hours of the day. This critical time of sleepiness occurs even if we get adequate sleep. This peak in sleepiness corresponds to the number of sleep-related automobile accidents that occur in the early morning hours.
The sleep-wake cycle is inevitable. Although we can deny or mask the physiologically based urge to sleep, our sleepiness will become apparent when we are conducting monotonous tasks, such as driving on a monotonous highway. The boring task often does not cause fatigue as much as reveal or unmask underlying sleepiness.
So my advice to everyone this Thanksgiving Holiday is not to fight to urge to take a nap after dinner or while watching the Detroit Lions or Dallas Cowboys play football no matter what the real cause of your sleepiness is. This way you’ll be fully rested and alert as you drive home that evening. Not only will this make our highways safer, your nap may even get you out of helping with the dishes!
To good health on the highways,
The Highway Doctor
127. A Semaphore By Any Other Color is Still a Semaphore
This issue’s inquisitive reader writes:
Dear Doctor:
I was watching the big international sports competition on TV this summer and they kept showing the event symbol of five rings of different colors all interconnected. This may be something special to most people, but I’m colorblind so I just don’t get all of the appeal. Is my colorblindness making me cranky or is it just me?
O. Lympics
The Doctor’s Diagnosis:
Dear Mr. Lympics:
Well I hate to say it but your crankiness is all on you! Color blindness, also known as color vision deficiency, is the decreased ability to see color or differences in color (and doesn’t cause crankiness!). The most common cause of color blindness is due to a fault in the development of one or more of the three sets of color sensing cones in the eye. There is no cure for color blindness. Red-green color blindness is the most common form, followed by blue-yellow color blindness and total color blindness.
With regards to the Olympic symbol, Pierre de Frédy, Baron de Coubertin is credited with coming up with the design back in 1912 and it was formally adopted in 1915. Coubertin explained his design as follows:
"A white background, with five interlaced rings in the centre: blue, yellow, black, green and red ... is symbolic; it represents the five inhabited continents of the world, united by Olympism, while the six colors are those that appear on all the national flags of the world at the present time."
Coubertin used a loose interpretation of "continent" that included Africa, the Americas, Asia, Europe and Oceania. He never said nor wrote that any specific ring represents a specific continent.
Being The Highway Doctor, all of this discussion on color blindness brings up another question: How do color blind people distinguish the different colors of lights at a traffic signal and isn’t this dangerous?
Colorblind doesn’t mean you can’t see colors at all. You can see colors, differences in hue, saturation and lightness. Maybe not as good as with normal vision, but you definitely have a broader vision than just black, white and gray. And because of that, people suffering from color blindness do see different colors at the traffic light. Some more differences, some less and maybe not the same difference in color as people with normal vision. But all you have to learn is which color you see relates to which reaction.
If you are colorblind you know this color means stop and that color means go. You don’t know the name of the color. You maybe can’t relate the colors you see at the traffic light with other colors in the nature. You even may give them other names. But you will always know the difference because you can see a difference.
Distinguishing reds from greens is by far the most common problem for color vision deficient people. This has been taken into account in the federal Manual of Uniform Traffic Control Devices (MUTCD), which since the 1930s has specified the relative positions of the different colored signal indications, with red always being above yellow, which is always above green (in a horizontally-arranged signal red is always on the left.) Meanwhile, studies have found that most color blind people adapt and compensate well by using the positional requirements contained in the existing traffic signal standards to help them discern the colors. Also, in the most recent update of the detailed color standards for traffic signals, the green has been specified to be a bit more "blue-green" because this makes it easier for persons with red-green color vision deficiencies to distinguish it from red.
So don't give me any guff about how your color blindness causes you to be cranky and don’t make any excuses for running any red traffic signals either. Else you will be seeing the lights of a police car in your rear-view mirror. That, I suspect, will make you cranky!
To good health on the highways,
The Highway Doctor
Dear Doctor:
I was watching the big international sports competition on TV this summer and they kept showing the event symbol of five rings of different colors all interconnected. This may be something special to most people, but I’m colorblind so I just don’t get all of the appeal. Is my colorblindness making me cranky or is it just me?
O. Lympics
The Doctor’s Diagnosis:
Dear Mr. Lympics:
Well I hate to say it but your crankiness is all on you! Color blindness, also known as color vision deficiency, is the decreased ability to see color or differences in color (and doesn’t cause crankiness!). The most common cause of color blindness is due to a fault in the development of one or more of the three sets of color sensing cones in the eye. There is no cure for color blindness. Red-green color blindness is the most common form, followed by blue-yellow color blindness and total color blindness.
With regards to the Olympic symbol, Pierre de Frédy, Baron de Coubertin is credited with coming up with the design back in 1912 and it was formally adopted in 1915. Coubertin explained his design as follows:
"A white background, with five interlaced rings in the centre: blue, yellow, black, green and red ... is symbolic; it represents the five inhabited continents of the world, united by Olympism, while the six colors are those that appear on all the national flags of the world at the present time."
Coubertin used a loose interpretation of "continent" that included Africa, the Americas, Asia, Europe and Oceania. He never said nor wrote that any specific ring represents a specific continent.
Being The Highway Doctor, all of this discussion on color blindness brings up another question: How do color blind people distinguish the different colors of lights at a traffic signal and isn’t this dangerous?
Colorblind doesn’t mean you can’t see colors at all. You can see colors, differences in hue, saturation and lightness. Maybe not as good as with normal vision, but you definitely have a broader vision than just black, white and gray. And because of that, people suffering from color blindness do see different colors at the traffic light. Some more differences, some less and maybe not the same difference in color as people with normal vision. But all you have to learn is which color you see relates to which reaction.
If you are colorblind you know this color means stop and that color means go. You don’t know the name of the color. You maybe can’t relate the colors you see at the traffic light with other colors in the nature. You even may give them other names. But you will always know the difference because you can see a difference.
Distinguishing reds from greens is by far the most common problem for color vision deficient people. This has been taken into account in the federal Manual of Uniform Traffic Control Devices (MUTCD), which since the 1930s has specified the relative positions of the different colored signal indications, with red always being above yellow, which is always above green (in a horizontally-arranged signal red is always on the left.) Meanwhile, studies have found that most color blind people adapt and compensate well by using the positional requirements contained in the existing traffic signal standards to help them discern the colors. Also, in the most recent update of the detailed color standards for traffic signals, the green has been specified to be a bit more "blue-green" because this makes it easier for persons with red-green color vision deficiencies to distinguish it from red.
So don't give me any guff about how your color blindness causes you to be cranky and don’t make any excuses for running any red traffic signals either. Else you will be seeing the lights of a police car in your rear-view mirror. That, I suspect, will make you cranky!
To good health on the highways,
The Highway Doctor
128. I Thought Taking a Walk Was Supposed to Be Good For You?
This issue’s inquisitive reader writes:
Dear Doctor:
I started walking more to get in better shape and reduce my carbon footprint but now I’m hearing that there are more pedestrian related crashes on our streets than ever before. I don’t want my lifestyle change to kill me, so is it safe to walk on a street anymore?
Tex T. Walker
The Doctor’s Diagnosis:
Dear Mr. Walker:
First of all, I would like to compliment you for taking the initiative to put the car keys down and getting off your butt. New research by the European Society of Cardiology found that if you want to add seven years to your lifespan, set aside 20 to 25 minutes for a daily walk. This simple habit, which can also arguably be one of the most enjoyable parts of your day, has been found to trigger an anti-aging process and even help repair old DNA. Part of what makes walking so beneficial is that when you’re walking you can’t be sitting. Sitting for more than eight hours a day is associated with a 90 percent increased risk of type 2 diabetes, along with increased risks of heart disease, cancer, and all-cause mortality. Research even shows getting up and walking around for two minutes out of every hour can increase your lifespan by 33 percent, compared to those who do not. According to the UK’s National Health Service, the average person only walks between 3,000 and 4,000 steps per day, but aiming for 10,000 steps is a better goal.
So what’s with all this news about walking being so hazardous to your health? I’m glad you asked! In past articles, The Highway Doctor talked about the hazards of distracted driving, especially as it relates to texting and driving. But now there is another threat on our streets and highways: distracted walking!
According to the National Highway Traffic Safety Administration, there was an 8.8% increase in the number of distraction-affected fatalities in 2015. A study from the Journal of Safety Research looked at the amount of accidents related to distracted pedestrians and found that the number is increasing. In 2012 more than twice the number of injured pedestrians were treated in emergency rooms as compared to 2005. Unfortunately, several publications throughout the U.S. found a record-setting number of pedestrians died in 2016 due to vehicle-related collisions. In Minnesota, last year reached a 25-year high in pedestrian deaths with 60.
While this data is disturbing for both pedestrians and motorists, there are things that both the pedestrian and driver can do to reduce these types of crashes. First, put down your cellphone! For the driver - never text and drive. Period. If you’re the walker, take the opportunity to de-stress and enjoy the fresh air and invigorating movement. Secondly, once again speed kills. If you are driving in an area with numerous pedestrians such as a downtown area, make sure you are driving the speed limit. A pedestrian has a 25% risk of severe injury and 10% chance of death if struck by a vehicle going 23 mph, but those rates dramatically jump up to 90% and 75% if the vehicle is moving at 46 mph.
So the bottom line is that walking is good for your overall health, but leave the cell phone in your pocket, purse or fanny pack. After all, you’ll want to be a wearer of a good pair of walking shoes and not the bearer of a grill of somebody’s car!
To good health on the highways,
The Highway Doctor
Dear Doctor:
I started walking more to get in better shape and reduce my carbon footprint but now I’m hearing that there are more pedestrian related crashes on our streets than ever before. I don’t want my lifestyle change to kill me, so is it safe to walk on a street anymore?
Tex T. Walker
The Doctor’s Diagnosis:
Dear Mr. Walker:
First of all, I would like to compliment you for taking the initiative to put the car keys down and getting off your butt. New research by the European Society of Cardiology found that if you want to add seven years to your lifespan, set aside 20 to 25 minutes for a daily walk. This simple habit, which can also arguably be one of the most enjoyable parts of your day, has been found to trigger an anti-aging process and even help repair old DNA. Part of what makes walking so beneficial is that when you’re walking you can’t be sitting. Sitting for more than eight hours a day is associated with a 90 percent increased risk of type 2 diabetes, along with increased risks of heart disease, cancer, and all-cause mortality. Research even shows getting up and walking around for two minutes out of every hour can increase your lifespan by 33 percent, compared to those who do not. According to the UK’s National Health Service, the average person only walks between 3,000 and 4,000 steps per day, but aiming for 10,000 steps is a better goal.
So what’s with all this news about walking being so hazardous to your health? I’m glad you asked! In past articles, The Highway Doctor talked about the hazards of distracted driving, especially as it relates to texting and driving. But now there is another threat on our streets and highways: distracted walking!
According to the National Highway Traffic Safety Administration, there was an 8.8% increase in the number of distraction-affected fatalities in 2015. A study from the Journal of Safety Research looked at the amount of accidents related to distracted pedestrians and found that the number is increasing. In 2012 more than twice the number of injured pedestrians were treated in emergency rooms as compared to 2005. Unfortunately, several publications throughout the U.S. found a record-setting number of pedestrians died in 2016 due to vehicle-related collisions. In Minnesota, last year reached a 25-year high in pedestrian deaths with 60.
While this data is disturbing for both pedestrians and motorists, there are things that both the pedestrian and driver can do to reduce these types of crashes. First, put down your cellphone! For the driver - never text and drive. Period. If you’re the walker, take the opportunity to de-stress and enjoy the fresh air and invigorating movement. Secondly, once again speed kills. If you are driving in an area with numerous pedestrians such as a downtown area, make sure you are driving the speed limit. A pedestrian has a 25% risk of severe injury and 10% chance of death if struck by a vehicle going 23 mph, but those rates dramatically jump up to 90% and 75% if the vehicle is moving at 46 mph.
So the bottom line is that walking is good for your overall health, but leave the cell phone in your pocket, purse or fanny pack. After all, you’ll want to be a wearer of a good pair of walking shoes and not the bearer of a grill of somebody’s car!
To good health on the highways,
The Highway Doctor
129. The Big Reveal!
This issue’s inquisitive reader writes…
Dear Doctor:
I know you’re not a baby doctor, but I’d like your opinion on something a lot of my friends that are pregnant have been doing – a gender reveal party. Some seem to be doing it pretty early in their pregnancies. How soon can a person really know what sex their baby is?
Jen DerType
The Doctor’s diagnosis…
Dear Ms. DerType:
Many pregnant women find out their baby's sex (if they choose to know) during their mid-pregnancy ultrasound, which is usually done between 16 and 20 weeks. However, if the technician can't get a clear view of the baby's genitals, it may not be possible to tell for sure.
Although a baby's genitalia begins forming as early as 6 weeks, boy and girl babies look very similar on ultrasound until about 14 weeks, and it can still be hard to tell them apart for several weeks after that. By 18 weeks, an ultrasound technician will most likely be able to identify the sex – if the baby is in a position that allows the genitals to be seen. Otherwise, you may be able to find out if you have another ultrasound later in your pregnancy.
Being The Highway Doctor, all of this revealing talk has struck a nerve in me. Maybe you can call it a little guilt even. After 17 years of writing these articles, I think it is about time to reveal my true identity. In what may be the worst kept secret of all time, The Highway Doctor is…
Dear Doctor:
I know you’re not a baby doctor, but I’d like your opinion on something a lot of my friends that are pregnant have been doing – a gender reveal party. Some seem to be doing it pretty early in their pregnancies. How soon can a person really know what sex their baby is?
Jen DerType
The Doctor’s diagnosis…
Dear Ms. DerType:
Many pregnant women find out their baby's sex (if they choose to know) during their mid-pregnancy ultrasound, which is usually done between 16 and 20 weeks. However, if the technician can't get a clear view of the baby's genitals, it may not be possible to tell for sure.
Although a baby's genitalia begins forming as early as 6 weeks, boy and girl babies look very similar on ultrasound until about 14 weeks, and it can still be hard to tell them apart for several weeks after that. By 18 weeks, an ultrasound technician will most likely be able to identify the sex – if the baby is in a position that allows the genitals to be seen. Otherwise, you may be able to find out if you have another ultrasound later in your pregnancy.
Being The Highway Doctor, all of this revealing talk has struck a nerve in me. Maybe you can call it a little guilt even. After 17 years of writing these articles, I think it is about time to reveal my true identity. In what may be the worst kept secret of all time, The Highway Doctor is…
…none other than Doug Fischer! I know that this is probably more disappointing than being a kid and finding out that Santa Claus is really your parents, so I beg for your forgiveness!
But I do hope that these articles, while sometimes silly and comical, helped to enlighten you on the many interesting things that happen in the transportation industry. Yes, even the letters to the doctor were made up too. I really wish that the lady that was afraid of snakes on the road was named Anna Conda, or that Moe Mentum actually learned about superelevation on curves. But it was just my weird sense of humor.
So this will be my last article (unless some pushy newsletter editor begs me to come out of retirement for an article or two), but I hope you have enjoyed reading these as much as I had writing them. With over 100 articles written (yikes!) perhaps these will be recycled in future newsletters. But if you ever do need to get a fix from The Highway Doctor, you can always find all of the articles online at: www.thehighwaydoctor.com
To good health on the highways,
But I do hope that these articles, while sometimes silly and comical, helped to enlighten you on the many interesting things that happen in the transportation industry. Yes, even the letters to the doctor were made up too. I really wish that the lady that was afraid of snakes on the road was named Anna Conda, or that Moe Mentum actually learned about superelevation on curves. But it was just my weird sense of humor.
So this will be my last article (unless some pushy newsletter editor begs me to come out of retirement for an article or two), but I hope you have enjoyed reading these as much as I had writing them. With over 100 articles written (yikes!) perhaps these will be recycled in future newsletters. But if you ever do need to get a fix from The Highway Doctor, you can always find all of the articles online at: www.thehighwaydoctor.com
To good health on the highways,
The Highway Doctor
Copyright 2019 Douglas W. Fischer Minneapolis, MN