Imperial County, California
Imperial County is a county in the U. S. state of California. As of the 2010 census, the population was 174,528; the county seat is El Centro. Established in 1907 from a division of San Diego County, it was last county to be formed in California. Imperial County includes California Metropolitan Statistical Area, it is part of the Southern California border region, the smallest but most economically diverse region in the state. It is located in the Imperial Valley, in the far southeast of California, bordering both Arizona and the Mexican state of Baja California. Although this region is a desert, with high temperatures and low average rainfall of three inches per year, the economy is based on agriculture due to irrigation, supplied wholly from the Colorado River via the All-American Canal; the Imperial Valley is divided between the United States and Mexico, Imperial County is influenced by Mexican culture. 80% of the county's population is Hispanic, with the vast majority being of Mexican origin.
The remainder of the population is predominantly non-Hispanic white as well as smaller African American, Native American and Asian minorities. In 2016, Imperial County had the highest percentage of unemployed people of any county in the United States, at 23.5%. Spanish explorer Melchor Díaz was one of the first Europeans to visit the area around Imperial Valley in 1540; the explorer Juan Bautista de Anza explored the area in 1776. Years after the Mexican–American War, the northern half of the valley was annexed by the U. S. while the southern half remained under Mexican rule. Small scale settlement in natural aquifer areas occurred in the early 19th century, but most permanent settlement was after 1900. In 1905, torrential rainfall in the American Southwest caused the Colorado River to flood, including canals, built to irrigate the Imperial Valley. Since the valley is below sea level, the waters never receded, but collected in the Salton Sink in what is now called the Salton Sea. Imperial County was formed in 1907 from the eastern portion of San Diego County.
The county took its name from Imperial Valley, itself named for the Imperial Land Company, a subsidiary of the California Development Company, which at the turn of the 20th century had claimed the southern portion of the Colorado Desert for agriculture. Much of the Imperial Land Company's land existed in Mexico; the objective of the company was commercial crop farming development. By 1910, the land company had managed to settle and develop thousands of farms on both sides of the border; the Mexican Revolution soon after disrupted the company's plans. Nearly 10,000 farmers and their families in Mexico were ethnically cleansed by the rival Mexican armies. Not until the 1920s was the other side of California in America sufficiently peaceful and prosperous for the company to earn a return for a large percentage of Mexicans, but some chose to stay and lay down roots in newly sprouted communities in the valley; the county experienced a period of migration of "Okies" from drought-trodden dust bowl farms by the need of migrant labor, prosperous job-seekers alike from across the U.
S. arrived in the 1930s and 1940s in World War II and after the completion of the All American Canal from its source, the Colorado River, from 1948 to 1951. By the 1950 census, over 50,000 residents lived in Imperial County alone, about 40 times that of 1910. Most of the population was year-round but would increase every winter by migrant laborers from Mexico; until the 1960s, the farms in Imperial County provided substantial economic returns to the company and the valley. El Centro has one of the highest unemployment rates in the U. S. and ranks one of California's poorest counties or have a lower than state and national average annual household income. Fort Yuma is located on the banks of the Colorado River in California. First established after the end of the Mexican–American War in 1848, it was located in the bottoms near the Colorado River, less than 1 mile below the mouth of the Gila River, it was to defend the newly settled community of Yuma, Arizona on the other side of the Colorado River and the nearby Mexican border.
In March 1851 the post was moved to a small elevation on the Colorado's west bank, opposite the present city of Yuma, Arizona, on the site of the former Mission Puerto de Purísima Concepción. This site had been occupied by Camp Calhoun, named for John C. Calhoun, established in 1849. Fort Yuma was established to protect the southern emigrant travel route to California and to attempt control of the Yuma Indians in the surrounding 100-mile area. NAF El Centro is the winter home of the U. S. Navy Flight Demonstration Squadron, The Blue Angels. NAF El Centro kicks off the Blue Angels' season with their first air show, traditionally held in March. Imperial, CA is home to the California Mid-Winter Fair and Fiesta, the local county fair, held in late February to early March, it is home to the Imperial Valley Speedway, a race track of 3⁄8 mile. The name Algodones Dunes refers to the entire geographic feature, while the administrative designation for that portion managed by the Bureau of Land Management is the "Imperial Sand Dunes Recreation Area".
The Algodones Sand Dunes are the largest mass of sand dunes in California. This dune system extends for more than 40 miles along the eastern edge of the Imperial Valley agricultural region in a band averaging 5 miles in width. A major east-west route of the Union Pacific railroad skirts the e
U.S. Route 99 in California
U. S. Route 99 was the main north–south United States Numbered Highway on the West Coast of the United States until 1964, running from Calexico, California, on the Mexican border to Blaine, Washington, on the Canadian border. Known as the "Golden State Highway" and "The Main Street of California", US 99 was an important route in California throughout much of the 1930s as a route for Dust Bowl immigrant farm workers to traverse the state, it was assigned in 1926 and existed until it was replaced for the most part by Interstate 5. A large section in the Central Valley is now State Route 99; the highway started at the border with Baja California in California. It continued north along the western shore of the Salton Sea; the stretch is now known as SR 86. US 99 continued along present-day SR 111 through Coachella to its intersection at Dillon Road with another major US route signed as both US 60 and US 70. Now signed as US 60/US 70/US 99, the highway continued north through Indio and turned west through the San Gorgonio Pass toward Los Angeles paralleling the route of modern I-10.
In Beaumont, US 60 split off on its own westward trek to Los Angeles. The highway through Banning and Beaumont was bypassed by the new superhighway version of US 60/US 70/US 99 that would become part of I-10; the edges of the old US 60 shield at the replacement interchange's overhead sign are visible today underneath the SR 60 shield that covers it up. US 70 ended in downtown LA while US 99 turned north once again more or less following the route of today's I-5, up and over the Tehachapi Mountains to the San Joaquin Valley. US 99's original alignment over the rugged Tehachapi Mountains was known in its earliest days as the Ridge Route, the first highway directly linking the Los Angeles Basin to the San Joaquin Valley. Built in 1915, the alignment between Castaic and SR 138 to Gorman is listed on the National Register of Historic Places; the original Ridge Route at the south and the Grapevine at the north was an exceptionally twisty and narrow two-lane concrete road, slow to travel along the ridge precipices and was considered dangerous to drive in the days of the Model A Ford and overheating trucks.
It was bypassed in 1933 by the three-lane "Alternate Ridge Route", some of which now sits at the bottom of Pyramid Lake. Dropping down from the Tehachapis, US 99 entered the San Joaquin Valley at the bottom of the steep Grapevine grade and continued north; when it was first designated in late 1926, US 99 ran with US 66 from San Bernardino via Pasadena to Los Angeles, turning north there to San Fernando. The route was signed in 1928; this alignment remained through 1933, but by 1942 it had moved to its own alignment from San Bernardino to Los Angeles. This alignment used Garvey Avenue from Pomona, turning onto Ramona Boulevard in Alhambra to reach Macy Street near downtown Los Angeles, it turned north at Figueroa Street, running through the Figueroa Street Tunnels and turning off at Avenue 26 to reach San Fernando Road. When the San Bernardino Freeway, Santa Ana Freeway and Pasadena Freeway were completed, it was routed onto them, continuing to exit at Avenue 26. In 1962, with the completion of the Golden State Freeway northeast of downtown, US 99 was moved onto it, bypassing the Santa Ana Freeway, Four Level Interchange and Figueroa Street Tunnels.
From Los Angeles US 99 followed San Fernando Road through Burbank to Sylmar. From 1937 to 1964 it shared this routing with US 6; the Old Road starts in near the Newhall Pass Interchange, just south of Santa Clarita crossing under present-day I-5. As the road now winds north, passing by Pico Canyon Road, it reaches McBean Parkway near the California Institute of the Arts, College of the Canyons and Six Flags Magic Mountain. In Castaic the Old Road ends at Oak Hill Court, just outside Castaic. A substantial portion of the road is submerged beneath Pyramid Lake. US 99 headed over Tejon Pass to the San Joaquin Valley. Just north of the route's entry to the valley, I-5 splits off from US 99, US 99 continued on the current route of SR 99, to Bakersfield and Sacramento. Many older segments of the highway between the "Grapevine" and Sacramento still exist as local streets, many of them having "Golden State" in their names. North of Sacramento, the route divided into US 99W and US 99E. US 99W co-routed with US 40 west to Davis, in city as Olive Drive.
The route continued as Richards Boulevard, 1st Street, B Street, Russell Boulevard before turning north on what is now SR 113 into Woodland to meet and parallel I-5 near the town of Yolo. From there, the route parallels the current I-5, entering Corning from the South as Old Corning road, turning east onto Solano Street before turning north again on 3rd street continuing to Red Bluff, where it became Main Street. All of the old inter-town original roadway still exists, signed as 99W, CR 99 or CR 99W. From Sacramento US 99E followed I-80 to Roseville north along SR 65 to Olivehurst, from where it followed SR 70 to Marysville. From Marysville it followed SR 20 across the Feather River to Yuba City along the current SR 99 north to Red Bluff, where it rejoined 99W at Main Street and Antelope Boulevard. Fro
California uses a postmile highway location marker system on all of its state highways, including U. S. Routes and Interstate Highways; the postmile markers indicate the distance a route travels through individual counties, as opposed to milestones that indicate the distance traveled through a state. The postmile system is the only route reference system used by the California Department of Transportation. California was the last state in the country to adopt mile markers, exit numbers were not implemented until 2002; the state started the Cal-NExUS program in 2002, which would create a uniform exit numbering system for freeways. Included was a pilot program for the placing of mile markers along rural freeways. Three freeway segments are a part of the experimental program: the Route 14 Freeway, the Route 58 Freeway in Kern County, State Route 180 in Fresno. Caltrans has not decided. Regardless, Caltrans will still maintain the postmile system on all freeways. A postmile marker is placed along the state highway.
Each marker is stenciled with the route and postmile at that location. One of the common formats for postmiles are located on a freeway on bridges over cross streets. According to Caltrans, it displays the name of the bridge, the county and route number, the postmile; the postmile is painted onto the piers and/or abutments of bridges and overpasses. These are the white metal paddle markers placed at one-mile intervals, with additional markers placed at significant features along the highway such as bridges and overpasses, junctions, or culverts; the markers are the same size as a standard milepost used elsewhere, but they are white with black text. These markers indicate turnouts and cross streets ahead. Postmiles are shown on callboxes. A blue placard is mounted on each of the state's callboxes, the top of which shows which county the callbox is in, on the bottom, it shows the 2-letter county abbreviation, along with the route number and the location's postmile. Postmiles on callboxes are approximate due to a convention that all callboxes on the northbound or eastbound side of a divided roadway are assigned numbers while all those on the southbound or westbound side are assigned odd numbers though the call boxes are located directly across from one another.
Alphabetic prefixes on postmile markers and bridges differ from callbox prefixes because the callbox system is maintained by each county, while Caltrans maintains postmile markers and bridge signs. The following table lists callbox prefixes by county. Listed in miles, postmile values increase from south to north or west to east depending upon the general direction the route follows within the state; the postmile values increase from the beginning of a route within a county to the next county line. The postmile values start over again at each county line. Enforcement officers, maintenance forces and others use the postmile markers in the field to locate specific incidents or features with reference to the postmile system. On some stretches of road, the following prefixes may precede the mileage on a postmile marker: Sonoma County, California uses a postmile system on its county roads, but the numbering starts at 10.00 rather than at a zero point. Los Angeles County uses a postmile system similar to the state’s, but their postmile markers contain a red bar on its topThe states of Nevada and Ohio use reference markers similar to California's postmile markers.
Like California, these two states record mileages through individual counties in their respective route logs. Ohio's system is nearly identical to California's with its reference markers listing the route number, 3-letter county abbreviation, mileage through the county; the Nevada system is similar, utilizing 2-letter county abbreviations. However, Ohio uses standard mileposts in addition to reference markers on freeways, while Nevada uses standard mileposts in conjunction with postmile panels on Interstate highways only. All non-Interstates in Illinois and Kentucky have markers showing mileage from the western or southern border of the county. California Roads portal Milestone Reference marker Caltrans Postmile Services
Annual average daily traffic
Annual average daily traffic, abbreviated AADT, is a measure used in transportation planning, transportation engineering and retail location selection. Traditionally, it is the total volume of vehicle traffic of a highway or road for a year divided by 365 days. AADT is a useful, measurement of how busy the road is. Newer advances from GPS traffic data providers are now providing AADT counts by side of the road, by day of week and by time of day. One of the most important uses of AADT is for determining funding for the maintenance and improvement of highways. In the United States the amount of federal funding a state will receive is related to the total traffic measured across its highway network; each year on June 15, every state in the United States submits a Highway Performance Monitoring System HPMS report. The HPMS report contains various information regarding the road segments in the state based on a sample of the road segments. In the report, the AADT is converted to vehicle miles traveled.
VMT is the AADT multiplied by the length of the road segment. To determine the amount of traffic a state has, the AADT cannot be summed for all road segments since an AADT is a rate; the VMT is summed and is used as an indicator of the amount of traffic a state has. For federal-funding, formulas are applied to include the VMT and other highway statistics. In the United Kingdom AADT is one of a number of measures of traffic used by local highway authorities, Highways England and the Department for Transport to forecast maintenance needs and expenditure. To measure AADT on individual road segments, traffic data is collected by an automated traffic counter, hiring an observer to record traffic or licensing estimated counts from GPS data providers. There are two different techniques of measuring the AADTs for road segments with automated traffic counters. One technique is called continuous count data collection method; this method includes sensors that are permanently embedded into a road and traffic data is measured for the entire 365 days.
The AADT is the sum of the total traffic for the entire year divided by 365 days. There can be problems with calculating the AADT with this method. For example, if the continuous count equipment is not operating for the full 365 days due to maintenance or repair; because of this issue, seasonal or day-of-week biases might skew the calculated AADT. In 1992, AASHTO released the AASHTO Guidelines for Traffic Data Programs, which identified a way to produce an AADT without seasonal or day-of-week biases by creating an "average of averages." For every month and day-of-week, a Monthly Average Day of Week is calculated. Each day-of-week's MADW is calculated across months to calculate an Annual Average Day of Week; the AADWs are averaged to calculate an AADT. The United States Federal Highway Administration has adopted this method as the preferred method in the. While providing the most accurate AADT, installing and maintaining continuous count stations method is costly. Most public agencies are only able to monitor a small percentage of the roadway using this method.
Most AADTs are generated using short-term data collection methods sometimes known as the coverage count data collection method. Traffic is collected with portable sensors that are attached to the road and record traffic data for 2 – 14 days; these are pneumatic road tubes although other more expensive technology such as radar, laser, or sonar exist. After recording the traffic data, the traffic counts on the same road segment are taken again in another three years. FHWA Traffic Monitoring Guide recommends performing a short count on a road segment at a minimum of every three years. There are many methods used to calculate an AADT from a short-term count, but most methods attempt to remove seasonal and day-of-week biases during the collection period by applying factors created from associated continuous counters. Short counts are taken either by local government, or contractors. For the years when a traffic count is not recorded, the AADT is estimated by applying a factor called the Growth Factor.
Growth Factors are statistically determined from historical data of the road segment. If there is no historical data, Growth Factors from similar road segments are used. Annual average weekday traffic only includes Monday to Friday data. Public holidays are excluded from the AAWT calculation. Average summer daily traffic is a similar measure to the annual average daily traffic. Data collecting methods of the two are the same, however the ASDT data is collected during summer only; the measure is useful in areas where there are significant seasonal traffic volumes carried by a given road. Average daily traffic or ADT, sometimes mean daily traffic, is the average number of vehicles two-way passing a specific point in a 24-hour period measured throughout a year. ADT is not as referred to as the engineering standard of AADT, the standard measurement for vehicle traffic load on a section of road, the basis for most decisions regarding transport planning, or to the environmental hazards of pollution related to road transport.
The 1992 Edition of the AASHTO Guidelines is out of date. The current edition is from 2018; the Gary Davis article was published in Transportation Research Record 1593, 1997. The date shown in the article is the date of an on-line posting. Florida New York State - Traffic Data Viewer - interactive map program graphically displays traffic data Oklahoma Virginia FHWA Traffic Monitoring Guide New Zealand State Highway AADTs Louisiana AADTs
California County Routes in zone S
There are 34 routes assigned to the "S" zone of the California Route Marker Program, which designates county routes in California. The "S" zone includes county highways in Imperial, Riverside, San Diego, Santa Barbara counties. County Route S1 known as Sunrise Highway for a portion of its length, is a 34.08 mi long county route located in San Diego County, California. It begins at SR 94 near Barrett and moves northward across Interstate 8, just west of the Laguna Summit; this segment is known as Buckman Springs Road. North of I-8, it is a National Forest Scenic Byway; the route begins at SR 94 near Barrett not far from the Mexican border. From there, it heads northward along Buckman Springs Road. Soon afterwards, it enters the Cleveland National Forest; when the road reaches Interstate 8, while Buckman Springs Road continues northeastward across the freeway, CR S1 continues in a northwest direction along Old Highway 80, the original alignment of U. S. Route 80 in California, it closely parallels I-8 for several miles.
Upon crossing the freeway at Laguna Junction, CR S1 separates from Old Highway 80 and becomes Sunrise Scenic Byway. From Interstate 8, it begins its ascent into the Laguna Mountains; the route here was built along a cliff overlooking Pine Valley to its west. Around here, the vegetation still consists of sagebrush; as the route gains elevation through Cleveland National Forest, the route becomes more forested. Around here, numerous campgrounds dot the side of the road. There is a picnic area overlooking Anza-Borrego Desert State Park near the Burnt Rancheria Campground, said to contrast the forest scenery along the route. Upon passing the settlement of Laguna Mountain, the vegetation along the route consists of dead trees devastated by the 2003 Cedar Fire; as the route approaches its north end at SR 79, Lake Cuyamaca is visible. The north terminus is located just north of Cuyamaca Rancho State Park where it meets State Route 79; the route was established by the county in the year 1959, where the entire route was designated as it is now.
No major numbering or routing changes occurred throughout its history. The northern segment of the route was established as a Scenic Byway in 1959. County Route S2 is a county highway in the US state of California, it runs for 65 miles, north -- south, in San Diego County. S2 is the third longest county route in California and is exclusively a two-lane rural road, it follows the route of the former Southern Emigrant Trail and Butterfield Overland Mail. The highway begins at a junction with State Route 98 in Ocotillo and runs north through an interchange with Interstate 8; this part is called Imperial Highway. The highway crosses into its name changes to Sweeney Pass Road. Farther north, the name of the highway changes to the Great Southern Overland Stage Route of 1849 at a remote junction; the highway crosses State Route 78 at Scissors Crossing in a desert community now called Shelter Valley, its name changes to San Felipe Road. The highway ends at a junction with State Route 79 near the community of Warner Springs.
Images from County Route S2 The route was defined in 1970. County Route S3 begins at a junction with State Route 78 and runs north over Yaqui Pass to Borrego Springs, bearing the name Yaqui Pass Road, it left again onto Borrego Springs Road. It ends at a junction with County Route S22 called Christmas Circle, its total length is 12.1 miles. There is one call box on this highway, it is at Yaqui Pass summit. The highway is part of the Juan Bautista de Anza National Historic Trail Auto Tour Route. County Route S4 is a road in the northern city limits of San Diego; the route traverses across Interstate 15 as Poway Road east to State Route 67. The route's western terminus is at I-15, where the road continues west as Rancho Penasquitos Boulevard, traverses across SR 56, ends as Carmel Mountain Road. Eastward, the road traverses through the city of Poway with the name Poway Road and has its east end at SR 67. Within Poway, it is one of the busiest streets in the city; the route was established in 1959. County Route S5 is a road in both Poway and San Diego, California.
Its south end is County Route S4, or Poway Road, its north end is Interstate 15. The road's south end is at County Route S4 in Poway, it winds north through Poway as Espola Road and turns west, ending at Interstate 15 as Rancho Bernardo Road. The route was established in 1959. County Route S6 is a county route in California, it connects Del Mar with Palomar Mountain across San Diego County. It is one of few San Diego County Routes with a discontinuity in its routing. S6 starts at San Diego County Route S21 in Del Mar as Via de la Valle, it crosses Interstate 5 and meets with S8 in Rancho Santa Fe at the intersection of Via de la Valle and Paseo Delicias. At El Camino Del Norte the name changes to Del Dios Highway, past the community of Del Dios and into Escondido, California. In Escondido, S6 runs along West and East Valley Parkways, to Valley Center Road through Valley Center, California. S6 ends at State Route 76. About four miles east on SR 76, S6 begins again as South Grade Road, which winds northward on Palomar Mountain.
It intersects with S7 continues north until it ends at the Palomar Observatory. The route was defined in 1959. County Route S7 is a county route in San Diego County, California that provides access to Palomar Mountain. S7's western terminus is at State Route 76 east of California, it begins as a dirt road known as the Nate H
Federal Highway Administration
The Federal Highway Administration is a division of the United States Department of Transportation that specializes in highway transportation. The agency's major activities are grouped into two programs, the Federal-aid Highway Program and the Federal Lands Highway Program, its role had been performed by the Office of Road Inquiry, Office of Public Roads and the Bureau of Public Roads. The organization has a complicated history; the Office of Road Inquiry was founded in 1893. In 1905 that organization's name was changed to the Office of Public Roads which became a division of the United States Department of Agriculture; the name was changed again to the Bureau of Public Roads in 1915 and to the Public Roads Administration in 1939. It was shifted to the Federal Works Agency, abolished in 1949 when its name reverted to Bureau of Public Roads under the Department of Commerce. With the coming of the bicycle in the 1890s, interest grew regarding the improvement of streets and roads in America; the traditional method of putting the burden on maintaining roads on local landowners was inadequate.
New York State took the lead in 1898, by 1916 the old system had been discarded everywhere area. Demands grew for local and state government to take charge. With the coming of the automobile after 1910, urgent efforts were made to upgrade and modernize dirt roads designed for horse-drawn wagon traffic; the American Association for Highway Improvement was organized in 1910. Funding came from automobile registration, taxes on motor fuels, as well as state aid. In 1916, federal-aid was first made available to improve post-roads, promote general commerce. Congress appropriated $75 million over a five-year period, with the Secretary of Agriculture in charge through the Bureau of Public Roads, in cooperation with the state highway departments. There were 2.4 million miles of rural dirt rural roads in 1914. The increasing speed of automobiles, trucks, made maintenance and repair high-priority item. Concrete was first used in 1893, expanded until it became the dominant surfacing material in the 1930s. Federal aid began in 1917.
From 1917 through 1941, 261,000 miles of highways were built with federal aid, cost $5.31 billion. Federal funds totaled $3.17 billion, state-local funds were $2.14 billion. The FHWA was created on October 15, 1966. In 1967 the functions of the Bureau of Public Roads were transferred to the new organization, it was one of three original bureaus along with the'Bureau of Motor Carrier Safety' and the'National Highway Safety Bureau'. The FHWA’s role in the Federal-aid Highway Program is to oversee federal funds used for constructing and maintaining the National Highway System; this funding comes from the federal gasoline tax and goes to state departments of transportation. FHWA oversees projects using these funds to ensure that federal requirements for project eligibility, contract administration and construction standards are adhered to. Under the Federal Lands Highway Program, the FHWA provides highway design and construction services for various federal land-management agencies, such as the Forest Service and the National Park Service.
In addition to these programs, the FHWA performs and sponsors research in the areas of roadway safety, highway materials and construction methods, provides funding to local technical assistance program centers to disseminate research results to local highway agencies. The FHWA publishes the “Manual on Uniform Traffic Control Devices”, used by most highway agencies in the United States; the MUTCD specifies such things as the size and height of traffic signs, traffic signals and road surface markings. The Federal Highway Administration is overseen by an Administrator appointed by the President of the United States by and with the consent of the United States Senate; the Administrator works under the direction of the Secretary of Transportation and Deputy Secretary of Transportation. The internal organization of the FHWA is as follows: Administrator Executive Director Office of Infrastructure Office of Research and Technology Public Roads magazine Office of Planning and Realty Office of Policy and Government Affairs Office of the Chief Financial Officer Office of Administration Office of Operations Office of Safety Office of Federal Lands Highway Office of Chief Counsel Office of Civil Rights Office of Public Affairs Long-Term Pavement Performance is a program supported by FHWA to collect and analyse road data.
The LTPP program was initiated by the Transportation Research Board of the National Research Council in the early 1980s. Federal Highway Administration with the cooperation of the American Association of State Highway and Transportation Officials sponsored the program; as a result of this program, FHWA has collected a huge database of road performance. FHWA and ASCE hold an annual contest known as LTPP International Data Analysis Contest, based on challenging researchers to answer a question based on the LTPP data. Current: Administrator: Brandye Hendrickson Deputy Administrator: Brandye Hendrickson Executive Director: Thomas Everett Alph Bartelsmeyer August 10, 1970- January 25, 1974 Alinda Burke - January 1, 1980 -? J. Richard Capka August 5, 2002 - May 31, 2006 Gregory G. Nadeau July 8, 2009 – July 30, 2014 Brandye Hendrickson July 24, 2017 - Present Federal Motor Carrier Safety Administration Hi