CONTENTS

CHAPTER 1: COMPANY PROFILE

BACKGROUND

VISSION

MISSION

VALUES

CHAPTER 2: ROAD CONSTRUCTION AND PROJECT LIFE CYCLE

2.0 INTRODUCTION
2.1 FUNDAMENTALS OF ROAD CONSTRUCTION CONSISTS OF FIVE
2.2 TYPES OF ROADS
2.3 PROJECT LIFE CYCLE

CHAPTER 3: EQUIPMENTS AND MATERIALS

EARTHWORK MACHINARY

ROAD WORKS MACHINARY

LIFTING MACHINARY
CHAPTER 1: COMPANY PROFILE

BAKGROUND
 City Construction Comapny is a multidisciplinary, company founded, owned, managed, controlled and directed by qualified and experienced PDIs. Engcor
provides consulting engineering, programme management, geotechnical surveys, structural engineering and surveying services in the built environment,
building, property developments, public sector, construction and civil engineering industries, with a focus on design, contract document development,
drawings, bidding, construction supervision, monitoring, project management, cost engineering, construction management, quality monitoring and quantity
surveying.

The company is associated with highly qualified professionals with extensive experience, technical competency, managerial capacity and reliability. Extensive
experience in planning and project execution of municipal-based community projects, as well as community facilitation.

The firm has been in operation for the last nine years, prides its work experience from a variety of talented personnel in different areas of specialties and carries
a combined experience of over 25 years that has been seconded to it by its director, associates and other key employees.

The director and associates have extensive knowledge and expertise in the built environment industry hence the decision to establish their own company and
empower themselves and their fellow PDIs. The directorship of the company is under the direction of Mr A.Sanka (MTech Civil Eng. MBA) and the
associates are Mr Gacmo PrEng., and Mr Fahad Abdullahi(BTech. Civil Eng).

The company is dedicated to empowerment and gender equality in the workplace hence it intends to seek and find women and disabled members from
previously disadvantaged communities who has potential to come and strengthen its capacity.

The company further intends to create more than 10 jobs for the previously disadvantaged individuals in the next 12 months, and this number will increase as
the workload increases.

It is also dedicated to empowering women, youth and disabled persons. It intends to bursar, train and employ as many qualified and unqualified individuals
from previously disadvantaged communities as possible so that they can also take part in the growing of the economy

COMPANY INFORMATION

1.1 Vision

To provide clients with the high quality, cost effective services and relevant scientific information required to address possible impact on the environment
which may result from their activities.
 1.2 Mission

With the fast growing technology in the world, we urge in delivering advanced solutions, aiming to become the most admired firm in our industry

1.3 Values

Delight our clients,

Deliver on commitments,
Innovative Solutions,
Empower people and
Depend on one another.

1.4 Objective

To perform professional services to both local and international standard,

To apply known engineering principles and develop techniques for the solution of practical problems of varying complexity as required by the industry
and commerce,
To contribute in the transformation of the country and the continent,
To provide the most cost-effective solutions to our clients and
To train our staff and transfer technology to the community.

1.5 Mission Statement

To provide effective and responsive approach that aims at providing cost-effective outcomes for clients and the community, together with the flexibility to
supply dedicated teams for all projects irrespective of size and value.
We place priority in delivering projects on time and within budget.

We assign small, dedicated and customer focused teams with skills matched to the project requirements.

We employ a flexible approach that can be adapted to each clients specific needs.

We are outcome driven.

1.6. SERVICES OFFERED

The Company supply comprehensive service which include Consultation, Project identification, Feasibility studies, Data capturing, Technical appraisal and
advice, Environmental studies, Design, Tenders, Construction and labour intensive contract management, Site supervision, project management and community
facilitation. This consultation range from preliminary studies, design, contract documentation and construction supervision are conducted using internationally
recognized standards.

Geometric Design, Pavement Design, Structural Design, Traffic and Transportation, Stormwater Management, Catchment Management, Water Supply and
Treatment, Geotechnical, Municipal/Township Services Infrastructure, Buildings, Structural Engineering, Wastewater Engineering, Solid Waste and Airports
also form part of our core services.

CCCs project management services include coordination and leading the many parties involved in planning and implementation of construction projects.
Assignments comprise project studies and briefs, investments analysis with risk evaluation and early cost calculations, design management, quality
management , procurement and tender action, construction management, inspection, and securing investment projects for environmental requirements.

Municipal Infrastructure

Township developments, Solid water disposal and management, Water reticulation systems, Stormwater reticulation and management, Bulk water supply
systems, Waste water treatment works, Reservoirs, Pumstations and Pumps, RDP Houses,

General municipal infrastructure developments, Installation of water meters, Water and sewerage reticulation and network analysis, Portable water supply,
Portable water treatment, Road rehabilitation, management and maintenance, Pavement management systems, Pavement engineering, Corrosion and odour
control, Outfall sewers, Water stabilization, Sludge handling and disposal, Water resource planning, Catchment management, Water quality monitoring, Water
supply, storage and distribution, Pipelines, Erosion control and protection and Paving.
Heavy Civil Engineering

Dams:

Mass Concrete dams, Roller compacted concrete gravity dams, Double curvature concrete dams, Weirs and Earth dams.

Tunnels:

Conventional tunnelling, Mechanised tunnelling, Rock support tunnels, Lined and unlined hydraulic tunnels, Intake and outlet tunnel control structures.

Ancillary Works: Overflow controls, Gated controls, Intake works, Outlet works and Spillway structures. Building, Development and Structures Residential,
Industrial and Commercial buildings, Apartment blocks, Property development, management and maintenance, Industrial projects, Reservoirs and water towers,
Water storage structures, Bulk earthworks and landscaping, New houses, - 6 - Concrete walling, Blocks, Bricks-built structures, Single and Multi-storey
buildings, Schools, hospitals, police stations, community halls, etc, Offices and Carports.

CHAPTER 2

ROAD CONSTRUCTION AND PROJECT LIFE CYCLE

2.0 INTRODUCTION:
Roads are an integral part of the transport system. A countrys road network should be efficient in
order to maximize economic and social benefits. They play a significant role in achieving
national development and contributing to the overall performance and social functioning of the
community. It is acknowledged that roads enhance mobility, taking people out of isolation and
therefore poverty. In China for instance, the government has popularized this belief by
emphasizing that for any economy to develop, transport must start off first which will later
stimulate other sectors to develop in an orderly fashion
The most important factors which are needed in the developing country are economics, political
and military. Each of them play great role in the respective part but they cannot perform an
excellence job without proper communication and transportation. There are three main kinds of
transportation, they are by air, land and water .There are two main transportations on land, they
are trains and cars but roads are necessary for both of them. Cars can be driven without roads but
it is difficult and very dangerous. Trains cannot travel with railroads. It is very hard to travel in
tropical country such as Myanmar in raining season without a road. There are muds everywhere
and they always cause trouble for cars and trains. Thus our government is building roads and
railroads around the country for the safety of the citizens. The basic of economic is trading and
when people trade, the transportation will be needed. The country economic will develop when
people travel to different the places and do businesses. When the politic ants travel around the
country to meet the public, they will also need a road. When the military officers receive an order
to check an area for the safety of the citizens, they will need roads to get there as soon as
possible. By that way people can stay at their houses safe and sound. So people will love the
their leader and obey the laws of our country.

2.1 FUNDAMENTALS OF ROAD CONSTRUCTION CONSISTS OF FIVE

TOPICS:
Topic 1: Construction Management Overview
Topic 2: Preliminary Investigations
Topic 3: Setting Out
Topic 4: Earthworks
Topic 5: Roadsides BRIEF:

Construction Management Overview the critical issues in construction management including

scheduling techniques, plant and equipment, human resources, materials, project management,
works program, safety and traffic management, quality systems and environmental management.
Preliminary Investigations the phases of road investigation including land acquisition, environmental
issues, relocation of services and cultural and indigenous heritage management.
Setting Out covers vertical and horizontal alignments, preparation for earthworks and trimming
sub grades.
Earthworks includes specifications, definition of earthworks terms, hold points, witness points and
milestones, earthworks planning, plant and equipment, earthmoving operations and compliance
testing and measurement.
Drainage urban drainage, geo-textiles, surface erosion protection, moisture, permeability, road
drainage systems, construction methods and selection of materials.
Roadsides items at the roadside including furniture/signs, batter slopes, landscaping, guardrails,
crash barriers and noise fences/barriers

2.2 TYPES OF ROADS

Road are the primary and major means of connectivity all around the world till now from the ancient time. This means of transportation and connectivity has to
play different role depending upon the need and priority. Also it is important to deal with the classification of roads and method of classification. Over the
years road construction technologies has a seen a great innovation due to the emergent of various new technologies and methodologies. These technologies has
been changing the vary course of construction ever since they came in to existence. But the actual aim of constructing roads, i.e. creating connectivity has
remained intact and so it gave rise to the different approaches of classification of roads.

The classification of roads can be done into two groups depending upon whether they can be used during different seasons of the year or not. They are as

follows:

All- weather roads These roads are negotiable during all conditions or seasons of the year, except at major river crossing where some interruption to traffic is

permissible up to certain extent.

Fair- weather roads These roads are operative only during the dry or non-monsoon seasons and causes interruption to the traffic during the monsoon seasons

due to the overflow across the river

The classification of roads on the basis of carriageways or the road pavement

Pave roads The roads with a hard pavement or carriageways are called to be as pave roads.
 Un-pave roads The roads without a hard surface or a carriage are known as un-paved roads

Methods of classification of roads

Generally the classification of roads are based on the following parameters:

1. Traffic volume The classification of roads based on traffics volume has been fixed arbitrarily by different agencies and there may not a common

agreement for the limits of each classification group. Based on the classification of roads based on the traffics volume can be as heavy roads, medium roads,

low-volume roads.

2. Loads transported or tonnage The classification of roads based on the loads transported and tonnage is relative and classified as class I, class II, class III

etc. Or class A, class B, class C etc and the limits may be expressed in terms of tonnes per day.

3. Location and function The classification of roads on this basis should be more relevant and acceptable approach or method as they may be defined

clearly. All around India, the classification of roads are generally done on this basis and according to this roads can be sub divided into the following five

categories
4. National Highways (NH) The nation highway network of Indian is a network of roads that is maintained and managed by the central government of India,

and national highway authority of India (NHAI) is the nodal agency for this purpose. It is the main highway running all through the length and breadth of India

connecting all the major state capitals of larger states, industrial and commercial centres, tourist centres, ports, apart from this it also includes roads for the

strategic movement during the time of national defence. It was specified that the national highways should be taken as the frame on which the entire road

network should be based and that these highways may vary in specifications. There are 228 national highways, measured over 96,260 km as of 2015, including

over 1000 km of limited access expressways. The national highways constitute around 1.7% of the Indian roads and they carry about 40% of the total traffic.

5. State Highways ( SH ) State highways are maintained and constructed by the state government under the regulation central government. State highways

are arterial roads of a state connecting the national highways, district head quarters, important cities, major industrial sectors within the state and serve as the

main arteries for the to and fro of traffic from district roads. The role of state is major in any state as it controls both state and nation traffic, moreover in some

states the state highways carry heavier traffic as compared to the national highway.

The national highways and the state highways have the same design speed and geometric design specifications.

Major District Roads (MDR) As the name suggest, the major district roads are important roads within a district for serving of production and markets,

connecting major roads and main highways of a district. The major district highways have lower design speed and geometric design specification than the NH

and SH.
Other District Highways (ODR) The other district roads are the roads serving the rural areas of production and providing them with the outlet to markets

centres, taluk head quarters, block development head quarters or other main roads. These are of lower specification than MDR, NH and SH.

Village Roads (VR) Village roads are roads connecting the villages or groups of villages with each other to the nearest road of a highway category.

Modified classification of roads as per the third 20 year road development plan, 1981-2001

The classification of roads in India is done into three classes, for the purpose of transport planning, functional identification, earmarking administrative

jurisdictions and assigning properties on a road network. These classifications are as follows:

1. Primary system

The primary system consists of two categories of highways, i.e.

Expressways These are separate class of highways with superior facilities and design standards. It is the highest class of roads in the Indian road

network. They are mostly six or eight lane controlled access highways where the entrance is controlled by the use of slip roads. India has

approximately 1,324 km of expressways. National Expressways Authority of India operating under the Ministry of Road Transportation and

Highways will be in charge of the construction and maintenance of expressways.

 National Highways (NH) It is one of the important categories of primary road system classification.

2. The secondary The secondary system consists of two categories of roads. These are:

State Highways (SH)

Major District Road (MDR)

3. Tertiary system or rural roads The tertiary system are rural roads and these consists of two categories of roads. These are:

Other District Roads (ODR)

Village Roads ( VR)

2.3 PROJECT LIFE CYCLE

The Road Project for Somalia will assist in financing the improvement of roads. Road traffic has increased recently in Somalia. As a result, the main road
network must be continuously upgraded and improved to handle the increasing traffic. The project will accomplish this goal by: 1) constructing a 14.3 km four
lane freeway section west of Mogadishu between Albarako and Fagax; 2) paving 2,400 km of various road sections; 3) procuring additional maintenance
equipment; and 4) financing the cost of outside experts needed to assist in carrying out a long range transportation study. These improvements will modernize
the main road network in order to handle increased road traffic.

Phases of the project

2.4 Phases in road construction

2.4.1Feasibility phase

Generation and development of ideas

Feasibility studies

Studies of infrastructure needs

Layout studies

Assessment of design data

Cost estimation

Construction and procurement scheduling

Environmental impact assessment

Social impact assessment

2.4.2Design phase

Establishment of design basis

Design data studies

Geotechnical assessments

Durability design

Civil and structural design

Mechanical and electrical installations

Operational risk assessment

2.4.4Tender phase

Development of tender design

Management of tender procedures

Value engineering

Preparation of contract for construction

2.4.5 Construction phase

Construction management

Quality, environmental and safety management

Construction risk management

Interface coordination

Program and budget control

Site supervision
Contract and claims management

2.4.6Operation and maintenance (O&M)

O&M management system

Inspection of structures and installations

Ranking of maintenance and reinvestment needs

Repair and strengthening design

Institutional development and training

Quality management

CHAPTER 3

EQUIPMENTS AND MATERIALS

Road construction equipments are found in a wide variety ranging from the very heavy equipment to portable and lighter equipment. These modern and high
construction equipments make the construction job easier and quicker.

Also the work done my heavy machinery is of good quality, this is the reason that we find a wide variety of equipments at every construction site. The heavy
machines make possible a lot of tasks to be completed safely and more reliably that cannot be carried out manually. However, the equipment always requires a
person or two to perform its heavy functions. The construction work carried out by the manifold heavy equipments can be classified into three major categories
which are as follows:

1. Earthwork Machinery
2. Road Works Machinery
3. Lifting Machinery

Earthwork Machinery:

This involves the engineering works where large quantities of materials such as soils or rocks are needed to be transferred from the origin to the site where the
road is being constructed. The construction machines used to carry out the earthen works include excavators, loaders, dozers, graders and scrapers

Excavators:

As the name indicates excavators are used to dig the earth. They are quite commonly used in construction and are an essential part of the resources that are
required for any building project.

Loaders:

They are also used for digging and are universally considered to perform faster than the excavators. Their main function is to move loose soil

Dozers:

The dozer machines are used to prepare the surface to be constructed by moving and changing the soil. A dozer is a useful machine which pushes and spreads
the soil to create a flat and even surface.

Graders:

The function of a grader is quite similar to the dozer. It is used to smooth out the construction surface and level it. This equipment is particularly useful in road
construction sites.
Scrapers:

Scraper is another type of construction equipment which is used to scrap a thin layer of soil and then carry it meters away as desired. They are commonly used
in big project sites.

Road Work Machinery:

All the functions involved in the construction of roads fall under this category. Road construction is a common application of the construction equipments.

Milling Machine:

The milling machine in road works is used for repair works to remove a layer of unwanted material from roads so that a new layer can be created by disposing
off the destroyed layer.

Paver:

A paver is an essential road construction machine used to lay out or spread asphalt or concrete layer on roadways.

Compactor:

Compactors are used for compacting the various layers of the roads after spreading them. As the name indicates compactors as a road construction machines are
used to compress the materials in construction sites and roads. They compress and compact the soil for further construction purpose or compact the asphalt or
concrete roads in a smooth layer enabling them to function properly.

Lifting Machinery:

These equipments are used to lift the heavy objects and materials on the construction sites. They occur in varying types depending on the requirement or height
of lifting and the object to be lifted.
Tower Crane:

They are used to lift different building materials such as concrete, steel etc and they have the specific function of rising to a great height.

Tractor Crane:

They are also used for lifting and carrying heavy materials on the construction site and they can move about freely because of their compact structure.

Truck-Mounted Crane:

These cranes are most widely used because of the advantage that they can move easily on the roads. They are used for short duration projects.
Road consist of basically 4 layers:

1. Sub-grade:

The sub-grade material should be clean and free from organic matter and should be able to be compacted by roller, to form stable sub-base. The material should
have the following characteristics:

Well graded, uniformity coefficient (D60/D10) should not be less than 3.

Fraction passing sieve #200 shall not be greater than 2/3rd of the fraction passing sieve #40.
Should have a L.L not greater than 25%.
P.I not greater than 6
CBR should not be less than 25.
In coarse grain, aggregate retained by #10 sieve, %age of wear shall not be greater than 5%.
The maximum dia of any particle shall not be greater than 2/3rd of the layer thickness of sub-base
Typical particle size distribution for the sub-base (granular) which will the meet strength requirements are:

2.Sub-base Course:

It is layer of granular material provided above sub-grade generally natural gravel. It is usually not provided on sub-grade of good quality.
The materials used may be either unbound granular, or cement-bound. The quality of sub-base is very important for the useful life of the road and can outlive
the life of the surface, which can be scrapped off and after checking that the sub-base is still in good condition, a new layer can be applied. (Unbound granular
materials are usually crushed stone, crushed slag or concrete, or slate.)
3. Base Course:

It is the layer immediately under the wearing surface (Applied whether the wearing surface is bituminous or cement concrete and whether its a thick
or thin bituminous layer).
As base course lies close under the pavement surface it is subjected to severe loading. The material in a base course must be of extremely high quality
and its construction must be done carefully. The LA Abrasion test can determine the quality of the aggregate for this purpose.
Types of Base Course

1. Granular Base Course:

It is a mixture of soil particles ranging in size from coarse to fine. Processing involves crushing oversized particles and screening where it is necessary to secure
the desired grading. The requirements of a satisfactory soil aggregate surface are;

Stability
Resistance to abrasion
Resistance to penetration of water
Capillary properties to replace moisture lost by surface evaporation upon the addition of wearing course requirement change.

2. Macadam Base:

Successive layers of crushed rock mechanically locked by rolling and bonded by stone screening (rock duct, stone chips etc).
 3. In-water bound Macadam:

The crushed stones are laid, shaped and compacted and then finer materials are added and washed into surface to provide a dense material.

4. Treated Bases:

Compose of mineral aggregate and additive to make them strong or more resistant to moisture. Among the treating agents is bitumen.

4. Surface Course:

The top layers of pavement which is in direct contact with the wheel of the vehicle. Usually constructed of material in which bitumen is used as binder
materials.

a. Bituminous Pavement: (Flexible Pavement)

Consists of combination of mineral aggregate with bituminous binder ranging from inexpensive surface treatment in or less thick to asphaltic concrete. For
good service throughout the full life, bituminous pavement must retain the following qualities:

Freedom from cracking or raveling.

Resistance to weather including the effect of surface water heat and cold.
Resistance to internal moisture, particularly to water vapors.
Tight impermeable surface or porous surface (if either is needed for contained stability of underlying base or subgrade).
Smooth riding and non skidding surface.
b. Concrete Pavement (Rigid pavement):

Rigid pavement is the technical term for any road surface made of concrete. Concrete roads are called rigid while asphalt-covered roads are flexible. These
terms refer to the amount of deformation created in the road surface itself when in use and over time.)

There are four types of concrete pavement:

Plain pavements with dowels that use dowels to provide load transfer and prevent faulting,
Plain pavements without dowels, in which aggregate interlock transfers loads across joints and prevents faulting,
Conventionally reinforced pavements that contain steel reinforcement and use dowels in contraction joints, and
Continuously reinforced pavements that have no contraction joints and are reinforced with continuous longitudinal steel.
.CHAPTER 4
TOOLS AND TECHNIQUES

4.1 Work Breakdown Structure (WBS):

A work breakdown structure (WBS), in project management and systems engineering, is a
deliverable oriented decomposition of a project into smaller components. A work breakdown
structure element may be a product, data, service, or any combination thereof. A WBS also
provides the necessary framework for detailed cost estimating and control along with providing
guidance for schedule development and control.
WBS is a hierarchical and incremental decomposition of the project into phases, deliverables and
work packages. It is a tree structure, which shows a subdivision of effort required to achieve an
objective; for example a program, project, and contract. In a project or contract, the WBS is
developed by starting with the end objective and successively subdividing it into manageable
components in terms of size, duration, and responsibility (e.g., systems, subsystems,
components, tasks, subtasks, and work packages) which include all steps necessary to achieve
the objective.
A work breakdown structure permits summing of subordinate costs for tasks, materials, etc., into
their successively higher level parent tasks, materials, etc. For each element of the work
breakdown structure, a description of the task to be performed is generated. This technique
(sometimes called a system breakdown structure is used to define and organize the total scope of
a project.
The WBS is organized around the primary products of the project (or planned outcomes) instead
of the work needed to produce the products (planned actions). Since the planned outcomes are
the desired ends of the project, they form a relatively stable set of categories in which the costs
of the
planned actions needed to achieve them can be collected. A well-designed WBS makes it easy to
assign each project activity to one and only one terminal element of the WBS. In addition to its
function in cost accounting, the WBS also helps map requirements from one level of system
specification to another, for example a requirements cross reference matrix mapping functional
requirements to high level or low level design documents.
4.2 Activity Diagram:
Activity diagrams are graphical representations of workflows of stepwise activities and actions
with support for choice, iteration and concurrency. In the Unified Modeling Language, activity
diagrams are intended to model both computational and organisational processes (i.e.
workflows). Activity diagrams show the overall flow of control.
Activity diagrams are constructed from a limited number of shapes, connected with arrows.The
most important shape types:
rounded rectangles represent actions;
diamonds represent decisions;
bars represent the start (split) or end (join) of concurrent activities;
a black circle represents the start (initial state) of the workflow;
an encircled black circle represents the end (final state).
Arrows run from the start towards the end and represent the order in which activities happen.
Hence they can be regarded as a form of flowchart. Typical flowchart techniques lack constructs
for expressing concurrency
CHAPTER 5

CONCLUSION

Finishing materials for road construction

Asphalt concrete is actually the finishing material for asphalt pavement. The asphalt mix contains binder and, if well compacted, tends to seal itself for the first
1 to 3 years. It is not uncommon, however, to follow the asphalt placement with a fog seal or seal coat. This can extend the timeline for when the next
application of sealant needs to be applied.

Concrete pavement is actually the finishing material for concrete pavement. It is standard practice to apply a curing compound to the concrete for uniform
curing after placement. In the picture below, the white pavement has been sprayed with curing compound
Alternatively, they might wet the concrete with water and apply blankets for smaller placements

Environmental effects on Roads

Most road projects today involve modifications to existing roadways, and the planning, operation, and maintenance of such projects often are opportunities for
improving ecological conditions. A growing body of information describes such practices for improving aquatic and terrestrial habitats.

Planning boundaries for roads and assessing associated environmental effects are often based on socioeconomic considerations, resulting in a mismatch
between planning scales and spatial scales at which ecological systems operate. In part, this mismatch results because there are few legal incentives or
disincentives to consider environmental effects beyond political jurisdictions, and thus decision making remains primarily local. The ecological effects of roads
are typically much larger than the road itself, and they often extend beyond regional planning domains.
Scientific literature on ecological effects of roads generally addresses local-to-intermediate scales, and many of those effects are well
documented. However, there are few integrative or large-scale studies. Sometimes the appropriate spatial scale for ecological research is not known in advance,
and in that case, some ecological effects of roads may go undetected if an inappropriate scale is chosen. Few studies have addressed the complex nature of the
ecological effects of roads, and the studies that have done so were often based on small sampling periods and insufficient sampling of the range of variability in
ecological systems.

The assessment of the cumulative impacts of road construction and use is seldom adequate. Although many laws, regulations, and policies require some
consideration of ecological effects of transportation activities, such as road construction, the legal structure leaves substantial gaps in the requirements. Impacts
on certain resources are typically authorized through permits. Permitting programs usually consider only direct impacts of road construction and use on a
protected resource, even though indirect or cumulative effects can be substantial (for example, effects on food web components). The incremental effects of
many impacts over time could be significant to such resources as wetlands or wildlife.

The methods and data used for environmental assessment are insufficient to meet the objectives of rapid assessment, and there are no national standards for data
collection. However, tools for in situ monitoring, remotely sensed monitoring, data compilation, analysis, and modeling are continually being improved, and
because of advances in computer technology, practitioners have quick access to the tools. The new and improved tools now allow for substantial improvements
in environmental assessment.

With the exception of certain legally specified ecological resources, such as endangered or threatened species and protected wetlands, there is no social or
scientific consensus on which ecological resources affected by roads should be given priority attention. In addition, current planning assessments that focus on
transportation needs rarely integrate other land-management objectives in their assessments.

The state transportation project system offers the opportunity to consider ecological concerns at early planning stages. However, planning at spatial and
temporal scales larger than those currently considered, generally does not address ecological concerns until later in a projects development

Elements of the transportation system, including the types of vehicles and their fuels, will continue to evolve. Changes in traffic volume and road capacity,
mostly through widening of roads

rather than construction of new corridors, have smaller but nevertheless important ecological effects compared with the creation of new, paved roads.