TY - RPRT AN - 01530902 AU - Hall, Kevin AU - Texas Transportation Institute AU - Federal Highway Administration TI - A Snapshot of Travel Modeling Activities: The State of Texas PY - 2011/12/01 SP - 95p AB - The Texas Department of Transportation (TxDOT) has been involved in model development and travel model activities since the early 1960s. With the implementation of the Surface Transportation Act in 1962, TxDOT became the lead travel demand model developer in the state for all urban areas greater than 50,000 in population and continues to be the lead model developer for 23 of the 25 urban areas in the state. There are three main aspects in TxDOT’s approach to modeling that have been an underlying motif throughout the ensuing decades and that inform the structure of this report; these are: software independence, commitment to data collection, and support of research and model enhancements. This snapshot focuses on TxDOT’s current activities and begins with a brief history of modeling in the state. Following the brief history, the current state of modeling in Texas is summarized followed by a discussion of on‐going data collection activities that support travel model development in the state. That is followed by an overview of recent and unique Texas model applications. The final section of the report offers a summary of the Texas statewide analysis model (SAM).   KW - Data collection KW - History KW - State of the practice KW - Texas KW - Texas Department of Transportation KW - Travel demand KW - Urban areas UR - http://media.tmiponline.org/clearinghouse/FHWA%E2%80%90HEP%E2%80%9012%E2%80%90005/Snapshot_of_Modeling_in_Texas.pdf UR - https://trid.trb.org/view/1314272 ER - TY - ABST AN - 01467847 TI - Incorporating Mobile Technology into the GPS/Web-GIS Method for Travel Survey and Research AB - Traditional paper and phone travel surveys are expensive, time consuming, and have problems of missing trips, illogical trip sequences, and imprecise travel time. Global positioning system (GPS) based travel surveys can avoid many of these problems and are becoming increasingly popular in major cities worldwide. However, there is GPS signal loss or degradation in high-density cities such as New York City (NYC) where urban canyon effects are significant, underground subway and commuter rail travels are extensive, GPS cold/warm start problems are obvious, and mixed land use is common. This project proposes to develop application software of using smartphones to combine GPS/GIS/Internet/mobile technologies for travel survey and research. It will put together the geographic information system (GIS) algorithms and Web GIS developed in the past few years to produce efficient results for the University Transportation Research Center (UTRC) funding. Using smartphones has many advantages over using handheld GPS loggers in collecting travel survey data. In addition to satellite signals, smartphones can use WiFi and assisted GPS provided by cell phone carriers to log locations. Smartphones with Internet connections allow survey respondents to interact real time with the GIS server to verify results from the GIS algorithms, answer questions about trip purposes, and provide photos of activity stops if necessary. Smartphones are typically equipped with accelerometers that can output acceleration measurements to help mode detection underground. Logistically, since smartphones are becoming very popular, using smartphones can eliminate costs associated with purchasing, distributing, and collecting GPS loggers. The application software developed from this project will be useful for future travel surveys in this region and to provide accurate data for updating the New York Best Practice Model. The research approach can be applied elsewhere as well. The two principal investigators (PIs) in this project are mid-career and junior faculty members in the UTRC consortium. They adopted this multi-disciplinary and multi-college approach to tackle a problem in applying innovative GPS/GIS/Internet/mobile technologies to meet the needs of travel demand forecasting and transportation planning. The graduate students hired for this project will particularly benefit from this unique approach and have the chance to gain skills and experience of using new technologies. The results from this project will also be used by the PIs in the education of students in transportation and GIS research at both Hunter College and City College. KW - Accelerometers KW - Real time information KW - Smartphones KW - Transportation planning KW - Travel demand KW - Travel surveys UR - http://www.utrc2.org/research/projects/incorporating-mobile-technology-into-GPS/Web-GIS-Method UR - https://trid.trb.org/view/1236083 ER - TY - ABST AN - 01467839 TI - An Analysis of the Agglomeration Benefits of Transit Investment AB - Transit investments can affect the clustering of economic activity within a region, due to the changes in accessibility that transit can provide, either by increasing firm-based access to the central business district or increasing effective labor market size. This clustering can lead to what are known as agglomeration benefits that increase overall economic productivity and are external to the decisions taken by individual firms. Cost-benefit analysis of transit investments rarely account for such external benefits. Agglomeration benefits work through several mechanisms. Two mechanisms most likely relevant to transit are knowledge spillovers enabled by firm clustering near rail stops and better labor matching, due to higher labor market access caused by expansions of transit networks. The actual linkages are complex and are not well captured by simple econometric models. The researchers propose to examine these linkages using a structural equations modeling framework that can account for the direct and indirect effects of transit investment on external productivity benefits within a region. This work will build upon a Transit Cooperative Research Program (TCRP) funded study that the research team has been engaged in. As part of this work, the researchers have developed two large datasets to examine agglomeration impacts. The first is a nationwide dataset of metropolitan areas with measures of GDP, average wages, city size, central city and urbanized area employment density, transit capacity, road capacity, and human capital. The researchers analyzed this dataset using a two-step path analysis, relying on standard cross-sectional econometric techniques to account for endogeneity. They found potentially large and significant effects of transit capacity upon agglomeration and hence productivity. The main shortcoming of this work to date is the lack of control for various other potentially confounding variables that could influence population growth and employment density and may cause inaccurate coefficient estimates for transit capacity. The researchers' theoretical framework could alternatively be implemented using structural equation modeling to account for both direct and indirect effects, providing stronger evidence of a causal relationship from transit capacity to agglomeration and from agglomeration to productivity. The second dataset consists of firm-level data for two metropolitan regions with large and growing rail transit systems: Portland, Oregon, and Dallas, Texas. Analysis of these data has found interesting differences in how transit investments in the two regions are correlated with the distribution and density of employment by industrial classification. Current analysis has aggregated firm data to the block-level rather than analyzing specific firm-level data; this will be extended by developing models at the firm level to investigate firm births and deaths, within-firm growth, and other more detailed phenomena that enable a clearer understanding of dynamics associated with agglomeration near rail stops in the two regions. Although the dataset does not include explicit productivity measures such as revenues or wages, this analysis will enable a focus on industry structure and the process by which agglomeration can lead to new firm formation, a key indicator of potential increased productivity. The researchers expect both strands of the research to provide informative results that will greatly increase the value of the work they have already completed. Assessing the costs and benefits of proposed transit infrastructure investments depends on a better understanding of how regional and firm-level productivity might be affected. The research will also have implications for decisions about funding high-speed rail service. For the New York metropolitan region in particular, investigating how regional and firm-level productivity is affected by major transit improvements is a critical missing piece for quantifying the benefits of key links such as the ARC/Gateway project. KW - Agglomeration KW - Capital investments KW - Econometric models KW - Economic impacts KW - Public transit KW - Rail transit stations UR - http://www.utrc2.org/research/projects/agglomeration-benefits-of-transit-investment UR - https://trid.trb.org/view/1236075 ER - TY - ABST AN - 01467838 TI - Accelerating the Construction Process of Highway Bridges AB - Functional obsolescence and structural deficiencies of highway bridges are posing significant threats to commuters and transportation agencies throughout the United States. Recently, New York State Department of Transportation (NYSDOT) classified approximately one quarter of its bridges as functionally obsolete and one-eighth as structurally deficient. Highway bridges located in urban areas are especially at high risk of functional obsolescence, as the aging highway systems in these areas face significant increases in traffic volumes. As a result of increasing needs associated with upgrades and repairs, the decision makers are urged to determine the best use of limited resources. In addition to mitigating risks that emerge from ordinary operating conditions, agencies also need to determine appropriate methods to reduce the impact of natural disasters and accidents as part of an emergency response system. Employing traditional construction methods for repair or upgrade activities may cause lengthy traffic disruptions, which result in high user costs and environmental impacts, raising the issues of safety and congestion. Accelerated construction refers to project delivery methods that combine innovative construction techniques and contracting methods in order to reduce the environmental and socio-economic impacts of construction activity and to reduce the downtime of highway bridges. The objective of this study is to investigate opportunities to reduce the negative impacts of bridge closures due to repair and upgrade activities by: 1) Exploring various alternative construction materials and methods such as use of prefabricated/precast systems, and innovative contracting methods such as A+B bidding, incentive/disincentive contract, and lane rental that can be used to accelerate construction activities of bridges; 2) Identifying important factors - both qualitative and quantitative - which affect the decision-making procedures for selecting the most appropriate upgrade or repair strategy; 3). Providing a decision support framework that will allow evaluation of alternatives. In order to fulfill these objectives, a comprehensive review of the available literature will be performed with a focus on accelerated construction methods and contracts, emergency response procedures, and factors affecting decision-making procedures for selection of appropriate bridge upgrade and repair methods and contracting approaches. In addition, a national survey of state departments of transportation (DOTs) will be conducted, in order to determine the current state of practice throughout the United States. The decision support framework that will be developed in this study will provide a systematic procedure for comparing various upgrade and repair strategies; thus, decisions regarding selection of appropriate upgrade/repair methods and contracting approaches will be more objective and justifiable. KW - Accelerated construction strategies KW - Building materials KW - Construction management KW - Highway bridges KW - Innovation UR - http://www.utrc2.org/research/projects/accelerating-construction-process-highway-bridges UR - https://trid.trb.org/view/1236074 ER - TY - ABST AN - 01466857 TI - Vulnerability of Transportation System and Evacuation Plan for Coastal AB - Global warming and climate change are reshaping our world in many ways. Recent studies show that global warming will cause the sea level along the northeastern U.S. coast to rise almost twice as fast as global sea levels during this century, putting metro New York City at greater risk for catastrophic events under hurricanes and winter storms. Combined coastal surge flooding and land runoff flooding along coastlines in climate change perspectives is such an event. There is an increasing awareness that the coastal flooding may affect the resilience of the transportation infrastructure and services. However, it is currently difficult for transportation agencies to incorporate information about potential flooding into transportation planning and investment processes. The capability to predict coastal region flooding considering climate change becomes extremely valuable to develop plans reacting foreseeable disasters, which will save lives and make our transportation infrastructure more sustainable. The project proposes to predict flooding nearby coastal regions considering various scenarios due to climate change, such as sea level rise, precipitation increase, and its impact on transportation network and reaction plans, utilizing available techniques and recently developed tools. In particular, the tasks to be conducted include: (1) establishing a hybrid hydrologic and hydrodynamic flood modeling system to predict coastal flooding due to storm surge flooding and inland runoff flooding under projected global warming effects. Research will be made to achieve high resolution and high accuracy desired to resolve streets, traffic roads, and related transportation infrastructures. (2) Developing with analytical/numerical approaches to evaluate evacuation plans and to estimate minimum evacuation time based on forecasted demand under various levels of flooding conditions. (3) Application of the proposed methods and models to a selected region along the Tri-State coastline as a showcase to demonstrate their capabilities in forecasting coastal flooding and impact on transportation systems and optimizing evacuation plans. The expected deliverables are: (1) A showcase with an executable computer code and result movie/animation for a selected flood location at the Tri-State region to predict coastal flooding evolution under climate change circumstances such as sea level rise, heavy rainfall, and tide and its impact on transportation network, and to estimate evacuation related issues. (2). Reports and refereed journal and conference articles to describe concepts, theories, and schemes developed in this project. This proposal addresses coastal flooding and transportation issues due to global warming, its approach is based on the PIs' expertise and recent developed capabilities, and its team consists of junior and senior faculty and students from multiple areas and schools. KW - Climate change KW - Coastal zone management KW - Disaster preparedness KW - Evacuation KW - Floods KW - Global warming KW - New York (New York) KW - Northeastern United States KW - Sea level UR - http://www.utrc2.org/research/actproj.php?viewid=244 UR - https://trid.trb.org/view/1235092 ER - TY - ABST AN - 01463290 TI - Understanding Green Energy Technologies and Their Effects on Airports AB - New energy technologies must consider aviation safety and airport safety concerns. The Federal Aviation Administration (FAA) has recently published Technical Guidance for Evaluating Selected Solar Technologies on Airports (November 2010). The Airport Cooperative Research Program (ACRP) Synthesis S10-10-06, "Investigating Safety Impacts of Energy Technologies on Airports and Aviation", now in publication, is taking another step in focusing on the effects various energy technologies have directly on airports. Initial findings and discussions with experts suggest, though, that the scope of the safety hazards is much greater, extending far beyond the immediate airport environs. This proposal expands upon existing research and FAA guidance and would evaluate the effects energy technologies have on the entire air transportation system, including airplanes in flight, away from the airport environment. The objective of this research is to produce a guidebook that may be utilized by airports and other stakeholders to assess and mitigate potentially negative impacts that green energy technology may have on airports and aviation. Using results of existing FAA guidance and ACRP synthesis of practice, this research would identify which emerging energy technologies impact the overall air transportation system, including all locations away from airports; assess existing analysis techniques used to determine which represent safety hazards to the air transportation system; identify roles and responsibilities of individual energy infrastructure developers and agencies that may impact safety to airports and aviation from energy technologies; and develop approaches to assess and mitigate these potentially negative impacts where appropriate. KW - Airplanes KW - Airports KW - Aviation safety KW - Energy KW - Green transport plans KW - Technological innovations UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=3243 UR - https://trid.trb.org/view/1231516 ER - TY - ABST AN - 01463287 TI - Quick Response for Special Needs. Task 81. Impact of Non-Emergency Medical Transportation on Transit Agencies AB - This task will review non-emergency medical transportation and its impact on transit agencies. KW - Impact assessment KW - Non-emergency medical transportation KW - Transit operating agencies KW - Transportation KW - Transportation operations UR - https://trid.trb.org/view/1231513 ER - TY - ABST AN - 01463283 TI - Guidebook for Energy Facilities Compatibility with Airports and Airspace AB - Projected demand for energy will increase in the upcoming years requiring the development of new or expanded energy sources. Recognizing the need to significantly increase energy production and transmission infrastructure, energy stakeholders must consider aviation safety and airport safety concerns. The Federal Aviation Administration (FAA) recently published the Technical Guidance for Evaluating Selected Solar Technologies on Airports (November 2010). The Airport Cooperative Research Program (ACRP) Synthesis 28: Investigating Safety Impacts of Energy Technologies on Airports and Aviation takes another step in describing how various energy technologies affect airports. Initial findings and discussions with experts suggest, though, that the scope of the safety impacts may be greater, extending far beyond the immediate airport environs. Research is needed to further evaluate the safety effects that energy technologies may have on the air transportation system, (including aircraft in flight and on and off the airport environment) and to develop best practices to address such effects. The objective of this research is to produce a guidebook, supported by empirical evidence, that provides best practices for aviation safety associated with planning, developing and constructing energy production and transmission technologies at and around airports. The guidebook should include at a minimum: (1) A review of FAA guidance, related ACRP and other research, and relevant federal and state regulations. Acknowledge any overlap, such as FAA and Federal Energy Regulatory Commission regulations; (2) Descriptions of different types of energy technologies that could be installed in and around airports, including but not limited to, solar, wind, power generation plants, oil and gas drilling, and electricity transmission lines and towers; (3) Best practices and guidelines for a wide range of types and sizes of airports compatible with air transportation systems, for all airspace, including special use airspace, both on and off airports; and (4) Design and siting or location guidelines for each of these types of energy technologies, in order to mitigate and minimize the impact on aviation, such as, height and distance criteria for wind turbines, distance and angular criteria for solar panels, and thermal plume effects on aviation operations. KW - Airports KW - Aviation safety KW - Best practices KW - Energy resources KW - Landside operations (Airports) KW - Solar energy KW - Wind power generation UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=3243 UR - https://trid.trb.org/view/1231509 ER - TY - RPRT AN - 01454156 AU - Pierce, Charles E AU - Gassman, Sarah L AU - Ray, Richard P AU - University of South Carolina, Columbia AU - South Carolina Department of Transportation AU - Federal Highway Administration TI - Geotechnical Materials Database for Embankment Design and Construction PY - 2011/12/01/Final Report SP - 81p AB - This project was focused on the assimilation of engineering properties of borrow soils across the state of South Carolina. Extensive data on soils used for embankment construction were evaluated and compared within Group A (Piedmont) and Group B (Coastal Plain) soil deposits. A geotechnical materials database was constructed using three main sources of information: 1) review and synthesis of available soils information from 197 borrow pits gathered from the South Carolina Department of Transportation (SCDOT) Engineering Districts; 2) experimental testing of representative field samples of soils from 17 known borrow sources to determine the physical, mechanical, and chemical properties of these soils; and 3) triaxial compression test results from soil samples of existing embankments, based on a thorough review and synthesis of multiple project reports supplied by SCDOT. The geographical and geotechnical data for all of the identified borrow sources were compiled into a master spreadsheet using Microsoft® Excel. KW - Borrow material KW - Borrow pits KW - Databases KW - Embankments KW - Geotechnical engineering KW - Soil compaction test KW - Soil mechanics KW - Soil tests KW - South Carolina UR - http://www.clemson.edu/t3s/scdot/pdf/projects/670_FinalReport.pdf UR - http://ntl.bts.gov/lib/46000/46200/46241/SPR_670.pdf UR - https://trid.trb.org/view/1220257 ER - TY - RPRT AN - 01570516 AU - Wang, Shentang AU - Brandes, Horst G AU - Robertson, Ian N AU - University of Hawaii, Manoa AU - Hawaii Department of Transportation AU - Federal Highway Administration TI - Constitutive and Numerical Modeling of Soil and Soil-Pile Interaction for 3D Applications and Kealakaha Stream Bridge Case Study PY - 2011/12//Final Report SP - 211p AB - This study is concerned with developing new modeling tools for predicting the response of the new Kealakaha Stream Bridge to static and dynamic loads, including seismic shaking. The bridge will span 220 meters, with the deck structure being curved and sloped. In addition, the piers will be resting on opposite sides of a very deep gulch. As a result, conventional two-dimensional modeling is considered inadequate and a full three-dimensional approach to address the soil-structure interaction problem becomes necessary. The difficulty with carrying out such a comprehensive modeling effort lies, in part, on the enormous computational resources that are necessary to achieve even a moderate degree of prediction detail. Thus a computationally efficient numerical technique becomes essential. This study focuses on developing specific formulation improvements that should provide substantial computational savings and improved predictions for general finite and infinite element numerical codes. The platform that is embraced in this study is the open source code OpenSees, which is rapidly becoming the framework of choice in the earthquake engineering community for complex soil-structure interaction problems. A number of advanced constitutive soil models and miscellaneous coding improvements have been incorporated into OpenSees. It is expected that the findings of this study should lead to a computational resource that will be able to provide useful predictions for the new Kealakaha bridge and other similar bridge structures. As part of this study, a generalized integration formulation is presented in tensorial form for 3D elastoplastic problems. Two special cases of this generalized formulation, the well known implicit and explicit integration schemes, are compared for four specific soil models with regard to accuracy and efficiency. A 20-node reduced-integration brick element is implemented for this purpose. The findings provide useful guidelines for selection of particular integration schemes for nonlinear 3D problems. KW - Bridge foundations KW - Case studies KW - Computational efficiency KW - Earthquake resistant design KW - Kealakaha Stream Bridge KW - Mathematical models KW - Open System for Earthquake Engineering Simulation (OpenSees) KW - Soil structure interaction UR - http://ntl.bts.gov/lib/55000/55100/55109/Constitutive_and_Numerical_Modeling_of_Soil_and_Soil-Pile_Interaction_for_3D_Applications_and_Kealakaha_Stream_Bridge_Case_Study_Final_Repo.pdf UR - https://trid.trb.org/view/1361252 ER - TY - RPRT AN - 01548663 AU - Crowson, Ginny AU - Jackels, Jon AU - Athey Creek Consultants AU - Michigan Department of Transportation AU - Federal Highway Administration TI - Design and Evaluation Guidance for Intersection Conflict Warning Systems (ICWS) PY - 2011/12//Final Report SP - 27p AB - Intersection crashes continue to represent a significant share of transportation fatalities and serious injuries throughout the country. In addition to intersection lighting, signing and geometric improvements, organizations have turned to Intelligent Transportation Systems (ITS) as another tool for improving safety. Over the past several years, a variety of mainline and cross street oriented intersection conflict warning systems (ICWS) have been developed and tested in many states across the country. Some systems have been developed using local expertise, while others have been supported by the U.S. Department of Transportation (USDOT) Cooperative Intersection Collision Avoidance Systems program. No specific guidance has been available for these systems in regard to placement, size, messaging, failsafe, etc. This has resulted in a fairly broad range of approaches and with the states’ growing experience there is now an opportunity to work together in moving toward standardization. Bringing together organizations that have developed and deployed ICWS, the purpose of this project was to develop a consistent approach for more uniform deployment and further evaluation of ICWS, and to recommend preliminary guidance for Manual on Uniform Traffic Control Devices (MUTCD) consideration. This work was initiated through a webinar and two in-person workshops. Participants included ENTERPRISE pooled fund states, other states that have deployed systems, the Federal Highway Administration (FHWA), the National Committee on Uniform Traffic Control Devices (NCUTCD), the American Association of State Highway and Transportation Officials (AASHTO) and the National Association of County Engineers (NACE). Based on the information assembled, this guidance provides technical insight and recommended practice for the design and evaluation of ICWS. KW - Crash avoidance systems KW - Design KW - Evaluation KW - Intelligent transportation systems KW - Intersections KW - Manual on Uniform Traffic Control Devices KW - Recommendations KW - Traffic conflicts KW - Workshops UR - http://enterprise.prog.org/Projects/2010_Present/developingconsistencyIWS/Design_and_Eval_Guidance/Guidance%20for%20ICWS%20Version%201-122011.pdf UR - https://trid.trb.org/view/1333230 ER - TY - RPRT AN - 01543898 AU - Pinarowicz, Jill AU - Cade, Jessica AU - Lange, Robin AU - Hedman, Briana AU - Bondanza, Allison AU - Sherry, Patrick AU - National Center for Intermodal Transportation AU - Research and Innovative Technology Administration TI - Identification of Barriers to the Recruitment & Retention of Women Intermodal Transportation Workers PY - 2011/12 SP - 15p AB - The Bureau of Labor Statistics reports that as of 2009, women comprised 46.8 percent of the total United States labor force. The female workforce is projected to account for 46.9 percent of the total labor force in 2018 and is expected to contribute the majority 51.2 percent of the increase in total labor growth between 2008 and 2018 (United States Department of Labor Women’s Bureau). However, there are sectors of labor in which gender inequality on the account of women is still prevalent. Women comprise only 24.5 percent of the transportation industry. As of 2008, only 10.4 percent of all civil engineers in the United States were women. In transportation and modal occupations, which includes baggers and stock handlers to positions of bus driver and pilots, the percentage of full-time employed female transportation workers totaled only 13 percent in 2009 (Department of Labor Bureau). In the present year of 2011, men still greatly disproportionally hold the jobs within the transportation industry. Within the next 15 to 20 years, the transportation industry is projected to face a staffing shortage at all levels of the industry due to an aging workforce and failure to recruit new employees at the rate of projected retirement (Sussman, 1999). Most administrators agree that there is a necessity to attract and develop highly qualified professionals in order to address these needs. Based on demographic surveys it is clear that women are underrepresented in the transportation industry and are potentially an untapped resource for future labor. For unknown reasons, women are reluctant to start or maintain a career in the transportation industry. This study was based on the notion that an in-depth exploration of their experience might enlighten industry professionals about what approaches are best for recruiting and retaining women in the transportation industry. In addition, this study is to determine how women in the transportation industry experience the workplace and what, if any barriers they encounter in a male dominated industry. Understanding what keeps women in their current positions or what misgivings they may have had about entering the transportation industry will be necessary to market entry into the field to a new generation of women. KW - Barriers (Challenges) KW - Females KW - Intermodal transportation KW - Labor force KW - Personnel retention KW - Personnel shortages KW - Professional personnel KW - Recruiting UR - http://www.ncit.msstate.edu/NCIT%20Reports/2008_10_Pinarowicz%20Cade%20-%20Barriers%20to%20women%20in%20transportation.pdf UR - https://trid.trb.org/view/1332050 ER - TY - RPRT AN - 01534780 AU - Lombard, Brian AU - Kubiczki, John AU - New Hampshire Department of Transportation AU - Federal Highway Administration TI - Synthesis of Wood Treatment Alternatives for Timber Railroad Structures PY - 2011/12//Final Report SP - 26p AB - A wealth of information exists on various wood preservatives, treatment techniques, curing practices, and other engineered controls, along with alternative materials for replacement. This study was initiated to review and synthesize available information so that future bridge timber work could be completed in a manner that would optimize performance while eliminating damage to the environment. This project was triggered by dripping creosote from the Frankenstein Trestle within an environmentally sensitive area. Of the seven products evaluated, two are recommended for railroad bridge timbers: Copper Naphthenate and Creosote. Copper Naphthenate is commonly used in other jurisdictions, especially over sensitive aquatic environments and where preservative drippage is a concern. The product has low toxicity, is not listed as a restricted-use pesticide (RUP) by the U.S. Environmental Protection Agency (EPA), and has shown equal or superior performance compared to creosote or pentachlorophenol. State departments of transportation (DOTs), including Iowa and Minnesota, specify Copper Naphthenate for replacement and renovation of wooden bridges. Its only disadvantage is a limited supply of product currently. Creosote-treated wood has proven its effectiveness and longevity. To minimize potential issues, best management practices (BMPs) are required. These include specification of the correct retention rate for the wood species and type of use, specification of the empty-cell process, and the use of expansion baths for post-treatment. Only straight creosote or a 75/25 creosote/petroleum solution should be specified. As a result of this study, the New Hampshire DOT’s specifications for railroad bridge timbers have been modified to reflect improved standards for preservatives, including treatment techniques and post-treatment procedures. In order to optimize performance while mitigating environmental concerns, a series of BMPs covering the design, purchase, delivery, handling, installation, and inspection of timbers are also being incorporated into future projects. It is expected that these recommendations will be incorporated into wooden highway structures as well. KW - Best practices KW - Copper naphthenate KW - Creosote KW - Environmental impacts KW - New Hampshire KW - New Hampshire Department of Transportation KW - Railroad bridges KW - Railroad ties KW - Railroad tracks KW - Specifications KW - Wood preservatives KW - Wood ties KW - Wooden bridges UR - http://www.nh.gov/dot/org/projectdevelopment/materials/research/projects/documents/FHWA-NH-RD-15680i.pdf UR - https://trid.trb.org/view/1320444 ER - TY - RPRT AN - 01516393 AU - Varner, Robert L AU - Burns Cooley Dennis, Incorporated AU - Mississippi Department of Transportation AU - Federal Highway Administration TI - Variability of Cement-Treated Layers in MDOT Road Projects PY - 2011/12//Draft Final Report SP - 225p AB - The Mississippi Department of Transportation (MDOT) revised the specifications for cement-treated bases between the 1990 and 2004 editions of “Mississippi Standard Specifications for Road and Bridge Construction.” The required compressive strength of laboratory specimens was reduced in an effort to reduce shrinkage cracking in the cement-treated layer. The compaction effort of the in-place cement-treated base was increased to produce a stronger layer. These significant changes impact in-place properties and performance of the cement-treated base. Prior to this research, the author is not aware of any field studies that have been conducted to determine how these changes affected in-place properties. This research documents field and laboratory testing of two MDOT road projects. Findings were compared to project specifications and cement-treated base property variability was calculated and graphically illustrated. KW - Base course (Pavements) KW - Cement KW - Compressive strength KW - Cracking KW - Field studies KW - Laboratory tests KW - Mississippi Department of Transportation KW - Pavement layers KW - Specifications UR - http://mdot.ms.gov/documents/research/Reports/Interim%20and%20Final%20Reports/State%20Study%20227%20-%20Variability%20of%20Cement-Treated%20Layers%20in%20MDOT%20Road%20Projects.pdf UR - https://trid.trb.org/view/1300318 ER - TY - RPRT AN - 01506076 AU - Lemon, Bob AU - Commuri, Sesh AU - Haskell Lemon Construction Company AU - Federal Highway Administration TI - Intelligent Asphalt Compaction Analyzer PY - 2011/12//Final Report SP - 78p AB - This report describes the evaluation of the Intelligent Asphalt Compaction Analyzer (IACA) during the compaction of asphalt pavements. The IACA consists of sensors to measure the location and vibrations of the roller, an infrared sensor to monitor the mat temperature, and a display to provide the roller operator the estimated pavement density in real-time. The IACA also has built-in features to display vital compaction information like coverage and as-built density for the operator to monitor the progress during compaction. During the report period (2008-2010), independent contractors evaluated the IACA during the construction of both full-depth and overlays of asphalt pavements. A test protocol was developed to determine the short term, as well as the long term performance of the IACA. The evaluation was carried out by seven (7) participating contractors during the construction/remediation of the asphalt pavements across the United States. Roadway cores were extracted at randomly selected locations on the finished pavement and the density of the cores was measured using the AASHTO T-166 method. The validation of the IACA performance was performed by the comparison of the IACA estimated density with the density of the roadway cores at these random locations. The measurements from 180 roadway cores over the duration of the project showed that the IACA was able to estimate the density of the compacted pavement with a mean error of 0.1% (of the Theoretical Maximum Density) and a standard deviation of 0.8. Further, the estimation error had a 95% Confidence Interval of [-1.2 1.2], thereby indicating that the IACA is suitable for use as a contractor Quality/process Control tool during the construction of Asphalt Pavements. KW - Artificial intelligence KW - Asphalt pavements KW - Asphalt tests KW - Compaction KW - Evaluation KW - Neural networks KW - Paving KW - Sensors KW - Specimens KW - United States KW - Vibration UR - http://www.fhwa.dot.gov/hfl/partnerships/haskell/iaca/iaca.pdf UR - https://trid.trb.org/view/1280729 ER - TY - RPRT AN - 01488311 AU - Sloane, Robert AU - Hass, Dorothea AU - Carson, Rosa AU - Cutrufo, Joseph AU - Zanetta, Kate AU - Lacombe, Phil AU - Landman, Wendy AU - WalkBoston AU - Federal Transit Administration TI - Walking to Transit PY - 2011/12//2/2009-12/2011 SP - 67p AB - Using a real-life setting, WalkBoston’s project focused on developing and testing techniques to broaden the scope and range of public participation in transportation planning in a large neighborhood in Boston. The team explored methods of seeking out and talking with people who are seldom involved in the formal planning processes. The goal was to explore public participation techniques designed to elicit their opinions on the plans being developed by public agencies. KW - Boston (Massachusetts) KW - Public participation KW - Public transit KW - Transportation planning KW - Walking UR - http://www.fta.dot.gov/documents/FTA_Report_No.0031.pdf UR - https://trid.trb.org/view/1257239 ER - TY - RPRT AN - 01477800 AU - Silva, Jessica M S AU - Anderson, Marc A AU - Oliva, Michael G AU - Tejedor, M Isabel AU - National Center for Freight and Infrastructure Research and Education (CFIRE) AU - Research and Innovative Technology Administration TI - Nanoporous Thin-film Additives to Improve Precast Concrete Construction of Transportation Facilities PY - 2011/12//Final Report SP - 36p AB - The national transportation network contains a significant number of highway and railway bridges. This research is intended to transform the use of precast/prestressed materials in the transportation infrastructure. Specifically it examines how nanoporous thin-films create a new jointing mechanism between precast concrete bridge components. Mechanical testing was conducted from which it was determined that these thin-films can increase the bonding strength of grout in joints. Preliminary durability testing was performed and showed these thin-films help strengthen the jointed area. Lastly, scanning electron microscopy was used to help better define the mechanism by which the thin-films improved the bonding strength of grout to hardened concrete. KW - Admixtures KW - Bonding KW - Bridge members KW - Durability KW - Grout KW - Joints (Engineering) KW - Nanostructured materials KW - Precast concrete KW - Strength of materials UR - http://www.wistrans.org/cfire/documents/FR_CFIRE0313.pdf UR - https://trid.trb.org/view/1224931 ER - TY - SER AN - 01475695 JO - Research Results PB - Federal Railroad Administration AU - Allen, Leonard W AU - Federal Railroad Administration TI - Public Education and Enforcement Research Study - Macomb, IL, Analysis PY - 2011/12 SP - 4p AB - The Public Education and Enforcement Research Study (PEERS) was a collaborative effort of the U.S. Department of Transportation’s Federal Railroad Administration (FRA), the Illinois Commerce Commission, and three communities in the State of Illinois. The purpose of the project was to promote safety at highway-rail grade crossings by reducing incidents, injuries, and fatalities. FRA tasked the John A. Volpe National Transportation Systems Center (Volpe Center) with conducting a field operational test to determine the effectiveness of the education and enforcement programs. The focus of this study was to compare the results of the PEERS program in Macomb, IL, with the results in Arlington Heights, IL. The effectiveness of the PEERS activities was determined by counting the number of highway users that violated the crossing warning devices during three project phases. Cameras collected video images of the crossings when warning devices were activated. The findings from Macomb were not comparable to the results from Arlington Heights. Highway-user behavior in Macomb was unchanged during the study period. The different population demographics, characteristics of the crossings, and program activities likely contributed to the differing results. KW - Demographics KW - Field studies KW - Macomb (Illinois) KW - Railroad grade crossings KW - Railroad safety KW - Traffic characteristics KW - Traffic law enforcement KW - Traffic safety KW - Traffic safety education KW - Traffic violations KW - Video cameras UR - http://www.fra.dot.gov/Elib/Document/121 UR - https://trid.trb.org/view/1244643 ER - TY - RPRT AN - 01473297 AU - Keller, Gordon AU - Wilson-Musser, Sandra AU - Bolander, Pete AU - Barandino, Vincent AU - San Dimas Technology and Development Center AU - Department of Agriculture AU - Federal Highway Administration TI - Stabilization and Rehabilitation Measures for Low-Volume Forest Roads PY - 2011/12 SP - 333p AB - This low-volume road stabilization and rehabilitation guide has been developed to provide guidance and techniques for the many types of repairs and improvements made to forest roads. Since most of the low-volume road network already exists throughout the United States, emphasis is on stabilization, rehabilitation, and repair measures rather than new construction. This document will assist the Forest Service and other Federal, State, and local land management agencies road managers, transportation engineers, equipment operators, resource specialists, field personnel, and others who are involved in rehabilitation and stabilization of low-volume roads. This guide was developed by obtaining information that contains methodologies and project-specific data from national forests throughout the country. Problems and solutions discussed generally deal with these major themes: erosion Control; slope stabilization; roadway surface and subgrade stabilization; road surface and subsurface drainage; and stream and wet area crossings. KW - Best practices KW - Drainage KW - Erosion control KW - Forest roads KW - Highway maintenance KW - Low volume roads KW - Rehabilitation (Maintenance) KW - Slope stability KW - Surface course (Pavements) UR - http://www.fs.fed.us/t-d/php/library_card.php?p_num=1177%201801P UR - https://trid.trb.org/view/1243806 ER - TY - RPRT AN - 01473103 AU - Peterson, Karl R AU - Sutter, Lawrence AU - Anzalone, Jerry AU - Michigan Technological University, Houghton AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Reduction of Minimum Required Weight of Cementious Materials in Concrete Mixes PY - 2011/12//Final Report SP - 66p AB - This project was designed to explore the feasibility of lowering the cementitious materials content (CMC) used in Wisconsin concrete pavement construction. The cementitious materials studied included portland cement, fly ash, and ground granulated blast furnace slag. For the first phase, mixtures were prepared using the current Wisconsin Department of Transportation (WisDOT) aggregate grading specification. For the second phase, mixtures were prepared using an optimized (e.g. Shilstone) gradation. A variety of tests for fresh and hardened concrete were conducted to determine the viability of low CMC mixtures for use in concrete pavement. The research resulted in several successful low CMC concrete mixtures in terms of workability, strength, and durability. Many unsuccessful low CMC concrete mixtures were also produced. The analysis of the data suggests a practical minimum CMC of 5.0 sacks/yd3 for concrete. However, successful mixtures containing fly ash were achieved at the CMC levels of 4.0 sacks/yd3 and 4.5 sacks/yd3. The same minimum CMC limits were established in both the first and second phases of the research, regardless of the change in aggregate gradation. KW - Admixtures KW - Concrete pavements KW - Durability KW - Fly ash KW - Portland cement KW - Slag KW - Strength of materials KW - Workability UR - http://wisdotresearch.wi.gov/wp-content/uploads/WisDOT-WHRP-project-0092-08-08-final-report.pdf UR - https://trid.trb.org/view/1239125 ER - TY - RPRT AN - 01473057 AU - Harris, Devin K AU - Ahlborn, Theresa M AU - Mears, Kevin AU - Gheitasi, Amir AU - Michigan Technological University AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Evaluation of Constructed, Cast-in-Place (CIP) Piling Properties PY - 2011/12//Final Report SP - 133p AB - Closed-end, round, cast-in-place (CIP) tubular friction piles are commonly used in bridge and retaining wall structures in the State of Wisconsin. Installation of CIP piles is typically performed by the contractor according to specified bearing capacities in the construction plans. These CIP piles have historically been installed at depths ranging from 30 ft. to 120 ft., with nominal diameters between 10-3/4 in. and 14 in. and shell thicknesses between 1/4 in. and 3/8 in. In this study, a series of field-cast piles are investigated both experimentally and numerically to assess their structural capacity. The evaluation consisted of testing stub sections of pile with varying diameters (10-3/4 in., 12-3/4 in.), wall thicknesses (0.375 in., 0.5 in.) under various states of stress. The focus was on the axial capacity, the bond capacity and the compressive strength of the core material. KW - Axial compression KW - Bond strength (Materials) KW - Bridges KW - Cast in place structures KW - Compressive strength KW - Piles (Supports) KW - Retaining walls KW - Wisconsin UR - http://wisdotresearch.wi.gov/wp-content/uploads/WisDOT-WHRP-project-0092-09-04-final-report-part-1.pdf UR - http://wisdotresearch.wi.gov/wp-content/uploads/WisDOT-WHRP-project-0092-09-04-final-report-part-2.pdf UR - https://trid.trb.org/view/1239126 ER - TY - RPRT AN - 01472479 AU - Kim, Yong-Woo AU - El-Anwar, Omar AU - Ahmed, Kamal M AU - Houston, Michael AU - University of Washington, Seattle AU - University of Washington, Seattle AU - Transportation Northwest Regional Center X (TransNow) AU - Washington State Department of Transportation AU - Washington State Transportation Center AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - The Relationship Between Delivery Processes and Transportation Projects Performance PY - 2011/12//Final Report SP - 41p AB - Close collaboration among stakeholders has long been recognized as an important factor of a successful project. In today’s climate of heightened focus on sustainability, collaboration needs to be taken to a new level in the design and construction process. This research investigates the issue of collaboration in light of project delivery system for transportation projects. The research tested three different methods (i.e., multi-regression, generic algorithm, and step-wise method) to identify relationship between project delivery process and project outcomes. Taking into account r-square and p-value the authors concluded that the step-wise method with significant variables provided reliable results on environments and community results. The expertise and alignment of objectives among project delivery process factors were the most significant input variables for a successful Environmental outcome in this model. The analysis also shows that contractor’s involvement and information sharing are important for successful community projects. Researchers developed best practices with associated factors and outcomes using above-mentioned qualitative as well as quantitative analysis. The best practices are (1) Alignment of cultures amongst organizations is key to achieving environmental goals and (2) Engaging stakeholders, particularly the General Contractor, early in the project process results in effectively managed projects. The associated factors used in the quantitative analysis with relevant project outcomes were identified on each of two important practices identified in the qualitative analysis. Through the research findings, researchers learned that some factors and associated best practices have statistical relations with project outcomes (i.e., environments and community results). The research results may provide clients of public transportation projects an insight on practices and areas to be improved and enriched toward more environmental-friendly as well as community-friendly projects. KW - Algorithms KW - Best practices KW - Construction projects KW - Contractors KW - Cooperation KW - Infrastructure KW - Project delivery KW - Project management UR - http://ntl.bts.gov/lib/46000/46200/46257/TNW2012-06_Understanding_collaboration_environments__Relationship_between_delivery.pdf UR - https://trid.trb.org/view/1239166 ER - TY - RPRT AN - 01472085 AU - Appiah, Justice AU - Naik, Bhaven AU - Rilett, Laurence R AU - Chen, Yifeng AU - Kim, Seung-Jun AU - University of Nebraska, Lincoln AU - Nebraska Department of Roads AU - Federal Highway Administration TI - Development of a State of the Art Traffic Microsimulation Model for Nebraska PY - 2011/12//Final Report SP - 79p AB - The main objective of this research was to develop a state-of-the-art microsimulation model for the Nebraska State Highway System which can be used by Nebraska Department of Roads (NDOR) designers, planners and traffic engineers. Because accurately and efficiently modeling traffic flow characteristics, driver behavior, and traffic control operations is critical for obtaining realistic microsimulation results, the model was calibrated to Nebraska conditions. In addition, the model is designed so that a wide range of applications can be analyzed. The network consisted of 200 miles of roadway including 102 miles of Interstate 80 between York, NE and Omaha, NE; 49 miles of US Highway 6 between Lincoln, NE and Omaha; NE and 20 miles of State Highway 2 between Lincoln, NE and Palmyra, NE. All major highways and arterial roadways that crossed perpendicular to the network roads were included. These cross streets were modeled to a distance of approximately half a mile or to the first traffic signal. Supply data, including number of lanes, speed limit, lane width, traffic signal timings, etc. were obtained from various state and local agencies. Demand data was estimated from empirical traffic data. The microsimulation model VISSIM, version 5.2, was used in this project and the model was calibrated to empirical traffic data. KW - Behavior KW - Drivers KW - Highway traffic control KW - Microsimulation KW - Nebraska KW - State highways KW - Traffic flow KW - Traffic models KW - Traffic simulation UR - http://ne-ltap.unl.edu/Documents/NDOR/Dev_Traffic_Model_NE.pdf UR - https://trid.trb.org/view/1239509 ER - TY - RPRT AN - 01470842 AU - Darrow, Margaret M AU - Huang, Scott L AU - Obermiller, Kyle AU - Alaska University Transportation Center AU - Research and Innovative Technology Administration TI - A Study of Unstable Slopes in Permafrost Areas: Alaskan Case Studies Used as a Training Tool PY - 2011/12//Final Report SP - 14p AB - This report is the companion to the PowerPoint presentation for the project “A Study of Unstable Slopes in Permafrost: Alaskan Case Studies Used as a Training Tool.” The objectives of this study are 1) to provide a comprehensive review of literature on unstable soil and/or weathered rock slopes in permafrost areas, and 2) to summarize three case studies of key historic and/or ongoing unstable soil slopes in permafrost in the Alaska Department of Transportation and Public Facilities’ Northern Region. KW - Alaska KW - Case studies KW - Erosion KW - Literature reviews KW - Permafrost KW - Rock slopes KW - Slope failure KW - Slope stability KW - Unstable soil UR - http://ine.uaf.edu/autc/files/2013/01/UnstableSoilSlopes_FINAL_REPORT.pdf UR - https://trid.trb.org/view/1238502 ER - TY - RPRT AN - 01456905 AU - Appiah, Justice AU - Rilett, Laurence R AU - Wu, Zifeng AU - University of Nebraska, Lincoln AU - Nebraska Department of Roads AU - Mid-America Transportation Center AU - Federal Highway Administration AU - Federal Transit Administration AU - Research and Innovative Technology Administration TI - Evaluation of NDOR’s Actuated Advance Warning Systems PY - 2011/12//Final Report SP - 123p AB - Driver behavior within the dilemma zone can be a major safety concern at high-speed signalized intersections. The Nebraska Department of Roads (NDOR) has developed and implemented an actuated advance warning (AAW) dilemma zone protection system. Although these systems have received positive reviews from the public, and commercial vehicle operators in particular, there has been no comprehensive analysis of their effects on safety and traffic operations. The focus of this research was to conduct a quantitative study to ascertain the efficacy of the NDOR advance warning system. First, crash records from before and after the implementation of the system at 26 intersections were compared. In addition, 29 control intersections were used to compare crash rates over time, and a fully Bayesian technique was employed to ensure that no exogenous variables affected the study. Results of the safety analysis were promising (a 43.6% reduction in right-angle crashes) and suggested that the use of the system should be encouraged as an effective safety treatment for the dilemma zone problem at high-speed signalized intersections. Second, a non-intrusive data collection system was used to monitor traffic and to collect a continuous stream of data up to 1,000 ft upstream of the stop line at two high-speed signalized intersections equipped with the system. The results suggested that the system was effective at alerting drivers to the impending end of the green signal; approximately 78% of drivers observed in this study either maintained their speeds or slowed down when the signs began to flash. It was also found that the number of vehicles in their dilemma zones when the signal indication changed from green to amber was 77.2% smaller than the number that would have been expected if the NDOR AAW system had not been installed. Finally, a modeling framework was developed that could be used to perform consistent, detailed analyses of these systems. Results from two demonstration studies indicated that the proposed procedure had potential for studying these systems in a microsimulation environment. KW - Before and after studies KW - Crash rates KW - Dilemma zone KW - Highway safety KW - Nebraska KW - Right angle crashes KW - Signalized intersections KW - Warning systems UR - http://drivingassessment.uiowa.edu/DA2005/PDF/49_TalleahAllenformat.pdf UR - https://trid.trb.org/view/1224018 ER - TY - RPRT AN - 01455831 AU - Long, Suzanna AU - Qin, Ruwen AU - Elmore, Curt AU - Ryan, Tom AU - Schmidt, Sean AU - Missouri Department of Transportation AU - Federal Highway Administration TI - LED Roadway Luminaires Evaluation (TRyy1101) - Final Report PY - 2011/12//Final Report SP - 117p AB - This research explores whether LED roadway luminaire technologies are a viable future solution to providing roadway lighting. Roadway lighting enhances highway safety and traffic flow during limited lighting conditions. The purpose of this evaluation study is to determine the feasibility of transitioning from standard high pressure sodium (HPS) roadway luminaire to LED roadway luminaire on the Missouri Department of Transportation (MoDOT) maintained highway system. This study includes performance evaluations, a feasibility analysis and a potential transition replacement program. KW - Cost effectiveness KW - Energy consumption KW - Feasibility analysis KW - Life cycle costing KW - Light emitting diodes KW - Luminaires KW - Performance KW - Street lighting KW - Technology assessment UR - http://library.modot.mo.gov/RDT/reports/TRyy1101/cmr12011tryy1101.pdf UR - http://ntl.bts.gov/lib/46000/46900/46976/cmr12011tryy1101.pdf UR - https://trid.trb.org/view/1223597 ER - TY - RPRT AN - 01454106 AU - Hulsey, J Leroy AU - Horzdovsky, Jacob E AU - Davis, Duane AU - Yang, Zhaohui Joey AU - Li, Qiang AU - University of Alaska, Fairbanks AU - University of Alaska, Anchorage AU - Alaska University Transportation Center AU - Alaska Department of Transportation and Public Facilities AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Seasonally Frozen Soil Effects on the Seismic Performance of Highway Bridges PY - 2011/12//Final Report SP - 178p AB - Permafrost degradation in regions of high seismic activity increases the potential for soil liquefaction, which can be a serious threat to transportation and utility infrastructure, as many professionals observed during the November 2002 Denali Earthquake (magnitude Mw 7.9). This project conducted laboratory studies to investigate the liquefaction resistance of frozen and seasonally frozen ground. Researchers examined how soil liquefaction is influenced by freeze-thaw cycles throughout the year, and how liquefaction is influenced by temperature distribution in degrading permafrost. The results of this study will help establish criteria for liquefaction susceptibility in melting permafrost and soils that regularly undergo freeze-thaw cycles. KW - Alaska KW - Freeze thaw cycles KW - Frozen soils KW - Highway bridges KW - Liquefaction KW - Permafrost KW - Seasonally frozen ground KW - Seismic performance KW - Seismicity UR - http://ine.uaf.edu/autc/files/2011/03/YangSlides_SeasonalFrost_Fall2009.pdf UR - http://ntl.bts.gov/lib/46000/46100/46194/107014.-Hulsey-Yang.Dec_.2011.pdf UR - http://ntl.bts.gov/lib/46000/46400/46469/107014._Hulsey-Yang.Dec.2011.pdf UR - https://trid.trb.org/view/1218387 ER - TY - RPRT AN - 01454035 AU - Guerre, Joseph AU - Groeger, Jonathan AU - Van Hecke, Sam AU - Simpson, Amy AU - MACTEC Engineering and Consulting, Incorporated AU - Cambridge Systematics, Inc. AU - Federal Highway Administration TI - Improving FHWA’s Ability to Assess Highway Infrastructure Health, National Meeting Report PY - 2011/12//Final Report SP - 22p AB - The FHWA in coordination with AASHTO conducted a study to define a consistent and reliable method to document infrastructure health with a focus on pavements and bridges on the Interstate System, and to develop a framework for tools that can provide FHWA and State DOTs ready access to key information that will allow for better and more complete assessments of infrastructure health nationally. This report summarizes the proceedings of a national meeting entitled, “AASHTO/FHWA Workshop on the Highway Infrastructure Health Assessment Study.” This workshop provided an opportunity for senior-level State department of transportation (DOT) stakeholders to provide input into national performance measures for pavements and bridges and identify challenges and implementation issues. The results of this Workshop including a summary of discussions related to proposed pavement and bridge condition and health metrics are contained in this report. KW - Bridges KW - Condition surveys KW - Interstate highways KW - Pavement performance KW - Performance measurement KW - State highways KW - Structural health monitoring KW - Transportation infrastructure UR - http://www.fhwa.dot.gov/asset/health/workshopreport.pdf UR - http://ntl.bts.gov/lib/46000/46100/46183/Improving_FHWA_s_ability_to_assess_highway_infrastructure_health_Natl_Mtg_Rpt.pdf UR - https://trid.trb.org/view/1220242 ER - TY - RPRT AN - 01454017 AU - Proctor, Gordon D AU - Varma, Shobna AU - Hooks, John M AU - Gordon Proctor and Associates, Incorporated AU - National Center for Pavement Preservation AU - StarIsis Corporation AU - Federal Highway Administration TI - Proceedings of the 2011 National Bridge Management, Inspection and Preservation Conference: Beyond the Short Term PY - 2011/12//Draft Report SP - 131p AB - This report summarizes the proceedings of the National Bridge Management, Inspection and Preservation Conference held November 1 and 2, 2011, in St. Louis, Missouri. The conference included tracks on bridge management, inspection and preservation with an emphasis upon how all three interrelated disciplines can collaborate to improve the long-term performance of the nation's highway bridges with the conference theme being beyond the short term. KW - Asset management KW - Bridge management systems KW - Bridges KW - Inspection KW - Preservation UR - http://www.fhwa.dot.gov/bridge/preservation/events/2011nbmip.pdf UR - https://trid.trb.org/view/1220258 ER - TY - RPRT AN - 01449566 AU - Federal Highway Administration TI - 2011 Traffic Incident Management National Analysis Report: Executive Summary PY - 2011/12 SP - 18p AB - The Traffic Incident Management Self-Assessment (TIM SA) was developed by the Federal Highway Administration (FHWA) as a benchmarking tool for evaluating TIM program components and overall TIM program success. Through the TIM SA, State and local TIM program managers are able to assess progress and identify areas for improvement at State and local levels. Similarly, analysis of the aggregated TIM SA results allows FHWA to identify program gaps and better target TIM program resources. The 2011 TIM SA had a record number of assessments submitted, a total of 93 locations completed a TIM SA for inclusion in the national analysis. The 34 questions were grouped into three sections: Strategic, Tactical, and Support. The questions in the Strategic section asked respondents to rate progress in how the TIM program is organized, resourced, supported, and sustained. The questions in the Tactical section focused on the policies and procedures used by field personnel when responding to incidents. The questions in the Support section focused on the tools and technologies enabling improved incident detection, response, and clearance. KW - Benchmarks KW - Incident management KW - Performance measurement KW - Self assessments KW - Traffic incidents UR - http://www.atri-online.org/reports/final_tim_sa_ex_sum_2011.pdf UR - https://trid.trb.org/view/1215782 ER - TY - RPRT AN - 01449515 AU - Garlich, Mike AU - Miller, Steve AU - Collins Engineers, Incorporated AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Development of a Bridge Construction Live Load Analysis Guide PY - 2011/12//Final Report SP - 106p AB - This project was sponsored through the Wisconsin Highway Research Program and its Structure Technical Oversight Committee. The objective of this research was to develop a guide for the analysis of construction loads with and without traffic live loads on permanent bridge structures, including construction of new bridges and rehabilitation of existing bridges. The research also developed specification language indicating the responsibilities of all parties involved to address loads and ensure that structures are not overstressed. KW - Bridge construction KW - Bridges KW - Construction loads KW - Live loads KW - Loads KW - Oversize loads KW - Overweight loads KW - Rehabilitation (Maintenance) KW - Wisconsin UR - http://wisdotresearch.wi.gov/wp-content/uploads/WisDOT-WHRP-project-0092-10-13-final-report.pdf UR - http://ntl.bts.gov/lib/46000/46100/46133/WisDOT-WHRP-project-0092-10-13-final-report.pdf UR - https://trid.trb.org/view/1215915 ER - TY - RPRT AN - 01448673 AU - Thomas, M D A AU - Fournier, B AU - Folliard, K J AU - Resendez, Y A AU - Transtec Group, Incorporated AU - Federal Highway Administration TI - Alkali-Silica Reactivity Field Identification Handbook PY - 2011/12//Final Report SP - 80p AB - Two types of alkali-aggregate reaction (AAR) are currently recognized depending on the nature of the reactive mineral; these are alkali-silica reaction (ASR) and alkali-carbonate reaction (ACR). Both types of reaction can result in expansion and cracking of concrete elements, leading to a reduction in the service life of concrete structures. This handbook serves as an illustrated guide to assist users in detecting and distinguishing ASR in the field from other types of damages. KW - Alkali aggregate reactions KW - Alkali silica reactions KW - Concrete KW - Durability KW - Reactive aggregates KW - Service life UR - http://www.fhwa.dot.gov/pavement/concrete/asr/pubs/hif12022.pdf UR - https://trid.trb.org/view/1216060 ER - TY - SER AN - 01447526 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Wolters, Angela AU - Zimmerman, Kathryn AU - Schattler, Kerrie AU - Rietgraf, Ashley AU - University of Illinois, Urbana-Champaign AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Implementing Pavement Management Systems for Local Agencies – State-of-the-Art/State-of-the-Practice Synthesis PY - 2011/12//Research Report IS - 11-094 SP - 99p AB - Pavement management systems have proven to be an effective tool for management of large state and metropolitan pavement networks. Although smaller agencies no doubt have similar operational and organizational needs and face the same general challenges as larger agencies, there are still many county and municipal agencies in Illinois that have not implemented pavement management systems. Regardless of whether this is due to the lack of adequate resources to establish the initial database and set up the system, or whether there is a general lack of technical expertise to implement the program, local agencies are in need of a methodology for effectively managing the various components of their pavement network. As a part of this research two documents were produced including a state-of-the-art/state-of-the-practice synthesis and a set of guidelines to assist local agencies in selecting and implementing a pavement management system that is suitable for their needs. This synthesis document provides details on pavement management systems in terms of data collection methodologies and rating systems, software programs, and local agency implementations in the U.S. Also documented are the results of a current practice survey disseminated to local agencies in Illinois, as well as case studies of selected agencies in Illinois that have a pavement management system implemented in their jurisdictions. KW - Data collection KW - Illinois KW - Implementation KW - Local government agencies KW - Pavement management systems KW - State of the art KW - State of the practice UR - https://apps.ict.illinois.edu/projects/getfile.asp?id=3053 UR - https://trid.trb.org/view/1214455 ER - TY - RPRT AN - 01446296 AU - Standridge, Charles R AU - Khasnabis, Snehamay AU - Michigan Ohio University Transportation Center AU - Grand Valley State University AU - Wayne State University AU - Michigan Department of Transportation AU - Research and Innovative Technology Administration AU - Federal Highway Administration TI - Traffic Simulation in Regional Modeling: Application to the Toledo Sea Port PY - 2011/12//Interim Report SP - 13p AB - A small team of university-based transportation system experts and simulation experts has been assembled to develop, test, and apply an approach to assessing road infrastructure capacity using micro traffic simulation supported by publicly available data in partnership with personnel of the Toledo Sea Port and the Toledo Metropolitan Area Council of Governments. Application activities focused on the arterial road infrastructure connecting the Toledo Sea Port to the interstate highway system via Interstate 280. Data was gathered from the Toledo Metropolitan Area Council of Governments and the Ohio Department of Transportation. A micro traffic simulation model was developed using the commercial software product AIMSUN. Multiple simulation experiments were conducted to find and propose relief for traffic bottlenecks. Simulation results showed that publicly available data was sufficient to support modeling and assessment activities. The road infrastructure was seen to have sufficient capacity to support truck movement between Interstate 280 and the seaport. The primary bottleneck was identified as the single entrance lane at the seaport security post. Adding a second lane would relieve the entrance bottleneck but cause a new bottleneck at the exit security post. The latter could be relieved by a second lane as well. In addition, additional truck unloading and loading capacity could be required under small, approximately 30%, increases in volume. KW - Arterial highways KW - Bottlenecks KW - Highway capacity KW - Interstate 280 KW - Toledo Sea Port KW - Traffic simulation KW - Truck traffic UR - http://mioh-utc.udmercy.edu/research/ts-41/pdf/MIOH_UTC_TS41p1_2011-Interim_Rpt_Traffic_Simulation_in_Regional_Modeling.pdf UR - https://trid.trb.org/view/1213869 ER - TY - RPRT AN - 01446057 AU - Federal Highway Administration TI - Highway Traffic Noise: Analysis and Abatement Guidance PY - 2011/12 SP - 75p AB - Some of the most pervasive sources of noise in the environment come from transportation systems. Highway traffic noise is a dominant noise source in urban and rural environments. In response to the problems associated with highway traffic noise, the United States Code of Federal Regulations Part 772 (23 CFR 772), "Procedures for Abatement of Highway Traffic Noise and Construction Noise," establishes standards for abatement of highway traffic noise. The purpose of this document is to provide Federal Highway Administration (FHWA) guidance for the applying 23 CFR 772 in the analysis and abatement of highway traffic noise. Following this guidance is strictly voluntary. It is based on lessons learned and best practices and does not constitute the establishment of an FHWA standard. Not all studies are the same; therefore this guidance is intended to be non‐prescriptive, and its application flexible and scalable to the type and complexity of the analysis to be undertaken. KW - Best practices KW - Noise control KW - Noise sources KW - Regulations KW - Traffic noise UR - http://www.fhwa.dot.gov/environment/noise/regulations_and_guidance/analysis_and_abatement_guidance/revguidance.pdf UR - https://trid.trb.org/view/1212725 ER - TY - RPRT AN - 01444834 AU - King, James R AU - USDA-NRCS Booneville Plant Materials Center AU - Oklahoma Department of Transportation AU - Federal Highway Administration TI - Vegetative Rehabilitation of Highway Cut Slopes in Eastern Oklahoma PY - 2011/12//Final Report SP - 17p AB - Areas of moderate to severe erosion are occurring on highway rights of way in eastern Oklahoma. The silt from this erosion is filling ditch bottoms causing drainage problems ranging from slight to severe. Current vegetative practices call for bermudagrass slab sod and seeded introduced species of grasses on newly constructed highway rights of way slopes. These practices work well for a limited time (2-3 years). The species begin to die from drought stress, allowing erosion to begin. This study identified species of native warm season grasses that will control erosion, and survive harsh conditions found on disturbed slopes along Oklahoma highways. Along with species tests, planting dates, planting rates, mulch materials, and mulch rates were explored. Three sites were selected by ODOT to perform these tests. The first site is one mile south of the maintenance facility in Poteau, OK. The second site is 5 miles north of Heavener, on the east side of the highway, and the third is at Sugar Creek on SH-128. Site characterizations were performed at each test site prior to planting dates. Soil amendments were applied for medium production of each species tested. The objective of this study is to test and prepare planting specifications for ODOT to use when contracting vegetative cover establishment on newly constructed highway rights of way in eastern Oklahoma. KW - Drainage KW - Drought KW - Embankments KW - Erosion control KW - Grasses KW - Native plants KW - Oklahoma KW - Planting KW - Rehabilitation (Maintenance) KW - Vegetation UR - http://www.plant-materials.nrcs.usda.gov/pubs/arpmctn10719.pdf UR - https://trid.trb.org/view/1212184 ER - TY - RPRT AN - 01380424 AU - Nielsen, Justin AU - Murgel, George AU - Farid, Arvin AU - Boise State University, Boise AU - Idaho Transportation Department AU - Federal Highway Administration TI - Investigation of Concrete Sealer Products to Extend Concrete Pavement Life – Phase 1 PY - 2011/12//Final Report, Phase 1 SP - 123p AB - Five surface applied concrete sealer treatments were evaluated in the laboratory for water vapor transmission, saltwater absorption, alkali resistance, depth of penetration, UV exposure and cyclic saltwater ponding, chloride content, and freeze-thaw resistance. The five treatments included silane, high molecular weight methacrylate (HMWM), epoxy, silane basecoat/HMWM top coat, and silane basecoat/epoxy top coat. The same treatments were applied in four locations in Southwestern Idaho to initiate a long-term (4 year) field evaluation of the treatments. In the laboratory tests, the dual treatments of a silane basecoat followed by an epoxy or HMWM exhibited the best performance. Of the single compound applications, the epoxy, silane, and HMWM exhibited the best performance in descending order for saltwater absorption, alkali resistance and freeze-thaw resistance. Only the silane had a measurable depth of penetration and had the best water vapor transmission ability. KW - Concrete pavements KW - Epoxy coatings KW - High molecular weight methacrylate KW - Idaho KW - Sealing compounds KW - Service life KW - Silane UR - http://ntl.bts.gov/lib/45000/45100/45139/RP194_Final_Report.pdf UR - https://trid.trb.org/view/1147515 ER - TY - RPRT AN - 01379126 AU - Olivares, Gerardo AU - Gomez, Luis AU - Wichita State University AU - Federal Transit Administration TI - Crashworthiness Evaluation of Light Rail Vehicle Interiors PY - 2011/12 SP - 245p AB - Statistically, light rail transit (LRT) systems have higher injury rates on a per‐passenger‐mile basis than heavy rail and commuter rail systems, because in most cities, light rail vehicles (LRVs) operate on city streets. Passenger safety is dependent on the configuration and severity of the accident, as well as the degree of crashworthiness engineered in the overall vehicle design. Passengers can be injured or killed as the result of two main mechanisms that arise because of sudden acceleration or deceleration of a vehicle, or because of mechanical damage to the vehicle structure. These mechanisms are the following: (1) primary collision of the vehicle with another vehicle or obstacle, which results in two main outcomes: occupant‐compartment crush and consequent reduction of survival space, or penetration of the compartment by parts of the impacting vehicle; and (2) secondary impacts between the occupant and the interior of the vehicle (compartment interior surfaces, other occupants, or loose objects) that occur after initiation of the primary collision. The objective of this research is to identify the injury mechanisms to passengers in LRVs and to propose future areas of research that will lay the foundation necessary to generate transit rail vehicle interior design guidelines that enhance the safety of passengers during collisions. Results of this study show that the most common and severe injuries to LRV passengers involve the head, neck (neck extension, flexion, shear, and compression), and femur (compression) regions. These injuries are primarily the result of body‐to‐body contact between unrestrained passengers and/or body‐to‐seat structure contacts. KW - Crashes KW - Crashworthiness KW - Design KW - Guidelines KW - Injury mechanism KW - Light rail vehicles KW - Occupant protection KW - Passenger compartments KW - Secondary crashes KW - Transportation safety KW - Vehicle interiors UR - http://www.fta.dot.gov/documents/FTA%20FINAL%20Report%20No%200005.pdf UR - http://ntl.bts.gov/lib/55000/55400/55490/FTA_FINAL_Report_No_0005.pdf UR - https://trid.trb.org/view/1146698 ER - TY - RPRT AN - 01376387 AU - Jaipuria, Sunny AU - Murphy, Mike AU - Zhang, Zhanmin AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - A 4-Year Pavement Management Plan: (FY 2012-2015) PY - 2011/12 SP - 126p AB - Rider 55 of the Texas Department of Transportation’s (TxDOT's) appropriations bill requires that prior to the beginning of each fiscal year, the department provide the Legislative Budget Board and the Governor with a detailed plan for the use of these funds that includes, but is not limited to a district-by-district analysis of pavement score targets and how proposed maintenance spending will impact pavement scores in each district. The 2012–2015 Pavement Management Plan (PMP) provides TxDOT with a mechanism to predict pavement conditions based on a specified funding level and project-specific plan. The resulting report consists of the summary of the number of lane miles that each district plans to treat as Preventive Maintenance (PM), Light (LRhb), Medium (MRhb), or Heavy Rehabilitation (HRhb), and the impact that those treatments are predicted to have on the pavement conditions. KW - Financing KW - Maintenance management KW - Pavement condition rating KW - Pavement maintenance KW - Pavement management systems KW - Preventive maintenance KW - Rehabilitation (Maintenance) KW - Texas UR - http://www.utexas.edu/research/ctr/pdf_reports/5_9035_01_P7.pdf UR - https://trid.trb.org/view/1144166 ER - TY - RPRT AN - 01376227 AU - McCarthy, Patrick AU - Georgia Institute of Technology, Atlanta AU - Georgia Transportation Institute University Transportation Center (GTI-UTC) AU - Georgia Department of Transportation AU - Federal Highway Administration TI - Airport Costs and Production Technology: A Translog Cost Function Analysis with Implications for Economic Development PY - 2011/12//Final Report SP - 43p AB - Based upon 50 large and medium hub airports over a 13 year period, this research estimates one and two output translog models of airport short run operating costs. Output is passengers transported on non-stop segments and pounds of cargo shipped. The number of runways is a quasi-fixed factor of production. Statistical tests reject the null hypothesis that airport production technology is homothetic and homogeneous, exhibits constant returns to scale, or reflects a Cobb-Douglas production technology. From the analysis, airports operate under increasing returns to runway utilization and increasing ray economies of scale for the two-output model. Airport operating costs were 2% higher after the September 1, 2001 terrorist attacks. The input demand for general airport operations is price elastic, and Morishima substitution elasticities indicate that Personnel, Repair-Maintenance-Contractual services, and General Airport Operations are substitutes in production. For the one output passenger model, an exploratory analysis identifies a relationship between the average cost of airport operations and indicators of economic development. All else constant, a decrease in an airport’s real average operating costs is associated with increasing metropolitan employment, the number of establishments, and real gross metropolitan and state products. KW - Airport operations KW - Airports KW - Costs KW - Economic development KW - Factors of production KW - Operating costs KW - Output KW - Production KW - Translog models UR - http://www.dot.ga.gov/BuildSmart/research/Documents/1020.pdf UR - https://trid.trb.org/view/1144009 ER - TY - RPRT AN - 01376226 AU - Kingsley, Gordon AU - Knox-Hayes, Janelle AU - Rogers, Juan AU - Georgia Department of Transportation AU - Federal Highway Administration TI - Developing Strategic Systems Supporting Communities of Practice in the Georgia Department of Transportation PY - 2011/12//Final Report SP - 95p AB - This study is designed to explore strategies through which the Georgia Department of Transportation (GDOT) can develop communities of practice to help employees facilitate critical exchanges of knowledge, support organizational learning, and ultimately achieve improvements in performance outcomes. Communities of practice (CoP) are groups of professionals working on behalf of an organization who develop on‐going informal knowledge exchanges as a means of learning about and performing key job‐related processes and skills. The study consisted of four main objectives: 1) to map the incidence of CoP in GDOT, 2) to monitor patterns of knowledge flows through CoP, 3) to assess the costs and benefits of CoP, and 4) to develop a strategy for application of SharePoint to the development of CoP. The study was conducted using multi‐method research including interviews across key agencies, a communications log and workshops with GDOT professionals. A number of existing types of CoP were identified. Through a communications log, knowledge exchanges were mapped and communication patterns were established according to a typology of five CoP characteristics. Six groups of communication patterns were identified with varying degrees of CoP intensity (weak or strong CoP communications). Weak CoP communications are associated with knowledge search costs, while strong CoP communications are associated with knowledge validation and application costs. It is recommended that GDOT tailor its strategy of enhancing communication within the organization by addressing the different needs of weak and strong CoP communications. To reduce knowledge search costs, it is recommended that GDOT conduct a knowledge needs assessment and centralize and enhance expertise information into a common directory. SharePoint utilities may assist with various aspects of this functionality. To reduce the costs associated with validating and applying knowledge, it is recommended that GDOT pursue a strategy of systemically building CoP through a combination of social networking, face‐to‐face training, on‐line documentation of official policy statements and standards, and the dissemination of information and training sessions as changes occur in standards. KW - Benefits KW - Communication systems KW - Communities of practice KW - Costs KW - Employees KW - Georgia Department of Transportation KW - Information dissemination KW - Knowledge KW - Organizations KW - Performance KW - Planning methods UR - http://www.dot.ga.gov/BuildSmart/research/Documents/1005.pdf UR - https://trid.trb.org/view/1144002 ER - TY - RPRT AN - 01376168 AU - Sjoquist, David L AU - Ellen, Pam Scholder AU - Laury, Susan AU - Almada, Lorenzo AU - Stoycheva, Rayna AU - Georgia State University, Atlanta AU - Georgia Department of Transportation AU - Federal Highway Administration TI - Implications of alternate revenue sources for transportation planning PY - 2011/12//Final Report SP - 204p AB - This report focuses on selected issues associated with alternative sources of transportation funding. In particular, this report: presents a list of funding options, discusses the advantages and disadvantages of each option, explores public attitudes towards selected options, and investigates how certain funding options might alter transportation behavior. A relatively comprehensive list of transportation funding options is presented, and the advantages and disadvantages of each are discussed. The public’s acceptability of a few of these options is then explored, first, through a review of existing public opinion surveys of funding alternatives, and second, by a large opinion survey that was conducted in Georgia. The report then explores how some of the revenue options might alter transportation behavior. First, a review of existing studies of the effect of revenue sources on transportation behavior is presented, including both surveys of what individuals say they would do in the face of changes in transportation taxes and fees and econometric studies of how individuals react. Second, the results of Georgia survey questions regarding how the respondent would alter his or her transportation behavior if certain transportation taxes and fees were increased are presented. Third, the results of a laboratory experiment that explores the transportation choices of the subjects when confronted with different level of congestion fees are discussed. KW - Congestion pricing KW - Financial analysis KW - Fuel taxes KW - Georgia KW - Revenues KW - Surveys KW - Taxes KW - Tolls KW - Transportation planning KW - Travel behavior KW - Vehicle miles of travel UR - http://www.dot.ga.gov/BuildSmart/research/Documents/10-15.pdf UR - http://www.utc.gatech.edu/sites/default/files/projects/reports/sjoquist_implications_of_alternate_revenue_sources_for_transportation_planning_0.pdf UR - https://trid.trb.org/view/1143951 ER - TY - RPRT AN - 01376090 AU - Rakha, Hesham AU - Zohdy, Ismail AU - Du, Jianhe AU - Park, Byunghkyu (Brian) AU - Lee, Joyoung AU - El-Metwally, Maha AU - Virginia Polytechnic Institute and State University, Blacksburg AU - University of Virginia, Charlottesville AU - Mid-Atlantic Universities Transportation Center AU - Research and Innovative Technology Administration TI - Traffic Signal Control Enhancements Under Vehicle Infrastructure Integration Systems PY - 2011/12//Final Report SP - 94p AB - Most current traffic signal systems are operated using a very archaic traffic-detection simple binary logic (vehicle presence/non presence information). The logic was originally developed to provide input for old electro-mechanical controllers that were developed in the early 1920s. It is currently in urgent need to improve the performance of traffic control devices. With the development of automatic controls, sensors, and devices, it is now possible to design advanced intersection control systems that can fully utilize advanced technologies of detection and communication as well as the high quality data acquired by such technologies. One example of such systems is Vehicle Infrastructure Integration (VII). VII links vehicles, drivers, and surrounding infrastructure (which includes roadways, traffic controls, etc.) to improve the efficiency of traffic systems and promote transportation safety. It promises to “bridge the gap” between the infrastructure and individual drivers. The purpose of this research is to: 1) investigate the potential to utilize VII data to characterize system operation and estimate system-wide measures of performance, and 2) develop advanced signal timing procedures that can capitalize on VII data and enhance the operations of traffic signal system operations.. Three advanced traffic signal control systems are developed and tested in this research. The advantages of such systems were tested in terms of time savings, the environment, and system improvements. KW - Measures of effectiveness KW - Traffic control KW - Traffic signal control systems KW - Traffic signal timing KW - Vehicle infrastructure integration UR - http://www.mautc.psu.edu/docs/mautc-2008-02.pdf UR - https://trid.trb.org/view/1142313 ER - TY - RPRT AN - 01376080 AU - Pessaro, Brian AU - Nostrand, Caleb Van AU - National Bus Rapid Transit Institute AU - Federal Transit Administration TI - Cedar Avenue Driver Assist System Evaluation Report PY - 2011/12 SP - 42p AB - This paper summarizes an evaluation of the Driver Assist System (DAS) used by the Minnesota Valley Transit Authority (MTVA) for bus shoulder operations. The DAS is a global positioning system-based technology suite that provides lane-position feedback to the driver via a head-up display, virtual mirror, vibrating seat, and actuated steering. MVTA’s primary goal was to enhance driver confidence, especially during adverse weather. Secondary goals included reduced travel times and increased reliability, safety, and customer satisfaction. The evaluation used a “with and without” approach. Performance data were collected from the same drivers, with the DAS set to passive and then active mode. When the DAS was in active mode, the drivers stayed in the shoulders 10 percent longer and drove 3 miles per hour faster. Lateral (side-to-side) movement was reduced by 5.5 inches. These results should be considered preliminary, as only 6 of the 25 trained drivers used the shoulders during both test periods. When surveyed, 32 percent of the bus drivers said their level of confidence for driving in the shoulder was greater when using the DAS, while 60 percent said it was the same. A majority believed the DAS made driving in the shoulder safer and less stressful. Nevertheless, many drivers raised concerns about the head-up display being a distraction. By contrast, the vibrating seat was praised as the best feature of the entire system. For customer satisfaction, more than 80 percent of surveyed passengers rated the ride quality in the shoulder as very good or good. KW - Advanced vehicle control systems KW - Bus drivers KW - Bus driving KW - Bus rapid transit KW - Driver support systems KW - Global Positioning System KW - Head up displays KW - Minnesota KW - Performance tests KW - Road shoulders KW - Weather conditions UR - http://www.nbrti.org/docs/pdf/FTA_Report_No%20_0010_Cedar_Avenue_DAS_Evaluation_Report.pdf UR - http://ntl.bts.gov/lib/55000/55400/55496/FTA_Report_No._0010.pdf UR - https://trid.trb.org/view/1142394 ER - TY - RPRT AN - 01376070 AU - Foden, Andrew AU - Maher, Ali AU - Wilson-Fahmy, Ragui AU - Liu, Wanxing AU - Center for Advanced Infrastructure and Transportation AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - Route 22 Over Liberty Avenue and Conrail Hillside Township, Union County, Monitoring of Tensar MSE Walls PY - 2011/12//Final Report SP - 66p AB - This report discusses the application of Tensar geogrids as the reinforcement elements in the construction of mechanically stabilized earth (MSE) walls on the Route 22 over Conrail and Liberty Avenue bridge replacement project in Hillside, New Jersey. As this is a relatively new product to the New Jersey Department of Transportation, the geogrids were instrumented with strain gages and tiltmeters to allow performance monitoring of the MSE walls during and after construction. This report documents the results and findings of the monitoring data at the end of construction and after six months, as well as an optical surveying of the MSE wall faces to determine post-construction wall movement. The monitoring effort is in collaboration with the Federal Highway Administration’s Long Term Bridge Performance Program. KW - Bridge abutments KW - Bridge construction KW - Geogrids KW - Geotechnical engineering KW - Long-Term Bridge Performance Program KW - Mechanically stabilized earth KW - New Jersey KW - Retaining walls KW - Strain gages KW - Tiltmeters UR - http://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2012-002.pdf UR - http://ntl.bts.gov/lib/46000/46200/46251/FHWA-NJ-2012-002_Route_22_over_Liberty_Avenue.pdf UR - https://trid.trb.org/view/1143243 ER - TY - RPRT AN - 01376066 AU - Deka, Devajyoti AU - Alan M. Voorhees Transportation Center AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - Off Peak Rail Transit Service Study – Importance for Auto Reduction and Peak Ridership Growth PY - 2011/12//Final Report SP - 81p AB - In the past years, NJ TRANSIT added or enhanced off peak service on several lines, including the Pascack Valley line, the Montclair Boonton line, the Main and Bergen lines, and the Northeast Corridor line. As a result of these additions and enhancements, ridership has substantially increased on these lines. However, little is known about other effects of these additions and enhancements, such as the generation of revenue, reduction in vehicle miles traveled (VMT), and reduction in greenhouse gas (GHG) and other types of emissions. The primary objective of this research is to estimate these effects for the Pascack Valley line (PVL), where off peak service was added in October 2007. A secondary objective of the research is to examine the effect of parking constraints at station lots on PVL ridership. This research involves a review of literature and practices, analyses of data from past NJ TRANSIT onboard surveys and other secondary sources, as well as extensive analyses of data from an onboard survey and two focus groups involving PVL passengers. The focus group participants clearly indicated that they benefited from the off peak service because of greater travel options and reliability of transit service. The onboard survey indicated that a large number of current PVL passengers drove to their destinations prior to the introduction of off peak service, while many others traveled to distant transit stations on other lines or ferry terminals. The reduction in VMT from these diversions is substantial. The reduction in the number of vehicle trips and VMT contributed to a significant reduction in the emission of GHG and other pollutants. Although the additional transit service modestly contributed to GHG emissions in the region, there was a net reduction in GHG from the off peak service because of the substantial reduction in automobile-generated emissions. This research also examined the effects of station parking constraints on PVL ridership. The analysis suggests that PVL ridership could be significantly higher in the absence of station parking restrictions. KW - Greenhouse gases KW - New Jersey Transit KW - Off peak periods KW - Public transit KW - Rail transit KW - Revenues KW - Ridership KW - Transit onboard surveys KW - Vehicle miles of travel UR - http://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2011-008.pdf UR - https://trid.trb.org/view/1143238 ER - TY - RPRT AN - 01376064 AU - Chang, Gang Len AU - Cirillo, Cinzia AU - Serulle, Nayel R J Urena AU - Hetrakul, Pratt AU - University of Maryland, College Park AU - Mid-Atlantic Universities Transportation Center AU - Research and Innovative Technology Administration TI - An Integrated System Model for Evaluating the Impact of the Dynamic ICC Toll Policy on the Regional Network Mobility PY - 2011/12//Final Report SP - 32p AB - Road pricing has historically been advocated as an efficient travel demand management to alleviate congestion. More specifically, dynamic toll pricing has received greater interest among policy makers and public agencies due to its potential for lowering energy costs for society. Some analytical studies have found that dynamic toll pricing generally yield greater efficiency gains than static toll pricing because the former reduce queuing delays by altering travelers’ departure times as well as routes. The construction of the Inter-county Connector (ICC) has certainly offered the prospect of reducing travel time between the I-270 and I-95 corridors, and may potentially alleviate congestion on the I-270 and I-495. Given that the ICC relies on dynamic toll pricing scheme, its daily traffic volumes are governed by individual trip-makers’ perceived time and cost saving in the term of value of travel time (VOT). Moreover, the ability to realistically capture trip-makers’ responses to time-varying road charges in term of willingness to pay (WTP) for toll is essential for predicting network flows and network equilibrium assignment models. These behavioral characteristics of users vary across individuals. Therefore capturing the heterogeneity of users in this regard is critical in predicting the impact of dynamic pricing schemes. This study proposes the model that enables practitioners to integrate user response to dynamic toll pricing. The analysis accounts for cost and time savings perceived by regional drivers and the users’ response to time-varying road charges. More specifically, the study captures difference in behavioral characteristics of the willingness to pay (WTP) for toll across users socioeconomic and trip related characteristics such as time of day, and trip purpose. The analysis is expected to be useful for transportation agency responsible for the ICC operations. KW - Highway operations KW - Integrated systems KW - Intercounty Connector (Maryland) KW - Maryland KW - Mobility KW - Rates, fares and tolls KW - Toll roads KW - Traffic congestion KW - Travel costs KW - Travel time UR - http://www.mautc.psu.edu/docs/UMD-2009-09.pdf UR - https://trid.trb.org/view/1142194 ER - TY - RPRT AN - 01376061 AU - Klinich, Kathleen D AU - Reed, Matthew P AU - Ebert, Sheila M AU - Rupp, Jonathan D AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - Effect of Realistic Vehicle Seats, Cushion Length, and Lap Belt Geometry on Child ATD Kinematics PY - 2011/12 SP - 68p AB - This series of sled tests examines the effect of using real vehicle seats on child anthropomorphic test device (ATD) performance. Cushion length was varied from production length of 450 mm to a shorter length of 350 mm. Lap belt geometry was set to rear, mid, and forward anchorage locations that span the range of allowable lap belt angles found in real vehicles. Six tests each were performed with the standard Hybrid III six-year-old (6YO) and ten-year-old (10YO) ATDs. One additional test was performed using a booster seat with the 6YO. An updated version of the University of Michigan Transportation Research Institute (UMTRI) seating procedure was used to position the ATDs that positions the ATD hips further forward with longer seat cushions to reflect the effect of cushion length on posture that has been measured with child volunteers. ATD kinematics were evaluated using peak head excursion, peak knee excursion, the difference between peak head and peak knee excursion, and the minimum torso angle. Shortening the seat cushion improved kinematic outcomes, particularly for the 10YO. Lap belt geometry had a greater effect on kinematics with the longer cushion length, with mid and forward belt geometries producing better kinematics than the rearward belt geometry. The worst kinematics for both ATDs occurred with the long cushion length and rearward lap belt geometry. The improvements in kinematics from shorter cushion length or more forward belt geometry are smaller than those provided by a booster seat. The results show potential benefits in occupant protection from shortening cushion length, particularly for children the size of the 10YO ATD. KW - Booster seats KW - Children KW - Dummies KW - Hybrid III dummy KW - Kinematics KW - Seat belts KW - Seat cushions KW - Sled tests UR - http://deepblue.lib.umich.edu/bitstream/2027.42/90972/1/102859.pdf UR - https://www.nhtsa.gov/sites/nhtsa.dot.gov/files/fx_real_v_seats_cushion_length_lap_belt_geom_chd_atd_kinematics_811869.pdf UR - https://trid.trb.org/view/1143815 ER - TY - RPRT AN - 01374502 AU - Prozzi, Jolanda AU - Dumais, Ashley AU - Cline, Mike AU - Loftus-Otway, Lisa AU - Seaborne, Eleanor AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Texas Energy Sector: Past and Future PY - 2011/12//Technical Report SP - 236p AB - The objectives of this research study were to (a) illustrate and quantify the impacts imposed by the energy sector on Texas’s transportation system and (b) identify key energy demand indicators by energy source that the Texas Department of Transportation (TxDOT) can track in an effort to anticipate the associated future transportation impacts on Texas’s transportation system. This report describes how Texas’s energy sector uses the transportation system and quantifies the impact imposed by the energy sector on Texas’s road infrastructure. It is, however, also important to understand what the future holds—which industries within the energy sector are expected to grow, which industries are expected to decline, and how Texas’s transportation system could be impacted in the future. The focus of this report is the development of four energy scenarios that reflect different assumptions and outcomes for Texas’s future energy sector over a 20- to 30-year period. Analyses of several factors, referred to as drivers, that may impact the energy sector are presented within. KW - Demand KW - Energy KW - Energy consumption KW - Environmental policy KW - Forecasting KW - Impacts KW - Infrastructure KW - Production KW - Technological innovations KW - Texas KW - Texas Department of Transportation KW - Transportation UR - http://www.utexas.edu/research/ctr/pdf_reports/0_6513_1B.pdf UR - https://trid.trb.org/view/1142176 ER - TY - RPRT AN - 01373024 AU - Bonaquist, Ramon AU - Advanced Asphalt Technologies, LLC AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Effect of Recovered Binders from Recycled Shingles and Increased RAP Percentages on Resultant Binder PG PY - 2011/12//Final Report SP - 218p AB - This research evaluated the properties of recycled asphalt binders from Wisconsin sources. Continuous grading properties were measured for 18 recycled binder sources: 12 reclaimed asphalt pavement (RAP) sources and 6 recycled asphalt shingle sources (RAS). The data were used to evaluate the binder replacement criteria contained in the 2011 Wisconsin Department of Transportation (WisDOT) Standard Specifications for Highway and Structure Construction using a reliability analysis. This analysis considered the variability of both the design pavement temperature and the blended binder in the mixture. Recommendations were made to improve the reliability of the low temperature grade of the binder in the mixtures when recycled sources are used. KW - Asphalt mixtures KW - Asphalt pavements KW - Asphalt shingles KW - Bituminous binders KW - Performance grade KW - Recycled asphalt pavements KW - Recycled materials KW - Shingles KW - Wisconsin UR - http://wisdotresearch.wi.gov/wp-content/uploads/WisDOT-WHRP-project-0092-10-06-final-report.pdf UR - http://ntl.bts.gov/lib/44000/44500/44584/WisDOT-WHRP-project-0092-10-06-final-report.pdf UR - https://trid.trb.org/view/1139896 ER - TY - RPRT AN - 01372845 AU - Hatcher, Greg AU - Bunch, James AU - Noblis AU - Research and Innovative Technology Administration TI - National Deployment Estimate of the Metropolitan ITS Infrastructure: Updated with 2010 Deployment Data PY - 2011/12//7th Revision SP - 28p AB - The purpose of this report is to provide a summary and back-up information on the methodology, data sources, and results for the estimate of Intelligent Transportation Systems (ITS) capital expenditures in the top 75 metropolitan areas as of FY 2010. It is the 7th in a series of estimates that are derived from an initial forecast of the full deployment cost for ITS in Metropolitan areas across the United States, and subsequent ITS Deployment Survey results. From 1997 to 2010 the ITS deployment among the 75 largest metropolitan areas has increased 185% or $12 billion from $6.5 billion to $18.5 billion (and $3 billion since 2005). This highlights the significant and steady growth in ITS expenditures that has occurred since the first ITS deployment survey was conducted in 1997. The deployments made through 2010 represent 41.9% of the estimated total costs for full ITS deployment in these areas. In other words, the average market penetration of deployed ITS is about 42% in the typical large metropolitan area of the United States. From 2005 through 2010 roughly $600 million per year was invested on average by the largest 75 metropolitan areas. On average this equates to about $8.0 million per year per large metropolitan area without any special deployment program. This includes investments from all sources including federal, state, local and private funding. Note, this work provides a conservative estimate of the ITS deployment since it does not include ITS investments in small and medium urban or rural areas. Nor does it capture reinvestment and the evolution of ITS systems to the next generation of technologies once the initial deployment has been made. KW - Deployment KW - Evaluation and assessment KW - Expenditures KW - Intelligent transportation systems KW - Metropolitan areas KW - Statistics UR - http://ntl.bts.gov/lib/44000/44600/44619/FHWA-JPO-12-015_Natl_Deploy_Estimate_of_the_Metro_ITS_Infrastructure_2010_update_FINAL_508.pdf UR - https://trid.trb.org/view/1140740 ER - TY - RPRT AN - 01371555 AU - Bang, Sangchul AU - Lein, Wade AU - Comes, Beth AU - Nehl, Leah AU - Anderson, Josh AU - Kraft, Paul AU - deStigter, Michael AU - Leibrock, Christopher AU - Roberts, Lance AU - Sebaaly, Peter AU - Johnston, Dan AU - Huft, Dave AU - South Dakota School of Mines and Technology, Rapid City AU - South Dakota Department of Transportation AU - Federal Highway Administration TI - Quality Base Material Produced Using Full Depth Reclamation on Existing Asphalt Pavement Structure – Task 4: Development of FDR Mix Design Guide PY - 2011/12//Final Report SP - 158p AB - Full depth reclamation (FDR) is one of the three major types of asphalt recycling techniques. FDR is considered when the pavement is highly deteriorated or has deep cracking due to design deficiencies or an inadequate base. Other indications that a road could use FDR are frequent transverse and lateral cracking, reflective cracking, severe rutting and frost heaves. The objective of this task is to develop a mix design procedure for FDR. Due to the large variations among the various types of FDR stabilizers, a separate mix design method was developed for each type of FDR. Detailed summary of the processes that were used in the mix design for each FDR type are included. KW - Asphalt pavements KW - Full-depth reclamation KW - Mix design KW - Pavement cracking KW - Pavement maintenance KW - Recycled asphalt pavements KW - Ruts (Pavements) UR - http://www.fhwa.dot.gov/pavement/materials/hif12015.pdf UR - https://trid.trb.org/view/1139640 ER - TY - RPRT AN - 01371319 AU - Gutkowski, Richard M AU - Miller, Nathan J AU - Radford, Donald W AU - Colorado State University, Fort Collins AU - Colorado State University, Fort Collins AU - Mountain-Plains Consortium AU - Research and Innovative Technology Administration TI - Field Application of Z-Spike Rejuvenation to Salvage Timber Railroad Bridges PY - 2011/12 SP - 95p AB - The technique of rejuvenating wood and timber members by shear spiking (vertically inserting fiberglass reinforced polymer rods into deteriorated members) evolved over several years of laboratory research at Colorado State University (CSU). Specimens, including layered or split nominal 2 x 4 members, full-scale wood railroad ties, intentionally damaged individual railroad bridge stringers, a full-scale three span bridge chord, and deteriorated/damaged bridge stringers and chords obtained from the field were successfully enhanced in stiffness by the application. The successful stiffening of such members in the laboratory led to the need to examine the application of the technique in actual bridges in the field. This report details the outcomes of shear spiking two open-deck, timber trestle railroad bridges and examining the effectiveness under applied loading. The bridges were made available to the researchers by the Union Pacific Railroad and were located in their Southern Region. The first site was located in the vicinity of Houston, Texas, specifically in Eagle Lake – a region of typically hot, humid climate, albeit being cool, damp, and sometimes rainy, conditions at the time of the study. The second site was located in the vicinity of Midland, Texas, specifically Stanton, Texas – in an extremely hot, dry climate at the time of the study. Each bridge was multi-span, but only one span was shear spiked in each case. Also, each was located along an in-service mainline railroad track and, due to rated physical condition, were scheduled to have their stringers replaced, making them available for experimentation but on a relatively fast-fuse basis. KW - Fiber composites KW - Load tests KW - Maintenance practices KW - Railroad bridges KW - Spiking KW - Stiffness KW - Wooden bridges UR - http://www.mountain-plains.org/pubs/pdf/MPC11-245.pdf UR - https://trid.trb.org/view/1139602 ER - TY - RPRT AN - 01370207 AU - Liu, Clark C K AU - Moravcik, Philip AU - Fernandes, Krispin AU - Card, Benjamin J AU - Lee, Tsu-Chuan AU - University of Hawaii, Manoa AU - Hawaii Department of Transportation AU - Federal Highway Administration TI - Survey and Modeling Analysis of HDOT MS4 Highway Storm Runoff on Oahu, Hawaii PY - 2011/12//Final Report SP - 85p AB - Under Section 402 of the U.S. Clean Water Act, highway storm runoff is considered to be part of urban point source pollution and is regulated by the National Pollutant Discharge Elimination System (NPDES). As a NPDES mandate, municipal separate storm sewer system (MS4) permit is required for the discharge of highway storm water. An MS4 permit specifies allowable levels of relevant water pollutants in the discharge, determined by waste assimilative capacity (self-purification) analysis and waste load allocation (WLA) of the receiving water. The current Hawaii Department of Transportation (HDOT) MS4 permit for highway storm water discharge was issued in February 2006 by the Hawaii Department of Health (HDOH) on behalf of the U.S. Environmental Protection Agency (EPA). The permit stipulates that HDOT work jointly with the City and County of Honolulu (CCH) to propose monitoring and implementation plans for the existing Ala Wai Canal, Kawa Stream, and Waimanalo Stream WLAs. If the receiving stream of highway storm runoff is designated as a water-quality-limited stream, highway storm runoff is also regulated by Section 303(d) of the U.S. Clean Water Act. Water-quality-limited streams are those water bodies in which established water quality standards cannot be met even if mandatory minimum treatment facilities have already been constructed and put in operation for point-sources of pollution. Under Section 303(d), the total maximum daily load (TMDL), a water-quality based management tool, must be established by states for water-quality-limited streams within their jurisdiction. TMDL is defined as the sum of the individual WLAs for point sources, load allocation (LA) for nonpoint sources, and natural background pollutants. In this study, intensive water quality monitoring and surveys were conducted to collect flow and water quality data, which were used for the development of watershed models for drainage systems of the Ala Wai Canal and Halawa Stream. These watershed models were then used to estimate runoff and waste loading generated by storms over the two drainage systems. The collected data were also used in the development of an Ala Wai Canal receiving water model for waste assimilative capacity analysis and waste load allocation. Modeling results indicate that HDOT MS4 facilities contribute a small portion of the storm runoff and pollutant loads entering the Ala Wai Canal. KW - Hydrology KW - Oahu (Hawaii) KW - Runoff KW - Storm sewers KW - Water pollution KW - Water quality KW - Watersheds UR - https://trid.trb.org/view/1136439 ER - TY - RPRT AN - 01370201 AU - Han, Lee D AU - Hargrove, Stephanie AU - National Transportation Research Center, Incorporated AU - Research and Innovative Technology Administration TI - U27: Real-Time Commercial Vehicle Safety & Security Monitoring PY - 2011/12//Final Report SP - 57p AB - Accurate real-time vehicle tracking has a wide range of applications including fleet management, drug/speed/law enforcement, transportation planning, traffic safety, air quality, electronic tolling, and national security. While many alternative tracking technologies have been developed in the recent years, license plate recognition (LPR) technology is still the simplest and readily available means for uniquely identifying vehicles in more circumstances. LPR technology has gone through quite a bit of research and development since the 1970’s. While the video-imaging based approach was novel, promising, and even effective for license plate identification in the early days of the technology, accuracy of the technology has not improved much largely because of the thousands of different designs of license plates in the U.S. This study takes an entirely different path with LPR. Realizing even when a plate is read incorrectly, certain amount of useful information may still exist in the misread result. For example, when a plate of “ABC 123” is read as, say, “ABC I23,” instead of just admitting defeat, we recognize that: 5/6 of characters were read correctly; the incorrectly read character is very similar to the correct; character, the sequence of the characters are in the right order; the number of characters are correct, etc. By using this information cleverly, one can address the plate-matching and vehicle-tracking problem with much better results. In real-time operational condition, one would not know if a plate reading of “ABC I23” is correct or not and if not which character or characters were incorrect. So a challenging and complex mathematical challenge ensues here. This study boils down to the development of an algorithm for solving this problem and, for this phase particularly, demonstrating the algorithm in the field. Aided by the generous assistance of Tennessee Department of Transportation (TDOT), Tennessee Department of Safety (TDOS), and PIPS Technology, three state-of-the-art LPR machines are installed for capturing real-world license plates strategically located on the Interstate highways. Using 3G cellular data network, license plate information is collected from all LPR sites and processed instantaneously for real-time plate matching, vehicle tracking, and, real-time speed monitoring. This study marks the most significant advancement in LPR technology in decades. The results can improve the utility of new and already deployed LPR units and significantly increase the license plate matching rate (from less than 40% to over 98%) without the need for unified license plate system, further LPR hardware enhancement, per-vehicle technology investment (e.g. transponder and RFID), or significant legislative changes. KW - Algorithms KW - Automatic license plate readers KW - Commercial vehicles KW - Monitoring KW - Real time information KW - Security KW - Traffic law enforcement KW - Trucking safety KW - Vehicle tracking UR - http://ntl.bts.gov/lib/44000/44200/44237/U27-_RealTime_Safety_and_Security_Monitoring.pdf UR - https://trid.trb.org/view/1136686 ER - TY - RPRT AN - 01370174 AU - Adams, Teresa AU - Kleinmaier, Dan AU - Marach, Alex AU - Helfrich, Greg AU - Levine, Joshua AU - Bittner, Jason AU - National Transportation Research Center, Incorporated AU - Research and Innovative Technology Administration TI - U28: Longer Combination Vehicle’s Impact on Improving Operational Efficiency, Freight Flows and Traffic Congestion PY - 2011/12//Final Report SP - 60p AB - Longer Combination Vehicles (LCVs) are able to carry more freight than conventional single trailer trucks. As a result, these trucks can increase efficiencies and benefits for freight movements as less fuel and less labor is used per ton of cargo. However, LCVs are allowed in only 19 U.S. states primarily due to concerns over safety and infrastructure costs. This study investigates these concerns, performs a Cost-Benefit Analysis of operating LCVs, talks to private and public sector experts regarding their use, and completes a public survey to gauge the public’s perception of the use of LCVs in terms of both their concerns and the public’s prioritization of the potential benefits of using LCVs. Overall, this study finds there are sufficient benefits to consider the expansion of LCV operations. The per vehicle mile benefit ranges from $0.32 to $0.61 in 2011 dollars. KW - Benefit cost analysis KW - Commercial vehicle operations KW - Freight traffic KW - Longer combination vehicles KW - Surveys KW - Tractor trailer combinations KW - Traffic congestion KW - Trucking safety UR - http://ntl.bts.gov/lib/44000/44200/44238/U28-Longer_Combination_Vehicles_Impact_on_Improving_Operational_Efficiency__Freight_Flows_and_Traffic_Congestion.pdf UR - https://trid.trb.org/view/1136699 ER - TY - RPRT AN - 01370152 AU - Federal Highway Administration TI - Summary Report of Critical Findings Reviews for the National Bridge Inspection Program PY - 2011/12 SP - 24p AB - The Federal Highway Administration (FHWA) reviewed the current state of highway bridge inspection practice for identifying and following up on critical findings and through a contract with HDR Engineering developed this report to summarize best practices and areas for improvement based on site visits to twelve States. The requirement for highway bridge owners to address critical findings is established in the National Bridge Inspection Standards (NBIS) (CFR 650.313 (h)). The standards require that owners must “assure that critical findings are addressed in a timely manner,” and they must “notify the FHWA of the actions taken to resolve or monitor critical findings.” The standards define a critical finding as “a structural or safety related deficiency that requires immediate follow-up inspection or action.” The FHWA believes this study necessary because it is this area of the bridge inspection program that addresses the most serious safety-related conditions on the nation’s bridges, and FHWA's experience with the national program indicates that state practices for addressing critical findings may be improved with more robust and consistent national policies. Many states have developed excellent procedures to deal with critical findings, and the FHWA wants to showcase these. Additionally, FHWA feels it important to uncover areas of concern or areas the inspection community has identified as needing improvement or clarification, and the report aims to provide this too. The information should be useful for federal policy development, but also for inspectors and inspection program managers who want to develop or improve their own procedures. KW - Best practices KW - Condition surveys KW - Critical infrastructure KW - Highway bridges KW - Inspection KW - National Bridge Inspection Standards KW - Safety UR - http://www.aashtojournal.org/Documents/February2012/FHWAbridgereport.pdf UR - https://trid.trb.org/view/1137029 ER - TY - RPRT AN - 01370143 AU - Federal Highway Administration TI - Work Zone Road User Costs: Concepts and Applications PY - 2011/12 SP - v.p. AB - The primary objective of this report is to present the concepts that transportation practitioners can use to: Perform work zone road user cost analysis; Apply WZ RUC analysis methods/tools in maintenance of traffic (MOT) alternative selection; Apply WZ RUC analysis methods/tools in contract administration to expedite project completion and minimize adverse work zone effects. This document presents a detailed discussion of the key components of WZ RUC, input needs, and available tools. Step-by-step procedures to derive unit costs for monetary RUC components based on available cost sources and models are also provided. Finally, this document presents a process for applying RUC concepts in selecting an appropriate MOT and contracting strategy for managing work zone impacts and shortening project completion time. Because of the differences in agency decision making processes, it is expected that each agency will modify the recommended procedures to meet its specific needs. KW - Benefit cost analysis KW - Construction management KW - Economic impacts KW - Externalities KW - Impacts KW - Traffic flow KW - Work zone safety KW - Work zones UR - http://ops.fhwa.dot.gov/wz/resources/publications/fhwahop12005/index.htm UR - https://trid.trb.org/view/1138305 ER - TY - RPRT AN - 01370135 AU - Kack, David AU - Ye, Zhirui Jared AU - Chaudhari, Jaydeep AU - Ewan, Levi AU - Western Transportation Institute AU - Montana Department of Transportation AU - Federal Highway Administration TI - Montana Intercity Bus Service Study PY - 2011/12//Final Report SP - 127p AB - Intercity bus service funding from the Federal Transit Administration (FTA’s) Section 5311(f) program is a part of the larger 5311 program known as Formula Grants for Other than Urbanized Areas. The S.5311(f), requires that 15% of the total 5311 program funds given to the state be used to develop and support ICB service. This 15% can be waived if the governor certifies that the intercity bus transportation needs are being met within the state. The goal of this project was to provide the Montana Department of Transportation (MDT) with a current assessment of intercity bus services within the state, and provide a methodology that can be used by MDT to determine if needs are being met and, if not, a process to identify potential new routes/services and how to allocate funding for the new services. To achieve this goal, the research team first conducted an extensive literature review of intercity bus service studies in other states. Following that, a survey of peer states, with characteristics similar to Montana’s rural/frontier nature was performed to understand funding practices and perceive barriers of intercity bus service. Two additional surveys were distributed to intercity bus riders and the general public in Montana to provide insight into the use of intercity bus services and the attitudes toward the services. The research team then examined the connectivity of current intercity bus services with local public transportation providers in Montana, as well as other transportation modes. In addition, a survey of local transit agencies in Montana was conducted. The results from the network connectivity analysis and the survey were used as a basis to help define “meaningful connections” for intercity bus services in Montana. Finally, this research provided a methodology that can be used by MDT to determine intercity bus service needs are being adequately met. The methodology consists of an annual process to support existing intercity bus services and a triennial process to determine if there is the need for new services. KW - Bus transportation KW - Financing KW - Montana KW - Needs assessment KW - Public transit KW - Rural transit KW - Transit network connectivity UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/intercity/final_report_dec11.pdf UR - https://trid.trb.org/view/1138479 ER - TY - RPRT AN - 01370127 AU - Burton, Mark AU - National Transportation Research Center, Incorporated AU - Research and Innovative Technology Administration TI - U30: Evaluation of Freight Vehicles in Short-Haul Intermodal Lanes PY - 2011/12//Final Report SP - 68p AB - Intermodal rail-truck transportation is often cited as a potential remedy to a number of congestion-related issues. However, intermodal’s effectiveness in this role is dependent on the ability to use this freight alternative in relatively “short-haul” situations. The current analysis reviews the history of intermodal transport, current intermodal operations, and available suites of intermodal equipment in order to evaluate the potential for increased short-haul intermodal applications. The analysis includes simulations of shipper alternative choices developed through use of the Federal Railroad Administrations Intermodal Transportation and Inventory Cost (ITIC) modeling platform. These simulations consider both endogenous and exogenous changes in intermodal service costs. KW - Alternatives analysis KW - Containers KW - Flat cars KW - Freight transportation KW - Intermodal transportation KW - Railroads KW - Short haul KW - Trucking UR - http://ntl.bts.gov/lib/44000/44200/44239/U30-Evaluation_of_Freight_Vehicles_in_Short-Haul_Imtermodal_Lanes__FINAL_.pdf UR - https://trid.trb.org/view/1136442 ER - TY - RPRT AN - 01369382 AU - Wang, George AU - Shores, Richard AU - Botts, Joshua AU - Hibbett, Richard AU - East Carolina University, Greenville AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - On-Board Sound Intensity Tire-Pavement Noise Study in North Carolina PY - 2011/12//Final Report SP - 210p AB - This research investigated tire-pavement noise on various types of pavements across North Carolina by using On-Board Sound Intensity (OBSI) method. To mitigate traffic noise, quieter pavement may provide advantages that noise barriers cannot. To reach the ultimate goals of quieter pavement development, for effectively managing traffic noise in support of the NCDOT’s function in the FHWA Pooled Fund Study, TPF-5 (135), this research has focused on the most imperative task, i.e., to measure the OBSI noise levels of different types of pavements in North Carolina. A thorough literature review was conducted. OBSI testing equipment with sound intensity measuring process was established at East Carolina University. The OBSI equipment is an important tool for investigating tire-pavement noise and performing traffic noise research in a standard manner so that the data can be shared and compared with other agencies. Sixty-one highway sites and 153 test sections around 30 counties for nine types of pavements were investigated. The work of this project is a cornerstone for future determinations of the most cost-effective, durable and technically sound pavement noise abatement means suitable for North Carolina. The data have been proved to be valid and can be used in the FHWA OBSI database or presented to the public. The results indicate that relatively quieter pavements have been used in North Carolina. In the meantime, future work is needed to improve pavement noise levels based on the findings from this project. The OBSI data collected will provide valuable information in future research for quieter pavement development and traffic noise management. KW - Noise control KW - North Carolina KW - On Board Sound Intensity KW - Quiet pavements KW - Rolling contact KW - Sound level KW - Testing equipment KW - Tire/pavement noise KW - Traffic noise KW - Types of pavements UR - http://www.ncdot.gov/doh/preconstruct/tpb/research/download/2010-13finalreport.pdf UR - https://trid.trb.org/view/1137973 ER - TY - RPRT AN - 01368696 AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Energy Developments and the Transportation Infrastructure in Texas: Geodatabase of Energy Developments in Texas PY - 2011/12 SP - 74p AB - This document provides information about research product 0-6498-P1, Geodatabase of Energy Developments in Texas. Product 0-6498-P1 is a standalone product in DVD format, which contains geographic information system (GIS)-based datasets of energy developments and related infrastructure in Texas, as well as relevant non-spatial data. The GIS files are in Environmental Systems Research Institute (Esri™) file geodatabase format. Metadata files included in product 0-6498-P1 provide standardized information about the datasets. This document provides additional information, which complements the content in the metadata files. KW - Data files KW - DVDs KW - Energy KW - Energy development KW - Geodatabases KW - Geographic information systems KW - Infrastructure KW - Metadata KW - Pavements KW - Right of way (Land) KW - Texas UR - https://trid.trb.org/view/1137346 ER - TY - RPRT AN - 01368693 AU - National Highway Traffic Safety Administration TI - 2010 FARS/NASS GES Standardization PY - 2011/12 SP - 2p AB - The purpose of this document is to inform users of the National Highway Traffic Safety Administration's (NHTSA’s) Fatality Analysis Reporting System (FARS) and National Automotive Sampling System General Estimates System (NASS GES) data about some of the more significant changes to the 2010 data as a result of the standardization of the data elements between the two systems. The FARS/NASS GES Standardization began in 2006, with the second phase being implemented in the 2010 data collection year. The definition and element attribute changes introduced in 2010 are the most substantive and most numerous changes in one year in the reconciliation of the FARS and NASS GES data systems. In the 2011 data collection year—the third and final planned phase of the FARS/NASS GES standardization—nearly all remaining data element attribute and file structure differences will be addressed. As a single, unified data entry system, FARS/NASS GES will be compatible with the Model Minimum Uniform Crash Criteria (MMUCC), the guideline used by nearly all States to develop and revise their crash forms and databases. Once complete, the FARS/NASS GES standardization will simplify crash data coding and analysis as well as reduce costs and errors. KW - Crash data KW - Databases KW - Fatality Analysis Reporting System KW - General Estimates System KW - Model Minimum Uniform Crash Criteria KW - National Automotive Sampling System KW - Standardization UR - http://www-nrd.nhtsa.dot.gov/Pubs/811564.pdf UR - https://trid.trb.org/view/1137250 ER - TY - RPRT AN - 01368690 AU - Pry, Mark E AU - Andersen, Fred AU - History Plus AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Arizona Transportation History PY - 2011/12//Final Report SP - 179p AB - The Arizona transportation history project was conceived in anticipation of Arizona’s centennial, which will be celebrated in 2012. Following approval of the Arizona Centennial Plan in 2007, the Arizona Department of Transportation (ADOT) recognized that the centennial celebration would present an opportunity to inform Arizonans of the crucial role that transportation has played in the growth and development of the state. The report consists of a historical narrative and a series of topical essays. The seven-chapter historical narrative is a history of Arizona’s highways that extends from the pre-Columbian era to the present. The 14 topical essays extend the scope of the history beyond the state’s highway system. They include overviews of the development of other transportation modes (railroads, aviation, and urban transit), a brief history of highway pavements, a lighthearted look at the motoring experience during the 1920s and 1930s, and an exploration of how changes in transportation infrastructure affected some Arizona communities. The topical essays also provide additional historical information on bridges, urban freeways, the Interstate system, ADOT and its predecessor agencies, and famous roads such as U.S. Route 66, U.S. Route 89, the Black Canyon Highway, and the Beeline Highway. The report also includes a timeline of transportation-related developments. This chronology not only provides an accessible overview of Arizona’s transportation history; it also places that history in a larger context by including transportation-related developments from the rest of the nation and around the world. Finally, the report contains a guide to archives in Arizona that hold significant collections of historical photographs related to the state’s transportation history, a bibliography of published historical sources related to the history of highways in Arizona, and a discussion of how the historical narrative and topical essays could be used to produce publications and media that would be made available to the public. KW - Arizona KW - Aviation KW - Bridges KW - Highways KW - History KW - Public transit KW - Railroads UR - http://ntl.bts.gov/lib/44000/44200/44235/AZ660.pdf UR - https://trid.trb.org/view/1137345 ER - TY - RPRT AN - 01368088 AU - Agrawal, A K AU - City College of New York AU - New York State Department of Transportation AU - Research and Innovative Technology Administration TI - Bridge Vehicle Impact Assessment PY - 2011/12//Final Report SP - 168p AB - Bridges in New York State have been experiencing close to 200 bridge hits a year. These accidents are attributed to numerous factors including: improperly stored equipment on trucks; violation of vehicle posting signs; illegal commercial vehicles on parkways, etc. This report describes the work done to achieve the following objectives: (i) review and identify major factors contributing to bridge impacts, (ii) provide recommendations to the NYSDOT about effective measures for reducing the likelihood of future bridge hits, (iii) provide long term, feasible and economical recommendations to reduce the likelihood of bridge hits, (iv) review and comment on the NYSDOT Collision Vulnerability Assessment Procedure and provide recommended improvements and (v) develop a computer program for analyzing the bridge hits occurrences as new bridge hits data become available. The focus of the research has been on commercial overheight vehicles hitting superstructures of bridges. This study doesn’t address water vessels or trucks colliding with highway bridge piers. KW - Bridge superstructures KW - Bridges KW - Commercial vehicles KW - Crash investigation KW - Crashes KW - High risk locations KW - New York (State) KW - Overheight trucks KW - Truck traffic UR - https://www.dot.ny.gov/divisions/engineering/technical-services/trans-r-and-d-repository/C_07_10_final%20report.pdf UR - http://ntl.bts.gov/lib/46000/46300/46338/Final_Report_-_Bridge_Vehicle_Impact_Assessement.pdf UR - https://trid.trb.org/view/1136589 ER - TY - RPRT AN - 01367793 AU - Bonaquist, Ramon AU - Advanced Asphalt Technologies, LLC AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Characterization of Wisconsin Mixture Low Temperature Properties for the AASHTO Mechanistic-Empirical Pavement Design Guide PY - 2011/12//Final Report SP - 108p AB - This research evaluated the low temperature creep compliance and tensile strength properties of Wisconsin mixtures. Creep compliance and tensile strength data were collected for 16 Wisconsin mixtures representing commonly used aggregate sources and binder grades. Engineering and statistical analyses were performed on the data to provide recommendations for using measured mechanical properties in thermal cracking analyses with the Mechanistic-Empirical Pavement Design Guide (MEPDG), and to evaluate the thermal fracture resistance of Wisconsin mixtures. KW - Acceptance tests KW - Asphalt mixtures KW - Cracking KW - Creep properties KW - Low temperature KW - Mechanistic-Empirical Pavement Design Guide KW - Tensile strength KW - Wisconsin UR - http://wisdotresearch.wi.gov/wp-content/uploads/WisDOT-WHRP-project-0092-10-07-final-report.pdf UR - http://wisdotresearchtest.engr.wisc.edu/wp-content/uploads/whrp-0092-10-07-final-report.pdf UR - http://ntl.bts.gov/lib/44000/44500/44586/WisDOT-WHRP-project-0092-10-07-final-report.pdf UR - https://trid.trb.org/view/1136485 ER - TY - RPRT AN - 01367791 AU - Lord, Dominique AU - Brewer, Marcus A AU - Fitzpatrick, Kay AU - Geedipally, Srinivas R AU - Peng, Yichuan AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Analysis of Roadway Departure Crashes on Two-Lane Rural Roads in Texas PY - 2011/12//Technical Report SP - 216p AB - This three-year research effort was undertaken to identify factors that influence the number and severity of roadway departure crashes on rural two-lane highways in Texas and provide engineering countermeasures to reduce this type of crash. The study objectives were accomplished by analyzing crash, traffic flow, and geometric data between 2003 and 2008 and conducting site visits at 20 sites having the highest crash rates at four Texas Department of Transportation (TxDOT) districts. The study results showed that the proportion of roadway departures varied from 25 percent to 52 percent for all crashes occurring on the rural two-lane highway network. Proportionally more crashes occur on horizontal curves than on tangents and during nighttime. Distracted driving and speeding were found to be important contributing factors. To help reduce the number and severity of roadway departures, the research team proposed several medium- to low-cost countermeasures that can realistically be implemented by TxDOT. These countermeasures were grouped into three categories: targeted for horizontal curves, general applications, and new and innovative treatments. For each treatment, the information focused on the general characteristics, key design features, safety effectiveness, cost (when available), and additional resources where the reader can find more detailed information about the treatment. More than 25 treatments were described for reducing roadway departure crashes. KW - Countermeasures KW - Distraction KW - Highway curves KW - Nighttime crashes KW - Ran off road crashes KW - Rural highways KW - Speeding KW - Texas KW - Two lane highways UR - http://tti.tamu.edu/documents/0-6031-1.pdf UR - https://trid.trb.org/view/1136481 ER - TY - RPRT AN - 01367393 AU - Khan, Mobashwir AU - Kockelman, Kara AU - University of Texas, Austin AU - Southwest Region University Transportation Center AU - Research and Innovative Technology Administration TI - Predicting the Market Potential of Plug-in Electric Vehicles Using Multiday GPS Data PY - 2011/12 SP - 45p AB - Detailed Global Positioning System (GPS) data for a year’s worth of travel by 255 households from the Seattle area were used to investigate how plug-in electric vehicle types may affect adoption rates and use levels. The results suggest that a battery-electric vehicle (BEV) with 100 miles of range should meet the needs of 50% of one-vehicle households and 80% of multiple-vehicle households, if those households fully charge their BEVs just once a day and are willing to use a different vehicle or mode of transport just 4 days a year or less (to serve daily travel distances above 100 miles). Moreover, the average one-vehicle household in the Seattle region relies on its vehicle for 23 miles per day and should be able to electrify close to 80% of its miles using a plug-in hybrid electric vehicle (PHEV) with 40-mile all-electric-range. Households owning two or more vehicles can electrify 50 to 70% of their household miles using a PHEV40, depending on how they assign the vehicle across their drivers each day. Cost comparisons between the average single-vehicle household owning a Chevrolet Cruze (regular gasoline vehicle) versus a Chevrolet Volt PHEV suggest that when gas prices are $3.50 per gallon and electricity rates at the U.S. average of 11.2 ct per kWh, the Volt will save the household $535 per year in operating costs. Similarly, the Toyota Prius PHEV, when compared to the Toyota Corolla, will provide an annual savings of $538 per year. KW - Chevrolet Cruze KW - Chevrolet Volt KW - Electric vehicles KW - Electricity KW - Gasoline KW - Operating costs KW - Plug-in hybrid vehicles KW - Prices KW - Range (Vehicles) KW - Seattle (Washington) KW - Toyota Corolla KW - Toyota Prius KW - Trip length UR - http://swutc.tamu.edu/publications/technicalreports/161123-1.pdf UR - https://trid.trb.org/view/1136118 ER - TY - RPRT AN - 01367391 AU - Sperry, Benjamin R AU - Morgan, Curtis A AU - Texas Transportation Institute AU - Southwest Region University Transportation Center AU - Research and Innovative Technology Administration TI - How Fast Is a Fast Train? Comparing Attitudes and Preferences for Improved Passenger Rail Service among Urban Areas in the South Central High-Speed Rail Corridor PY - 2011/12//Research Report SP - 89p AB - High-speed passenger rail is seen by many in the U.S. transportation policy and planning communities as an ideal solution for fast, safe, and resource-efficient mobility in high-demand intercity corridors between 100 and 500 miles in total endpoint-to-endpoint length. As the nation moves forward with a significant investment to improve its intercity passenger rail system, a number of planning and policy barriers still exist, making it difficult to fully realize the anticipated benefits of high-speed passenger rail. Using data from an Internet-based survey of residents in three communities in Central Texas—Waco, Temple, and Hillsboro—this research project examined the potential impacts of new intercity passenger rail service on small- or medium-sized communities located in the intermediate area between two larger urban areas that form the endpoints of a federally designated intercity high-speed rail corridor. Responses from more than 1,000 surveyed residents found that residents’ attitudes toward new intercity passenger rail service are generally favorable and that trains could be used instead of automobiles for some intercity trips. The project’s findings provide a foundation for later investment-grade ridership studies in the corridor and have potential applications in planning for intercity passenger rail and transportation policy development. KW - Attitudes KW - High speed rail KW - Hillsboro (Texas) KW - Intercity transportation KW - Medium sized cities KW - Passenger rail KW - Small cities KW - Surveys KW - Temple (Texas) KW - Transportation planning KW - Transportation policy KW - Waco (Texas) UR - http://swutc.tamu.edu/publications/technicalreports/161003-1.pdf UR - https://trid.trb.org/view/1136119 ER - TY - RPRT AN - 01366631 AU - Chambers, Matthew AU - Research and Innovative Technology Administration TI - The Changing Tide of U.S.-International Container Trade: Differences Among the U.S. Atlantic, Gulf, and Pacific Coasts PY - 2011/12//Special Report SP - 6p AB - This BTS special report examines historical U.S. maritime trends, changes in U.S. trading partners, and current U.S. marine trade patterns. More specifically, it compares container vessel calls, container vessel capacity, and the average deadweight tonnage of vessels calling at U.S. Pacific Coast seaports and, increasingly, along the U.S. Atlantic and Gulf Coasts. The report highlights the typical container port and terminal construction projects recently completed along the Pacific Coast by the United States, China, and other U.S. trading partners. In addition, the report shows the U.S. population center, which has a historical relationship with the location and cargo flow of major U.S. seaports. KW - Atlantic Coast (United States) KW - Container traffic KW - Containerships KW - Gulf Coast (United States) KW - International trade KW - Pacific Coast (United States) KW - Trade KW - Trend (Statistics) UR - http://www.bts.gov/publications/special_reports_and_issue_briefs/special_report/2011_12_32/pdf/entire.pdf UR - https://trid.trb.org/view/1135182 ER - TY - RPRT AN - 01366588 AU - Kraus, Edgar AU - Oh, Jeong Ho AU - Fernando, Emmanuel AU - Li, Eric Yingfeng AU - Quiroga, Cesar AU - Koncz, Nicholas AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Evaluating the Impact of Overweight Load Routing on Buried Utility Facilities PY - 2011/12//Technical Report SP - 286p AB - Overweight traffic movements can negatively affect pavement integrity and quality. However, it is less known to what degree buried utility facilities along and across the right of way are affected by these overweight loads, especially if the utility facility is aged, placed under an exception to the Utility Accommodation Rules (UAR), and/or subjected to repetitive loads. Routing decisions for repetitive overweight loads may be determined without consideration of cumulative impacts to utility infrastructure, particularly municipally owned lines that could be aged, accommodated under an exception, or of substandard materials. Given the growth in volume in overweight load (particularly mid-heavy and superload) permits, the adequacy of the UAR is unknown. The objectives of this project were to (a) provide a review of technical design and engineering requirements for utility accommodation in Texas, (b) provide an assessment of potential impact of overweight loads on buried utilities, (c) provide recommendations for a business process for Texas Department of Transportation (TxDOT) overweight routing coordination, (d) provide recommendations for changes to TxDOT manuals, (e) provide an assessment of UAR adequacy to deal with overweight loads on buried utilities, and (f) provide recommendations for changes to the UAR. KW - Aging infrastructure KW - Evaluation and assessment KW - Impacts KW - Overweight loads KW - Permits KW - Routing KW - Texas KW - Underground utility lines KW - Utility accommodation policy UR - http://tti.tamu.edu/documents/0-6394-2.pdf UR - https://trid.trb.org/view/1135178 ER - TY - RPRT AN - 01366358 AU - Sen, Lalita AU - Majumdar, Sarmistha Rina AU - Highsmith, Meredith AU - Cherrington, Linda AU - Weatherby, Cinde AU - Texas Southern University AU - Sam Houston State University AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Performance Measures for Public Transit Mobility Management PY - 2011/12//Technical Report SP - 202p AB - Mobility management is an innovative approach for managing and delivering coordinated public transportation services that embraces the full family of public transit options. At a national level, there are currently no industry recognized performance indicators to measure and monitor performance of mobility management programs. This research looks at the state of mobility management practice throughout Texas, as well as national best practices in mobility management. Additionally, this research provides an overview of the varying roles of state departments of transportation in public transit mobility management efforts. The research also presents applied mobility management for agencies seeking to implement mobility management programs as well as a menu of performance measures that can be utilized based on the type and level of program implemented. KW - Mobility KW - Mobility management KW - Performance measurement KW - Public transit KW - State departments of transportation KW - Texas UR - http://tti.tamu.edu/documents/0-6633-1.pdf UR - https://trid.trb.org/view/1134252 ER - TY - RPRT AN - 01366349 AU - Reich, Stephen L AU - Kolpakov, Alex AU - National Center for Transit Research AU - Florida Department of Transportation AU - Research and Innovative Technology Administration TI - Tracking Costs of Alternatively Fueled Buses in Florida PY - 2011/12//Final Report SP - 29p AB - The goal of the current project is to establish a recording and reporting mechanism for collecting field data on the performance and costs of alternatively fueled public transit vehicles operating in Florida in order to assist policy makers with their decisions regarding maintenance resources and future vehicle acquisitions. In addition, this project aims to establish cost estimating guidance for the modification of transit maintenance facilities to make them suitable for servicing alternatively fueled buses. Over the course of this project repeated data requests were sent to 21 fixed-route transit agencies and 12 paratransit operators. Despite the challenges in data collection and low response rate, enough data was collected to represent 70 percent of the Florida fixed route fleet and perform valid analysis of costs. No meaningful cost data was available for demand response vehicles, limiting the extent of the analysis of the paratransit fleet. KW - Alternate fuels KW - Costs KW - Electric buses KW - Fixed routes KW - Fuel cell vehicles KW - Hybrid vehicles KW - Natural gas buses KW - Paratransit vehicles KW - Transit buses UR - http://www.fdot.gov/research/Completed_Proj/Summary_PTO/FDOT_BDK85_977-18_rpt.pdf UR - http://www.nctr.usf.edu/wp-content/uploads/2012/02/77927-final-report.pdf UR - https://trid.trb.org/view/1135030 ER - TY - RPRT AN - 01365965 AU - Li, Frank X AU - Perera, Graciela C AU - Detwiler, Ben AU - Youngstown State University AU - Research and Innovative Technology Administration TI - Real-Time Stress Monitoring of Highway Bridges with a Secured Wireless Sensor Network PY - 2011/12//Final Report SP - 19p AB - This collaborative research aims to develop a real-time stress monitoring system for highway bridges with a secured wireless sensor network. The near term goal is to collect wireless sensor data under different traffic patterns from local highway bridges. The long term goal is to build a non-destructive structural health monitoring system and derive a structural health index to predict the remaining life span of a highway bridge in order to save human lives, avoid costly failure, provide timely restoration, prevent unnecessary reconstructions, and minimize disruptions of traffic. The following tasks have been completed: a wireless sensor node was modified by adding a vibration sensor; the PCB boards for the analog filters and the vibration sensors were designed and built; a security protocol based on the Diffie-Hellman protocol for wireless sensor networks was developed; and embedded software on each wireless sensor node to relay the sensor data from neighboring sensor nodes was developed. KW - Data collection KW - Highway bridges KW - Real time information KW - Security KW - Sensors KW - Software KW - Structural health monitoring KW - Wireless communication systems KW - Wireless sensors UR - http://stem.ysu.edu/gen/stem_generated_bin/documents/basic_module/Final_Report_12_20111_revised.pdf UR - https://trid.trb.org/view/1134976 ER - TY - RPRT AN - 01364063 AU - Levecq, Charles AU - Kuhn, Beverly AU - Jasek, Debbie AU - University Transportation Center for Mobility AU - Research and Innovative Technology Administration TI - Best Practices and Outreach for Active Traffic Management PY - 2011/12//Final Report; Technical Report SP - 66p AB - Continued growth in travel on congested freeway corridors and limited public funding for expansion and improvement projects are limiting agencies’ abilities to provide sufficient roadway capacity in major metropolitan areas. Focusing on trip reliability, active traffic management (ATM)—widely deployed for decades in Europe but in its early stages in the United States— maximizes the effectiveness and efficiency of the facility and increases throughput and safety through integrated systems with new technology, including the automation of dynamic deployment to optimize performance quickly. This congestion management approach consists of a combination of strategies that, when implemented in concert, fully optimize the existing infrastructure and provide measurable benefits to the transportation network and the motoring public. These strategies include speed harmonization, temporary shoulder use, junction control, and dynamic signing and rerouting. By providing transportation agencies across the United States with crucial information on best practices for deployment and operation of ATM strategies, this project can have a positive impact on transportation networks where ATM is deployed. This report provides a summary of the research conducted during a project sponsored by the University Transportation Center for Mobility™ related to ATM. This document includes a literature review related to ATM, an inventory of ATM deployments both overseas and in the United States, a summary of best practices and general guidelines for the deployment of ATM, information on the development of an ATM website, and the delivery of a webinar to present the project results to increase the awareness of ATM within the transportation profession. KW - Active traffic management KW - Advanced traffic management systems KW - Best practices KW - Congestion management systems KW - Guidelines KW - Highway traffic control KW - Implementation UR - http://utcm.tamu.edu/publications/final_reports/Kuhn_10-01-54.pdf UR - https://trid.trb.org/view/1132947 ER - TY - RPRT AN - 01364054 AU - Doolen, Toni AU - Saeedi, Amirali AU - Emami, Samin AU - Oregon State University, Corvallis AU - Oregon Department of Transportation AU - Federal Highway Administration AU - California Department of Transportation AU - Iowa Department of Transportation AU - Minnesota Department of Transportation AU - Montana Department of Transportation AU - Texas Department of Transportation AU - Utah Department of Transportation AU - Washington State Department of Transportation TI - Accelerated Bridge Construction (ABC) Decision Making and Economic Modeling Tool PY - 2011/12//Final Report SP - 201p AB - In this FHWA-sponsored pool funded study, a set of decision making tools, based on the Analytic Hierarchy Process (AHP) was developed. This tool set is prepared for transportation specialists and decision-makers to determine if ABC is more effective than traditional construction for a given bridge replacement or rehabilitation project. The tool set is user-friendly, flexible to accommodate a range of construction situations, transparent as to the method of calculation, and customizable to maintain future relevance. To accommodate this task, a comprehensive literature review on a number of relevant domains such as ABC construction techniques and decision making approaches, were completed. The findings were summarized into a decision model hierarchy that was also incorporated into the decision making software. The software was tested through evaluating a set of real-world construction projects. KW - Accelerated construction KW - Bridge construction KW - Decision making KW - Economic models UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/ABC.pdf?ga=t UR - https://trid.trb.org/view/1132247 ER - TY - RPRT AN - 01364045 AU - Federal Highway Administration TI - Telling the R&T Story: The Value of Research PY - 2011/12 SP - 32p AB - Safer, smarter, more cost-effective, and more sustainable. Though sometimes unseen, the technologies and products developed through the Federal Highway Administration’s (FHWA) research and technology (R&T) programs are improving the Nation’s roads and bridges coast to coast, saving lives, supporting the economy, and reducing congestion. Leading the way on high priority research in everything from pavement materials to the human factors that contribute to safer roads, FHWA’s R&T programs are developing the solutions that will define tomorrow’s highway system. In the many innovations and groundbreaking technologies described here, learn about the value these R&T initiatives are contributing nationwide and get a glimpse of an even brighter transportation future. KW - Bridges KW - Highways KW - Research and educational facilities KW - Research projects KW - Technological innovations KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/research/general/11053/11053.pdf UR - https://trid.trb.org/view/1132665 ER - TY - RPRT AN - 01363229 AU - Zhang, Yunlong AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - User’s Guide. Pavement Marking Management System Database PY - 2011/12 SP - 56p AB - Pavement markings play a critical role in maintaining a safe and efficient driving environment for road users, especially during nighttime conditions. The Texas Department of Transportation (TxDOT) spends millions of dollars each year for installation and maintenance of pavement markings. In order to ensure that pavement markings remain effective, the highway agencies maintain them regularly by replacing the old markings. Therefore, selecting proper pavement marking materials (PMMs) that can maintain an acceptable level of functional performance over a longer period of time can lead to significant cost savings while maintaining safety. Thus, there is a need to evaluate the current performance specifications used by TxDOT and other users and to develop improved performance specifications reflecting the performance capabilities of existing materials. The overall objective of the TxDOT research project 0-5548 “Development of Field Performance Tools and Program for Pavement Marking Materials” was to develop a field performance evaluation program and to identify effective field evaluation methods and tools to improve the performance of PMMs. Advantages and disadvantages of different evaluation procedures were studied to design an effective program for evaluating and testing PMMs based on different external conditions, specifications, material selection criteria, and performance measures. As part of this project, field test decks were installed and data were collected. As a component of the project, a tracking database is developed. This document provides instructions and guidance to users of this tracking database. KW - Benefit cost analysis KW - Computer program documentation KW - Databases KW - Field studies KW - Highway safety KW - Road marking materials KW - Service life KW - Texas UR - http://tti.tamu.edu/documents/0-5548-P1.pdf UR - http://ntl.bts.gov/lib/43000/43500/43555/0-5548-P1.pdf UR - https://trid.trb.org/view/1131890 ER - TY - RPRT AN - 01363076 AU - Arrington, Dusty R AU - Bligh, Roger P AU - Menges, Wanda L AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - MASH Test 3-37 of the TXDOT 31-Inch W-Beam Downstream Anchor Terminal PY - 2011/12//Test Report SP - 74p AB - The objective of this study was to develop a suitable replacement for the downstream “turndown” guardrail anchor system. The “turndown” guardrail anchor system does not meet mandated test requirements under Manual for Assessing Safety Hardware (MASH) for upstream anchor application terminals; however, it does meet downstream requirements for previous crash testing standards. Due to its low cost, the Texas Department of transportation (TxDOT) has used this anchor system with 27-inch guardrail in downstream applications when it is outside of the clear zone of opposing traffic. With the new federally mandated increase in guardrail height, TxDOT is considering increasing its standard guardrail height to 31 inches. This increase in height increases the risk of a small sedan wedging under the guardrail and snagging on the “turndown” anchor system. The current “turndown” anchor design does not include a releasable connection detail for reverse direction impacts. For this reason, TxDOT has decided to develop a new downstream anchor system rather than test the 31-inch configuration of the “turndown” anchor system. This anchor system utilized standard parts found in the AASHTO-ARTBA-AGC Guide to Standardized Highway Barrier Hardware when possible. This terminal is non-proprietary to allow for competitive bidding to reduce costs. As this system will be developed for the sole purpose of anchoring the downstream end of guardrail system, the testing matrix will include the optional crash test (3-37) found in MASH for testing terminals in a reverse direction impact condition. KW - AASHTO Manual for Assessing Safety Hardware KW - Anchors (Structural connectors) KW - Breakaway supports KW - Guardrail terminals KW - Impact tests KW - W beam UR - http://tti.tamu.edu/documents/9-1002-6.pdf UR - http://ntl.bts.gov/lib/43000/43500/43565/9-1002-6.pdf UR - https://trid.trb.org/view/1131570 ER - TY - RPRT AN - 01363017 AU - Bligh, Roger P AU - Arrington, Dusty R AU - Menges, Wanda L AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Development of a Mash Tl-2 Guardrail-to-Bridge Rail Transition Compatible with 31-Inch Guardrail PY - 2011/12//Test Report SP - 124p AB - The Texas Department of Transportation (TxDOT) Design Division is in the process of developing new guardrail standards that comply with the AASHTO Manual for Assessing Safety Hardware (MASH). The new guardrail system will provide increased capacity and improved impact performance relative to the current design. A key feature of the new system is an increased in rail mounting height from 27 inches to 31 inches. TxDOT’s current TL-2 metal beam transition is 27 inches tall and is not compatible with the new 31 inch guardrail system. While the high-speed, nested thrie beam transition system meets MASH guidelines and is compatible with a 31-inch guardrail, it would be cost-prohibitive to use it on all roadways. The objective of this research was to develop a transition that is suitable for use on lower speed roadways, less expensive and complex than the current high-speed (i.e., TL-3) transition design, and is compatible with a 31-inch guardrail. A low-cost guardrail-to-bridge rail transition was successfully developed and tested under MASH Test Level 2 conditions. It is compatible with a 31-inch guardrail and can connect to rigid concrete bridge rails. It is considered suitable for implementation on roadways that have traffic conditions appropriate for the use of TL-2 safety hardware. Use of this system provides significant savings in material and installation cost compared to the high speed transition system. KW - AASHTO Manual for Assessing Safety Hardware KW - Bridge railings KW - Guardrail transition sections KW - Guardrails KW - Impact tests KW - Thrie beams UR - http://tti.tamu.edu/documents/9-1002-8.pdf UR - http://ntl.bts.gov/lib/43000/43500/43563/9-1002-8.pdf UR - https://trid.trb.org/view/1131521 ER - TY - RPRT AN - 01362974 AU - Panero, Marta AU - Botha, Jan L AU - San Jose State University AU - California Department of Transportation AU - Research and Innovative Technology Administration TI - The Nature of Context-Sensitive Solutions, Stakeholder Involvement and Critical Issues in the Urban Context PY - 2011/12//Final Report SP - 97p AB - This study examines the issue of conflicting demands in developing projects in a timely manner while involving stakeholders in the context of a relatively new policy framework – Context Sensitive Solutions (CSS) – which supports the early integration of stakeholders into the planning process. CSS is a relatively new process and not consistently interpreted or applied across states and/or agencies. Findings suggest that the extent to which public agencies apply the CSS framework and involve and respond to stakeholders depends on each agency’s interest in engaging the public in the planning process to find the best-fit project for a community. Agency staff need to understand the benefits flowing from community involvement, including gaining constituents’ buy-in and support for project financing. A movement toward standardizing CSS policies and directives across the country will facilitate a public discussion about the benefits of engaging communities into the project design phase and away from solely expert-based designs. KW - Context sensitive design KW - Context Sensitive Solutions KW - Government agencies KW - Planning methods KW - Public participation KW - Regional planning KW - Stakeholders KW - Transportation planning KW - Urban highways UR - http://transweb.sjsu.edu/PDFs/research/2610-Context-Sensitive-Solutions-Stakeholder-Involvement-Urban-Context.pdf UR - http://ntl.bts.gov/lib/43000/43500/43530/2610-Context-Sensitive-Solutions-Stakeholder-Involvement-Urban-Context_bf.pdf UR - https://trid.trb.org/view/1127097 ER - TY - RPRT AN - 01362900 AU - Ye, Zhirui Jared AU - Kack, David AU - Chaudhari, Jaydeep AU - Ewan, Levi AU - Montana State University, Bozeman AU - Western Transportation Institute AU - Montana Department of Transportation AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Montana's Intercity Bus Services Study PY - 2011/12//Final Report SP - 127p AB - Intercity bus service funding from the Federal Transit Administration (FTA’s) Section 5311(f) program is a part of the larger 5311 program known as Formula Grants for Other than Urbanized Areas. The S.5311(f), requires that 15% of the total 5311 program funds given to the state be used to develop and support ICB service. This 15% can be waived if the governor certifies that the intercity bus transportation needs are being met within the state. The goal of this project was to provide the Montana Department of Transportation (MDT) with a current assessment of intercity bus services within the state, and provide a methodology that can be used by MDT to determine if needs are being met and, if not, a process to identify potential new routes/services and how to allocate funding for the new services. To achieve this goal, the research team first conducted an extensive literature review of intercity bus service studies in other states. Following that, a survey of peer states, with characteristics similar to Montana’s rural/frontier nature was performed to understand funding practices and perceive barriers of intercity bus service. Two additional surveys were distributed to intercity bus riders and the general public in Montana to provide insight into the use of intercity bus services and the attitudes toward the services. The research team then examined the connectivity of current intercity bus services with local public transportation providers in Montana, as well as other transportation modes. In addition, a survey of local transit agencies in Montana was conducted. The results from the network connectivity analysis and the survey were used as a basis to help define “meaningful connections” for intercity bus services in Montana. Finally, this research provided a methodology that can be used by MDT to determine intercity bus service needs are being adequately met. The methodology consists of an annual process to support existing intercity bus services and a triennial process to determine if there is the need for new services. KW - Bus transportation KW - Connectivity KW - Financing KW - Literature reviews KW - Montana KW - Needs assessment KW - Rural areas KW - Surveys UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/intercity/final_report_dec11.pdf UR - https://trid.trb.org/view/1128473 ER - TY - RPRT AN - 01362892 AU - Vedenov, Dmitry V AU - Fuller, Stephen W AU - McCarl, Bruce A AU - Attavanich, Witsanu AU - Ahmedov, Zafarbeck AU - Texas A&M University, College Station AU - University Transportation Center for Mobility AU - Research and Innovative Technology Administration TI - Effect of Climate Change on Crop Production Patterns with Implications to Transport Flows and Inland Waterways PY - 2011/12//Final Report SP - 86p AB - This project analyzed the demand for transportation capacity and changes in transportation flows on inland waterways due to shifts in crop production patterns induced by climate change. Shifts in the crop production mix have been observed in recent years in response to changing climate. The primary exhibited trend is that of a northward shift resulting, for example, in increased corn production in historically wheat-producing regions. Given differences in the typical destinations and volumes of corn and wheat shipments, such changes have the potential to alter the pattern, composition and seasonality of grain flows toward and along the Mississippi River. As a result, bulk cargo traffic patterns, transportation flows, and demand for transportation capacity and facilities in the Mississippi River basin may change dramatically in the near future. The project analyzed these changes using a U.S. agricultural sector model and an international grain transportation model. The former predicts shifts in production patterns due to climate change, while the latter analyzes the effect of predicted production shifts on transportation flows. The results will help planners in forecasting demand for Mississippi River transport facilities and capacity. KW - Agricultural industry KW - Climate change KW - Crops KW - Demand KW - Grain KW - Inland water transportation KW - Mississippi River KW - Traffic flow UR - http://utcm.tamu.edu/publications/final_reports/Vedenov_10-54-51.pdf UR - https://trid.trb.org/view/1128286 ER - TY - SER AN - 01362885 JO - Research Results PB - Federal Railroad Administration AU - Ngamdung, Tashi AU - Carroll, Anya A AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Data Analysis of Grade Crossing Incidents PY - 2011/12 SP - 4p AB - Incidents and fatalities at highway-rail grade crossing in the United States have declined significantly over the past two decades despite a significant increase in both train and vehicle traffic. Therefore, to provide a more realistic comparison of safety performance over the years, it is important to include both train and vehicle traffic when calculating incident rates at highway-rail grade crossings. The U.S. Department of Transportation’s (USDOT) Federal Railroad Administration (FRA) tasked the USDOT Research and Innovative Technology Administration’s John A. Volpe National Transportation Systems Center (Volpe Center) to review an exposure metric called traffic moment (TM), which is currently used by European nations, and to apply it to U.S. data. There were two objectives to this research: (1) to review the grade crossing exposure metric used by European nations and to analyze the ability to "fit" the U.S. data into that method for all U.S. public crossings; and (2) to apply the same exposure metric to public active and passive crossings to compare the trends in incident rate between active and passive crossings. KW - Alternatives analysis KW - Crash data KW - Crash rates KW - Highway traffic KW - Railroad grade crossings KW - Railroad traffic UR - http://www.fra.dot.gov/Elib/Document/123 UR - https://trid.trb.org/view/1131068 ER - TY - RPRT AN - 01362870 AU - Middleton, Dan AU - Brydia, Robert AU - Pesti, Geza AU - Songchitruksa, Praprut AU - Balke, Kevin AU - Ullman, Gerald AU - Texas A&M University, College Station AU - Texas Department of Transportation AU - Federal Highway Administration TI - Use of Intelligent Transportation Systems in Rural Work Zones PY - 2011/12//Technical Report SP - 206p AB - This project defined an approach to integrating data collected and traveler information displayed in a work zone with a regional transportation management center and/or other state websites. The project conducted a literature review to define the state of the practice in work zone Intelligent Transportation Systems (ITS; smart work zones) and worked with the Texas Department of Transportation traffic managers to identify their safety and mobility needs in a work zone and where ITS can play a role. The research conducted a market review to find current product offerings that provide solutions to address the identified work zone needs. It also developed two levels of architecture for integrating work zone ITS data from these products into a regional transportation management center. The project also explored new uses of work zone information and made recommendations for operating existing ITS systems in concert with Smart Work Zones. KW - Advanced traveler information systems KW - Intelligent transportation systems KW - Rural areas KW - State of the practice KW - Work zones UR - http://tti.tamu.edu/documents/0-6427-1.pdf UR - https://trid.trb.org/view/1128242 ER - TY - RPRT AN - 01362865 AU - Fitzpatrick, Kay AU - Chrysler, Susan AU - Sunkari, Srinivasa AU - Cooper, Joel AU - Park, Byung-Jung AU - Higgins, Laura AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Modern Traffic Control Devices to Improve Safety at Rural Intersections PY - 2011/12//Technical Report SP - 198p AB - Engineers with the Texas Department of Transportation (TxDOT) frequently make changes to traffic control devices (TCDs) to improve intersection safety. To use available funds judiciously, engineers make incremental changes in order to select the least costly yet effective improvements. The goal of this project was to obtain a better understanding of modern TCD capabilities. Researchers conducted the following tasks: literature review, crash data examination, TxDOT district survey, laboratory survey, field study, and development of principles for selecting TCDs. Adding flashing lights to signs, either through beacons or embedded light-emitting diodes (LEDs), serves two purposes: to attract attention and to convey a message. The findings of this research demonstrate that while the lights do improve detection distance, legibility distance of the message suffers at night due to the glare of the lights. Cautious engineering judgment should be used when adding lights to any word message sign beyond a Stop sign because the legibility distance for the words will be shorter than when lights are not present. For Stop signs, the unique color and shape of these traffic control devices prompts drivers’ responses to them long before the word “stop” is actually read. The driving study found no difference in sign detection at night between those with an overhead flashing beacon and those where the ground-mounted sign has embedded LEDs. The detection distances observed for the signs with lights in this study were extremely long, over 2000 ft in most cases. The other general observation regarding the magnitude of the results is that for all of the Stop signs, both lit and unlit, the detection distance for sign recognition was always greater than stopping sight distance. So the existing static Stop signs are sufficiently visible for an alert driver under clear weather. The research project found that there appears to be a benefit to detection from dimming the LED brightness at night. The LED sign set on the high brightness setting was detected furthest during the day, while the lower setting was detected best at night. The research concluded with guidance principles to consider when selecting countermeasures for rural stop-controlled intersections. KW - Field studies KW - Highway safety KW - Intersections KW - Laboratory studies KW - Light emitting diodes KW - Lighting KW - Literature reviews KW - Rural areas KW - Stop signs KW - Texas Department of Transportation KW - Traffic control devices UR - http://tti.tamu.edu/documents/0-6462-1.pdf UR - https://trid.trb.org/view/1128315 ER - TY - RPRT AN - 01362864 AU - Wang, Ming-Heng AU - Schrock, Steven D AU - Bai, Yong AU - Rescot, Robert A AU - University of Kansas, Lawrence AU - Kansas State University Transportation Center AU - Kansas Department of Transportation AU - Research and Innovative Technology Administration TI - Evaluation of Innovative Traffic Safety Devices at Short-Term Work Zones PY - 2011/12//Final Report SP - 137p AB - The objective of this study was to investigate and evaluate the usage and effectiveness of innovative traffic control devices that can be used in short-term work zones. Any device to be used in short-term work zones should command the respect of drivers, be durable, have an easily understood meaning, be low cost, be quick and easy to install and remove, and be reusable. This study was conducted in three sections: a literature review of previously published research, a nationwide usage survey, and a field test for a selected device, portable plastic rumble strip (PPRS). PPRSs, which have been tested on a closed course, were found to be a device potentially suitable for use at short term work zones. This field study was to investigate the effects of the PPRSs and drivers’ response to them at three short-term maintenance work zones in Kansas. The results showed that the effect of PPRSs in speed reductions was more significant on cars than on trucks. The PPRSs reduced car speeds by 4.6 to 11.4 miles per hour. They also created 5.0 to 11.7 miles per hour mean speed reduction for trucks, but the reductions were only at two test sites. It was observed that 30 to 80 percent of truck drivers activated their brakes (indicated by brake light illumination) when they approached the PPRSs. In addition, about five percent of car and truck drivers swerved around the PPRSs. This indicates that additional signage or other supplemental traffic devices would be needed when the PPRSs are implemented. KW - Field tests KW - Literature reviews KW - Rumble strips KW - Surveys KW - Traffic control devices KW - Traffic safety KW - Work zone traffic control UR - http://idmweb.ksdot.org/PublicLib/publicDoc.asp?ID=003813661 UR - http://ntl.bts.gov/lib/43000/43300/43383/KU095_Final.pdf UR - https://trid.trb.org/view/1128241 ER - TY - SER AN - 01362853 JO - Research Results PB - Federal Railroad Administration AU - Federal Railroad Administration TI - Success Factors in the Reduction of Highway-Rail Grade Crossing Incidents PY - 2011/12 SP - 4p AB - Incidents at highway-rail grade crossings in the United States declined 44.7 percent from 1994 to 2007. This decline was likely a result of various crossing safety improvement programs conducted during that period. The U.S. Department of Transportation’s (USDOT) Federal Railroad Administration (FRA) tasked the John A. Volpe National Transportation Systems Center (Volpe Center) to determine the safety factors that were responsible for the reduction of highway-rail grade crossing incidents. The study was conducted in two parts. In the first part, an examination of the reduction of highway-rail grade crossing incidents during the 1994–2003 period was completed. In the second part of the study, an analysis of success factors for the 2003 through 2007 period was completed. KW - Crash causes KW - Highway safety KW - Railroad grade crossings KW - Railroad safety UR - http://www.fra.dot.gov/Elib/Document/122 UR - https://trid.trb.org/view/1131074 ER - TY - RPRT AN - 01362851 AU - Peterson, Karl AU - Sutter, Lawrence L AU - Anzalone, Gerald AU - Michigan Technological University AU - University Transportation Center for Materials in Sustainable Transportation Infrastructure (MISTI) AU - Wisconsin Department of Transportation AU - Research and Innovative Technology Administration TI - Reduction of Minimum Required Weight of Cementitious Materials in WisDOT Concrete Mixes PY - 2011/12//Final Report SP - 66p AB - This project was designed to explore the feasibility of lowering the cementitious materials content (CMC) used in Wisconsin concrete pavement construction. The cementitious materials studied included portland cement, fly ash, and ground granulated blast furnace slag. For the first phase, mixtures were prepared using the current WisDOT aggregate grading specification. For the second phase, mixtures were prepared using an optimized (e.g. Shilstone) gradation. A variety of tests for fresh and hardened concrete were conducted to determine the viability of low CMC mixtures for use in concrete pavement. The research resulted in several successful low CMC concrete mixtures in terms of workability, strength, and durability. Many unsuccessful low CMC concrete mixtures were also produced. The analysis of the data suggests a practical minimum CMC of 5.0 sacks/yd3 for concrete. However, successful mixtures containing fly ash were achieved at the CMC levels of 4.0 sacks/yd3 and 4.5 sacks/yd3. The same minimum CMC limits were established in both the first and second phases of the research, regardless of the change in aggregate gradation. KW - Aggregate gradation KW - Cementitious materials KW - Concrete pavements KW - Fly ash KW - Portland cement KW - Slag KW - Wisconsin Department of Transportation UR - http://wisdotresearch.wi.gov/wp-content/uploads/WisDOT-WHRP-project-0092-08-08-final-report.pdf UR - http://ntl.bts.gov/lib/44000/44500/44588/WisDOT-WHRP-project-0092-08-08-final-report.pdf UR - https://trid.trb.org/view/1128292 ER - TY - SER AN - 01362850 JO - Research Results PB - Federal Railroad Administration AU - Horton, Suzanne AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Evaluation of Education and Outreach Programs PY - 2011/12 SP - 4p AB - Education and outreach are acknowledged, if only anecdotally, for contributing to an overall safer rail environment. The use of education and outreach programs as a means to improve highway-rail safety has expanded over the years since 1970 and the inception of Operation Lifesaver, Inc. These programs are commonly used to supplement safety measures, especially where engineering solutions are not feasible or less effective. Other than small-scale case studies, the effectiveness of education and outreach programs on highway-rail grade crossing safety has not been thoroughly researched. Evaluation of education and outreach programs can quantify the benefits of the programs, lead to identifying areas of improvement, and justify the value of the program. The U.S. Department of Transportation’s (USDOT) Federal Railroad Administration (FRA) has sponsored the USDOT Research and Innovative Technology Administration’s John A. Volpe National Transportation Systems Center to investigate education and outreach evaluation strategies and methods. The purpose of this research is to identify strategies and methods that have been used successfully in evaluating education and outreach programs in other transportation modes or countries or other industries. The study covers the potential applications, benefits, limitations, and success stories. The intent is that this research will provide direction and assistance to those who wish to implement a rail safety education or outreach program and to measure the effects of the program. KW - Education and training methods KW - Highway safety KW - Performance measurement KW - Railroad safety KW - Safety education UR - http://www.fra.dot.gov/Elib/Document/125 UR - https://trid.trb.org/view/1131069 ER - TY - RPRT AN - 01362837 AU - Perk, Victoria A AU - DeSalvo, Joseph S AU - Rodrigues, Tara A AU - Versoza, Nina M AU - Bovino, Steven C AU - University of South Florida, Tampa AU - National Center for Transit Research AU - Florida Department of Transportation AU - Research and Innovative Technology Administration TI - Improving Value of Travel Time Savings Estimation for More Effective Transportation Project Evaluation PY - 2011/12//Final Report SP - 91p AB - Estimates of value of time (VOT) and value of travel time savings (VTTS) are critical elements in benefit-cost analyses of transportation projects and in developing congestion pricing policies. In addition, differences in VTTS among various modes of transportation can provide information to planners and others on the likely success of diverting trips from single-occupant vehicles to alternatives. The goal of this research is to present an improved estimation of VTTS. By using information from the first survey to collect trip-specific data on the 95 Express corridor in Miami, Florida, it was found that the estimated VTTS of those travelers is approximately 49 percent of their hourly wage based on annual household income, with a range of $2.27 to $79.32 per hour and a mean of approximately $32.00 per hour. This result is in the range of estimated values for VTTS found in the recent literature and represents actual behavior of the survey respondents rather than the more commonly found stated preferences. While the primary objective of this research is to estimate VTTS using revealed preference data from the 95 Express corridor, a significant secondary objective is to provide a synthesis of managed lane operations in the United States. The report contains information on several existing projects around the country as well as information on cities that have been named part of the federal Urban Partnership Agreement (UPA) or Congestion Reduction Demonstration (CRD) program. KW - Benefit cost analysis KW - Interstate 95 KW - Managed lanes KW - Miami (Florida) KW - Revealed preferences KW - Surveys KW - Value of time UR - http://www.fdot.gov/research/Completed_Proj/Summary_PTO/FDOT_BDK85_977-21_rpt.pdf UR - https://trid.trb.org/view/1128287 ER - TY - RPRT AN - 01362833 AU - Lambert, James H AU - Thekdi, Shital A AU - Zhou, Qian AU - Virginia Center for Transportation Innovation and Research AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Land Development Risk Analysis for Multimodal Transportation Corridors PY - 2011/12//Final Report SP - 76p AB - Adjacent land development can compromise the performance of multimodal transportation facilities and increase the costs of maintaining or increasing capacities. There is an increasing need for jurisdictions to focus scarce funding on the corridors with the highest risk of land development and greatest potential for excess cost and regret. Escalating land values along with uncertainties in cost and public perception require that the agency proactively address future development along multimodal corridors to avoid surprise, regret, and belated action. This study integrated several risk and reliability models in order to predict land development and suggest priorities for risk management on the 5,700-mile multimodal system known as the Virginia Statewide Mobility System (SMS). Access point densities were counted and analyzed along the SMS, the related Corridors of Statewide Significance, and several parallel corridors. The access point analysis along with expert evidence was used to quantify consequences related to corridor protection. The study used more than 40 geographic information systems (GIS) data layers obtained from federal, state, and commercial entities including the Virginia Department of Transportation, U.S. Census Bureau, National Land Cover Database satellite imagery, and others. The study aggregated the layers in several expert perspectives to suggest priority corridor sections for risk management. No single perspective would be adequate. The analysis included eliciting factors most influencing land development; identifying key combinations of factors; quantifying the relative potential for volatile development of individual corridor sections; testing sensitivity of results to scenarios, assumptions, and emergent conditions; estimating a time to development; and describing strategic actions to minimize regret or excess cost. The result is an evidence-based method that will enable state planners to compare, prioritize, and benchmark needs for risk management over adjacent lands for thousands of miles of corridor. KW - Geographic information systems KW - Land use planning KW - Multimodal transportation KW - Real estate development KW - Risk analysis KW - Transit oriented development KW - Transportation corridors KW - Virginia Statewide Mobility System UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/12-r7.pdf UR - https://trid.trb.org/view/1128193 ER - TY - SER AN - 01362829 JO - Research Results PB - Federal Railroad Administration AU - Hellman, Adrian AU - daSilva, Marco AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Low-Cost Warning Device Industry Assessment PY - 2011/12 SP - 4p AB - Virtually all of the grade crossing train detection and warning systems in the United States use a variant of the track circuit technology developed over a century ago. Track circuits have evolved through the years, but the design and principles of operation have changed little. Although highly reliable, track-circuit–based train detection systems are costly to install and maintain. Systems that leverage low-cost, nontraditional technologies are an attractive alternative at low-usage grade crossings. The challenge for the railroad industry is to develop systems that are low in cost and safe. In response, the Federal Railroad Administration’s Office of Railroad Policy and Development directed the John A. Volpe National Transportation Systems Center (Volpe Center) to conduct a technology assessment of low-cost active warning devices for application at passive highway-rail grade crossings. The purpose of this research was to present an objective assessment of the available low-cost warning device technologies and to recommend a migration path that could be implemented in the United States. The Volpe Center performed a survey and assessment of the progress in low-cost warning device research. The following topics were considered: (1) the technologies that were selected for evaluation, (2) the criteria used to evaluate the technologies, (3) the implementation challenges and how they were resolved, (4) the benefits associated with the technologies, (5) the feasibility of leveraging the results of the previous research, and (6) lessons learned. KW - Evaluation and assessment KW - Highway safety KW - Lessons learned KW - Railroad grade crossings KW - Railroad safety KW - Technological innovations KW - Warning devices UR - http://www.fra.dot.gov/Elib/Document/124 UR - https://trid.trb.org/view/1131064 ER - TY - RPRT AN - 01362791 AU - Thomas, Gary B AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Applying the Systems Engineering Approach to Video over IP Projects: Workshop PY - 2011/12//Technical Report SP - 20p AB - In 2009, the Texas Transportation Institute produced for the Texas Department of Transportation a document called Video over IP Design Guidebook. This report summarizes an implementation of that project in the form of a workshop. The workshop was developed and presented as a pilot in Austin in 2010 and taught an additional four times in 2011 in Fort Worth, Lubbock, Houston, and San Antonio. KW - Pilot projects KW - Systems engineering KW - Texas KW - Voice over Internet Protocol KW - Workshops UR - http://tti.tamu.edu/documents/5-5942-01-1.pdf UR - http://ntl.bts.gov/lib/43000/43500/43560/5-5942-01-1.pdf UR - https://trid.trb.org/view/1131375 ER - TY - RPRT AN - 01362722 AU - Sheikh, Nauman M AU - Bligh, Roger P AU - Menges, Wanda L AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Determination of Minimum Height and Lateral Design Load for Mash Test Level 4 Bridge Rails PY - 2011/12//Test Report SP - 68p AB - The Manual for Assessing Safety Hardware (MASH) prescribes higher design vehicle impact speed and mass for test level 4 barriers compared to its predecessor National Cooperative Highway Research Program (NCHRP) Report 350. This has resulted in a 56 percent increase in impact severity for test level 4. The current American Association of State Highway Transportation Officials (AASHTO) Load and Resistance Factor Design (LRFD) Bridge Specifications require test level 4 bridge rails to have a minimum rail height of 32 inches and to be designed for a 54-kip lateral load. These requirements were based on NCHRP Report 350 impact conditions and need to be revised for the higher impact severity under MASH. A recent MASH test 4-21 with a 32-inch tall New Jersey profile rigid concrete barrier, which performed acceptably under NCHRP Report 350 TL-4, resulted in the vehicle rolling over the barrier. This research had the objectives of determining the minimum rail height and lateral design impact load for MASH test level 4 bridge rails. Using parametric finite element analysis and subsequent crash testing, the researchers determined the minimum recommended rail height for MASH TL-4 impact conditions to be 36 inches. Lateral design impact load for MASH TL-4 test conditions was determined to be 80 kips. A 36-inch tall Single Slope Traffic Rail (SSTR) that meets these rail height and lateral load capacity requirements was crash tested. The 36-inch tall SSTR successfully contained and redirected the impacting vehicle. Details of the simulation analysis, barrier design, full-scale crash testing, and crash test results are presented in this report. KW - AASHTO Manual for Assessing Safety Hardware KW - Bridge railings KW - Design load KW - Finite element method KW - Impact speed KW - Impact tests UR - http://tti.tamu.edu/documents/9-1002-5.pdf UR - http://ntl.bts.gov/lib/43000/43500/43562/9-1002-5.pdf UR - https://trid.trb.org/view/1131380 ER - TY - SER AN - 01362670 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - Driver Electronic Device Use in 2010 PY - 2011/12 SP - 8p AB - The percentage of drivers who were text-messaging or visibly manipulating hand-held devices increased significantly from 0.6 percent in 2009 to 0.9 percent in 2010, while the driver hand-held cell phone use stood at 5 percent in 2010. These results are from the National Occupant Protection Use Survey (NOPUS), which provides the only nationwide probability-based observed data on driver electronic device use in the United States. NOPUS is conducted annually by the National Center for Statistics and Analysis of the National Highway Traffic Safety Administration. The percentage of drivers holding cell phones to their ears while driving stood at 5 percent in 2010. This rate translates into 660,000 vehicles driven by people using hand-held cell phones at a typical daylight moment in 2010. It also translates into an estimated 9 percent of the vehicles whose drivers were using some type of phone (either hand-held or hands-free) at a typical daylight moment in 2010. KW - Cellular telephones KW - Distraction KW - Handheld devices KW - National Occupant Protection Use Survey KW - Text messaging KW - Traffic safety UR - http://www-nrd.nhtsa.dot.gov/Pubs/811517.pdf UR - https://trid.trb.org/view/1127535 ER - TY - RPRT AN - 01362668 AU - Niewendorp, Clark A AU - Oregon Department of Geology and Mineral Industries AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Naturally Occurring Hazardous Materials PY - 2011/12//Final Report SP - 124p AB - The study of naturally occurring hazardous materials (NOHMs) was conceived as a proactive response to assure that the Oregon Department of Transportation (ODOT) maintenance and construction activities take the presence of NOHMs into account. The label of NOHM is given to certain elements, minerals, and materials of a varied geologic nature found in natural deposits or as contaminants that could have consequences on the well-being of those exposed to these earthy materials. Many elements, minerals (non-fuel and industrial minerals), and other rocks meet the NOHM criteria, particularly those that pose health hazards through their physical properties (e.g., size, shape, dissolutions traits). It is when such an occurrence is disturbed, crushed, or exposed to natural weathering and erosion, or to human activities that create dust that a potential risk may arise and possibly pose a human health or environmental concern. Out of 42 possible NOHMs, ODOT’s Technical Advisory Committee picked 16 for the project. Ten ODOT sites across Oregon were sampled for the presence (or absence) of any one of these NOHMs, from which 15 composited samples were collected. Of these, 4 samples were analyzed for multi-elements (35 analytes), 10 samples were examined for zeolite minerals with erionite being the mineral of interest, and 2 samples were examined for asbestos minerals. Five samples from four sites contained fibrous material in suspension. X-ray fluorescence diffraction (XRD) was unable to match the fibrous material with zeolite XRD pattern matching standards. However, Transmission Electron Microscopy (TEM) data of the fibrous material points to offretite’s chemistry field, a zeolite species closely associated with erionite or possibly a Mg-poor erionite. The incongruity between the XRD and TEM results tends to confound analytical interpretation and the results are unfortunately inconclusive. At two ODOT sites, multi-element analysis by ICP-AEA with trace Hg by Cold Vapor/AAS revealed elevated levels of As and other analytes. Anthophyllite and chrysotile, both regulated asbestos minerals, were detected in two samples from the Chancellor quarry using NIOSH 9002 method (PLM/DS procedures). A NOHM-GIS interpretative layer, called NGIL, is an important outcome of this project. It was developed to map where the 16 NOHMs picked for the project are likely to be encountered. To convey NOHM information to ODOT personnel, a relative NOHM hazard potential was assigned to geologic unit polygons held in the Oregon Digital Geologic Compilation. The relative NOHM hazard potential is expressed in qualitative terms of ‘Most’, ‘Moderate’, or ‘Least’ likely. To arrive at a hazard classification, various data rules were devised based on geological factors, expert knowledge, and databases either developed or enhanced for the project. NGIL is also linked to a database of the characteristics, hazards, analytical methods, and precautions that are associated with each NOHM. KW - Geology KW - Hazardous materials KW - Minerals KW - Oregon UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/SPR686_Final2.pdf UR - https://trid.trb.org/view/1128255 ER - TY - RPRT AN - 01362664 AU - Pickrell, Timothy M AU - Starnes, Marc AU - National Highway Traffic Safety Administration TI - Analysis of Alcohol-Impaired Young Drivers in Fatal Crashes PY - 2011/12//NHTSA Technical Report SP - 41p AB - This report examines the relationship between the blood alcohol concentrations (BACs) of young drivers 16 to 20 years old and a comparison group (drivers 21 to 34) involved in fatal crashes and the following factors: restraint use, previous driving while intoxicated (DWI) conviction, driver license status, number of vehicles involved in the crash, speed limit, vehicle type, number of vehicle occupants, driver gender, time of day, day of week, holiday period, season, rural/urban status, and region of the country. Using NHTSA’s Fatality Analysis Reporting System (FARS) data, the authors examine the relationship between BACs and the above-listed factors first with an exploratory data analysis, presenting percentages based on the two most recent years of available FARS data (2008-2009), and then by an ordinal logistic regression analysis, using 2000-2009 FARS data. While both age groups had 5.0 percent of their drivers with BACs of .01 to .07 grams per deciliter, the percentage of drivers with BACs of .08 to .14 g/dL was slightly higher among drivers 21 to 34 (10.5%) versus drivers 16 to 20 (8.1%); by comparison, the percentage of drivers with BACs of .15 g/dL or higher was more than twice as high among drivers 21 to 34 years old (23.4%) versus drivers 16 to 20 (10.1%). Among drivers 16 to 20, 76.8 percent had BACs of .00, compared to 61.1 percent of drivers 21 to 34. Among drivers with positive BACs, 60 percent of the drivers 21 to 34 years old had BACs of .15 or higher, compared to only 43 percent of drivers 16 to 20. Ordinal logistic regression analysis demonstrated the partial effect of each factor on BAC while adjusting for the presence of all other variables in the model. This method of analysis demonstrated that the most significant factors for predicting the driver BAC level were restraint use, previous DWI status, and the time of day. Specifically, unrestrained drivers, drivers with DWI convictions recorded within three years of the crash, and drivers at night were likely to have BAC values in higher BAC categories than drivers not fitting this profile. KW - Blood alcohol levels KW - Drunk drivers KW - Fatalities KW - Nighttime crashes KW - Seat belts KW - Teenage drivers KW - Traffic conviction KW - Traffic crashes UR - http://www-nrd.nhtsa.dot.gov/Pubs/811525.pdf UR - https://trid.trb.org/view/1128152 ER - TY - RPRT AN - 01362649 AU - Ross, June AU - Serpico, Dan AU - Lewis, Robin AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Assessment of Driver Yielding Rates Pre- and Post-RRFB Installation, Bend, Oregon PY - 2011/12 SP - 49p AB - The Oregon Department of Transportation improved two crosswalks on US 97 (Bend Parkway) near Bend, Oregon by installing Rectangular Rapid Flashing Beacons (RRFB), replacing signs, and enhancing pavement markings. At the location of the intersections where the RRFBs were installed the highway is a four-lane facility with a center median, bike lanes, and sidewalks. The posted speed is 45 miles per hour. At about the same time that the improvements were made at the two crosswalks on the Bend Parkway, RRFBs were installed at another nearby location in the City of Bend. As the use of RRFBs is considered experimental, particularly at locations with posted speeds in excess of 35 mph, an evaluation of driver compliance rates and conflicts at the three intersections was undertaken. Driver yielding rates increased significantly at all three intersections where RRFBs were installed. Prior to the installation of RRFBs, data was collected on a total of 159 crossings at the three intersections; following RRFB installation data was collected on a total of 211 crossings. The average yielding rate was 17.8%; following installation the average yielding rate more than tripled to 79.9%. The conclusion of the study was that RRFBs should be considered for installation on high-speed facilities where there are posted speeds greater than 35 miles per hour if there are pedestrians and bicyclists using the facility and a history of crashes or the potential for them. The design of an RRFB installation needs to include features to improve the visibility of the crossing. KW - Crosswalks KW - Drivers KW - Flashing beacons KW - Highway traffic control KW - Pedestrian safety KW - Traffic control devices KW - Yielding UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/SPR721_bend_rrfb.pdf UR - https://trid.trb.org/view/1128257 ER - TY - SER AN - 01362629 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - National Distracted Driving Telephone Survey Finds Most Drivers Answer the Call, Hold the Phone, and Continue to Drive PY - 2011/12 IS - 407 SP - 2p AB - The National Highway Traffic Safety Administration conducted the first of several periodic national surveys of distracted driving to monitor the public’s attitudes, knowledge, and self-reported behavior about cell phones, texting, and driver choices. The 2010 survey was administered by telephone to 6,002 respondents 18 and older, with 4,877 interviews completed with respondents who were using landline phones and 1,125 interviews completed with respondents who were using cell phones. The survey over-sampled young adults 18 to 34. Interviewing ran during November and December 2010. Most drivers said they answer incoming calls while driving on all, most, or some trips. As for making calls, 5% report being willing to place calls on all driving trips, 10% on most driving trips, and 26% on some driving trips. The majority (66%) of respondents answer and drive, 9% answer and pull over, 12% answer and call back, 3% say they pull over then answer, and 9% hand the phone to a passenger. Not only do most people tend to answer and keep driving, but close to half (45%) hold the phone in their hand while driving. Seventeen percent use a hands-free earpiece, 9% have a built-in car system, and 17% use the cell phone speakers. KW - Behavior KW - Cellular telephones KW - Distraction KW - Drivers KW - Driving KW - Traffic safety UR - http://www.nhtsa.gov/staticfiles/traffic_tech/tt407.pdf UR - https://trid.trb.org/view/1127536 ER - TY - RPRT AN - 01361740 AU - Williams, Kevin W AU - Federal Aviation Administration AU - Federal Aviation Administration TI - A Human Factors Analysis of Fatal and Serious Injury Accidents in Alaska, 2004-2009 PY - 2011/12//Final Report SP - 20p AB - This report summarizes the analysis of 97 general aviation accidents in Alaska that resulted in a fatality or serious injury to one or more aircraft occupants for the years 2004-2009. The accidents were analyzed using the Human Factors Analysis and Classification System (HFACS) developed by Douglas Weigmann and Scott Shappell. As found in previous studies of this nature, Skill-Based Errors were found to be the most common accident causal factor, followed by Violation, Decision-Based Error, and Perceptual Error. Comparison of the findings to previous research finds both similarities and contrasts. Recommendations for preventing accidents are provided. KW - Air transportation crashes KW - Alaska KW - Crash analysis KW - Crash causes KW - Fatalities KW - General aviation KW - Human factors KW - Injuries KW - Prevention UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201120.pdf UR - https://trid.trb.org/view/1127410 ER - TY - RPRT AN - 01361738 AU - Avers, Katrina E AU - Johnson, William B AU - Banks, Joy O AU - Nei, Darin AU - Hensley, Elizabeth AU - Federal Aviation Administration AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Fatigue Solutions for Maintenance: From Science to Workplace Reality PY - 2011/12//Final Report SP - 28p AB - Thirty delegates, mostly from the FAA’s Aviation Safety (AVS) business unit, but also from U.S. industry and Transport Canada, assembled for a two-day workshop in Oklahoma City, OK. The workshop format combined key presentation topics, each followed by structured discussion. Following the discussion, the delegates generated a rank-order listing of the most important actions needed to reduce maintenance fatigue risk. Section 2.0 of this report elaborates on the “top ten” actions identified: 1. Enhance Employer and Worker Fatigue Awareness 2. Continue and Expand Fatigue Countermeasure Education 3. Support and Regulate Fatigue Risk Management Systems (FRMS) 4. Quantify Safety and Operational Efficiency Impact of Fatigue 5. Regulate Hours of Service Limits 6. Establish Baseline Data of Fatigue Risk with Existing Event-Reporting Systems 7. Integrate Fatigue Awareness Into Safety Culture 8. Ensure That FRMS is Considered in Safety Management Systems (SMS) Program 9. Create and Implement Fatigue Assessment Tools 10. Improve Collaboration of FRMS Within and Across Organizations The workshop delegates felt that the FAA is addressing many of these challenges, but there is substantial opportunity to increase attention to each topic. Their consensus was to address the challenges not only with research and development but also with operational activity and possible future regulation. KW - Aviation safety KW - Awareness KW - Culture (Social sciences) KW - Fatigue (Physiological condition) KW - Hours of labor KW - Human factors KW - Maintenance KW - Risk management UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201119.pdf UR - https://trid.trb.org/view/1127406 ER - TY - RPRT AN - 01361733 AU - Tison, Julie AU - Chaudhary, Neil AU - Cosgrove, Linda AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - National Phone Survey on Distracted Driving Attitudes and Behaviors PY - 2011/12//Final Report SP - 104p AB - As more drivers take their cell phones into their vehicles, distracted driving continues to grow as a traffic safety issue. Most U.S. States responded by enacting some sort of cell phone or texting ban. In November and December 2010, NHTSA conducted a nationally representative telephone survey of 6,002 drivers 18 and older from all 50 States and the District of Columbia. The goal of the National Survey of Distracted Driving Attitudes and Behaviors was to assess current attitudes and self-reported behaviors about distracted driving. Also assessed were perceptions of safety, cell phone use, laws, fines, and enforcement. Most drivers will answer a call while driving and most will continue to drive after answering. About 2 out of 10 drivers (18%) report that they have sent text messages or e-mails while driving; about half (49%) of those 21 to 24 years old report doing so. More than half believe that using a cell phone and or sending a text message/e-mail makes no difference on their driving performance, yet as passengers, 90% said they would feel very unsafe if their driver was talking on a handheld cell phone or texting/e-mailing while traveling with them. Where gender, age, and income differences exist, males and younger respondents tend to underestimate the negative effects that cell phone use has on driving. Those in the upper income tier ($100,000/year or more) tend to report higher incidences of cell phone use while driving and perceive such behavior as safer than do those in the lower income tiers. Overall, most drivers report that driving becomes more dangerous when they take their eyes off the road for more than 2 seconds, and this is related to age. About one-third of drivers 18 to 24 years old said they can take their eyes off the road for 3 to 10 seconds or more before driving becomes significantly more dangerous. KW - Age KW - Attitudes KW - Behavior KW - Cellular telephones KW - Distraction KW - Drivers KW - Driving KW - Highway safety KW - Performance KW - Surveys KW - Text messaging UR - http://ntl.bts.gov/lib/45000/45700/45720/811555.pdf UR - https://trid.trb.org/view/1127395 ER - TY - RPRT AN - 01361728 AU - Chaturvedi, Arvind K AU - Craft, Kristi J AU - Hickerson, Jeffery S AU - Rogers, Paul B AU - Soper, John W AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Toxicological Findings in Fatally Injured Pilots of 979 Amateur-Built Aircraft Accidents PY - 2011/12//Final Report SP - 18p AB - Biological samples collected from fatally injured pilots in aviation accidents involving all types of aircraft, including amateur-built aircraft, are submitted to the Civil Aerospace Medical Institute (CAMI) for accident investigation. These samples are analyzed for fire gases, ethanol, and drugs. Trends of amateur-built aircraft accidents and toxicological findings in the associated pilot fatalities have not been examined. Amateur-built aircraft accidents that occurred during 1990–2009 were evaluated by retrieving necessary information from the CAMI toxicology database. Probable cause and factor in the amateur-built aircraft mishaps were obtained from the National Transportation Safety Board's (NTSB's) aviation accident database. Of 6309 aviation accidents from which CAMI received postmortem samples, 979 (16%) were related to amateur-built aircraft. The highest number of aviation mishaps occurred during summer, which was true with amateur-built as well as with all other aircraft. There was a decreasing trend in accidents of non-amateur-built aircraft, whereas there was an increasing trend in accidents of amateur-built aircraft. In the 979 accidents (pilots), 392 were positive for ethanol and/or drugs. Ethanol was found in 29 pilots, drugs in 345, and ethanol plus drugs in 18. For ethanol/drug-related accidents also, a decreasing trend was observed with non-amateur-built aircraft and an increasing trend with amateur-built aircraft. Of the 392 amateur-built aircraft, 388 (99%) were flying under the general aviation category. In the 392 pilots, 238 (61%) held private pilot flying certificates and 260 (66%) third-class airman medical certificates. The spectrum of drugs found in the amateur-built aircraft accident pilot fatalities was consistent with commonly used drugs in the general population. The percentage of pilots wherein prescription drugs were detected was 26% for amateur-built aircraft, whereas it was 16% for non-amateur built aircraft and 18% for all aircraft. Ethanol/drug use and medical condition were determined to be a cause or factor in 42 (11%) of the 385 ethanol/drug-positive amateur-built aircraft accidents investigated by the NTSB. However, the contributory role of the mechanical malfunction of home-built aircraft cannot be ruled out in the observed increasing trends in their accidents, with or without ethanol and/or drugs. The increasing trend of such accidents is of significant concern. KW - Air pilots KW - Air transportation crashes KW - Aviation safety KW - Civil aviation KW - Crash investigation KW - Drug use KW - Fatalities KW - General aviation aircraft KW - Home-built aircraft KW - Novices KW - Toxicology KW - Trend (Statistics) UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201121.pdf UR - https://trid.trb.org/view/1127412 ER - TY - RPRT AN - 01361727 AU - Rupnow, Tyson D AU - Icenogle, Patrick AU - Reech, Scott AU - Louisiana Transportation Research Center AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - Evaluation of Cement and Fly Ash Treated Recycled Asphalt Pavement and Aggregates for Base Construction PY - 2011/12//Final Report SP - 68p AB - Many entities currently use recycled asphalt pavement (RAP) and other aggregates as base material, temporary haul roads, and, in the case of RAP, hot mix asphalt construction. Several states currently allow the use of RAP combined with cement for a stabilized base course under both asphalt and concrete pavements. Currently, there is disagreement on what properties are required, and how to test the cement and fly ash treated RAP for both asphalt and concrete pavement structures. The objective of this study was to determine feasibility of cement and fly ash treated RAP and other aggregates as a structural layer for both portland cement concrete and hot mix asphalt pavement systems. A 610 limestone from Kentucky was used as the reference material. Other materials used in the study include: Mexican 610 limestone, gravel and limestone based RAP, and blended calcium sulfate (BCS). Samples were prepared with three cement and fly ash contents and tested for compression and flexural strength. Length changes specimens were also produced and the resilient modulus was measured. Mixtures achieving 150 and 300 psi are capable of being produced with 4 to 8 percent portland cement and 10 to 20 percent class C fly ash. The compacted specimens achieved equal to or up to two and a half times greater compressive strength than those samples that were uncompacted. The reference and Mexican 610 limestone’s produced much higher strengths compared to the RAP BCS mixtures. The BCS mixtures proved adequate in terms of shrinkage, strength, and did not fall apart when stored in the 100 percent humidity room or underwater for the requisite 14-day cure period for the length change test. The resilient modulus results were similar across all samples, but no discernible trend could be determined, most likely due to the test containing only one sample for analysis. The results show that cement and fly ash treated RAP and other materials can be used in base course construction. KW - Asphalt pavements KW - Base course (Pavements) KW - Cement KW - Evaluation KW - Fly ash KW - Recycled materials UR - http://www.ltrc.lsu.edu/pdf/2011/fr_481.pdf UR - https://trid.trb.org/view/1127539 ER - TY - RPRT AN - 01361726 AU - Shin, Hak-Chul AU - Chung, Yoonseok AU - Louisiana State University, Baton Rouge AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration AU - Louisiana Transportation Research Center TI - Determination of Coefficient of Thermal Expansion Effects on Louisiana’s PCC Pavement Design PY - 2011/12//Final Report SP - 98p AB - With the development of the Mechanistic Empirical Pavement Design Guide (MEPDG) as a new pavement design tool, the coefficient of thermal expansion (CTE) is now considered a more important design parameter in estimating pavement performance including cracking, faulting, and international roughness index (IRI). This study was conducted to measure typical CTE values of Portland cement concrete (PCC) pavements having various aggregates used in Louisiana and to investigate the relationship between CTE and other critical variables such as aggregate types, age of concrete, dimension of specimen, amount of course aggregate in mixture, relative humidity, and concrete mechanical properties. AASHTO TP 60-00 was used for measuring concrete CTE and a recently new standard test method, AASHTO T 336-09, was adopted to replace the TP 60-00. A calibration factor was developed to convert the CTE values measured by AASHTO TP 60-00 to that of the new standard testing method. From the analysis of measured data, it was found that aggregate types, coarse aggregate proportion, and relative humidity have a significant influence on CTE. This finding was confirmed with a statistical analysis of variance (ANOVA). CTE tests and mechanical property tests were also performed at different ages to provide input data for Level 1 design of MEPDG. Based on the results of the MEPDG analysis, current maximum joint spacing [20 ft. (6.1 m)] in jointed plain concrete pavement (JPCP) can be adjusted to 15 or 18 ft. (4.6 or 5.5 m) when Kentucky limestone is used as a coarse aggregate. 17. KW - Coefficient of thermal expansion KW - Louisiana KW - Mechanical properties of pavements expressed numerically KW - Pavement design KW - Pavement joints KW - Pavement performance KW - Portland cement concrete KW - Thermal expansion UR - http://www.ltrc.lsu.edu/pdf/2011/fr_451.pdf UR - https://trid.trb.org/view/1127524 ER - TY - RPRT AN - 01361725 AU - Wu, Zhong AU - Chen, Xingwei AU - Yang, Xiaoming AU - Louisiana Transportation Research Center AU - Federal Highway Administration TI - Finite Element Simulation of Structural Performance on Flexible Pavements with Stabilized Base/Treated Subbase Materials under Accelerated Loading PY - 2011/12//Final Report SP - 133p AB - Accelerated pavement testing (APT) has been increasingly used by state highway agencies in recent years for evaluating pavement structures and/or materials. However, running an APT experiment is expensive. It requires costly accelerated loading devices and constructing full-scale pavement structures. Since pavement structures can have numerous combinations of pavement layer thicknesses, material types, and mixture designs, it is obviously impractical to test all potential pavement structures under APT. In order to maximize the benefits from an accelerated pavement testing (APT) study and utilize the APT results in the evaluation of other similar pavements with different structural configurations, a computer simulation of APT tests is essential. The objective of the research is to develop a finite element (FE) model(s) to simulate pavement structural performance of stabilized base and treated subbase materials under accelerated loading so that the performance of pavement structures with other stabilized base and subbase materials can be predicted without running APT tests. A permanent deformation (P-D) material model was proposed in this study to simulate the permanent deformation behavior of pavement base and subgrade materials under repeated loading. This model was modified from a conventional elastoplastic model with a linear strain hardening. All model parameters can be obtained from a laboratory P-D test. A P-D test data analysis spreadsheet by Excel Macro was developed to obtain parameters for the proposed P-D model. The P-D material model was implemented into a commercial FE program, ABAQUS through a user-defined UMAT subroutine. The P-D model was verified by simulating laboratory P-D tests for eight pavement base and subbase/subgrade materials. In addition, a sensitivity analysis was conducted to evaluate the effect of the material model parameters, pavement structures, and load configurations on the permanent deformation of pavement structures. The sensitivity analysis indicated that the proposed P-D model could effectively be used to predict the permanent deformation for different pavement structures. Three FE models for APT were preliminarily developed to investigate the dimensionality effect: a 3-D model with a moving load, a 3-D model with a repeated load, and an axisymmetric model. Considering the computational efficiency, the axisymmetric model was finally selected in this study. Six APT tests were simulated to calibrate the FE model. In the FE analysis, the load wander effect and the temperature change in pavement was considered. The calculated permanent deformations were in a reasonably good agreement with the field measurements with an average shift factor of 1.13. The FE model and the calibrated shift factor were also used to simulate pavement structures with other base/subbase materials. The predicted results showed that the performance of 2.6 percent lime/6 percent fly ash treated subbase was similar to that of 3.5 percent cement treated subbase. The analysis also showed that the lime/fly ash treated soil could be a viable alternative to the cement treated soil. In addition, the developed FE model was used to predict the permanent deformation of two low-volume roads in Louisiana. Overall, a good agreement was found between the predicted permanent deformations and the field measurements. Finally, the APT test calibrated FE model was used to develop P-D prediction models (transfer function) for pavement base and subbase/subgrade materials. These materials were classified into four categories: stabilized base materials (e.g., stabilized blended calcium sulfate materials); unbound base materials (e.g., crushed limestone); treated subbase/subgrade materials (e.g., lime, lime/fly ash, and cement treated soils); and untreated subgrade soils. The developed P-D transfer functions were verified by predicting the six APT sections and two typical low volume pavement structures. The predicted permanent deformations generally matched well with the field measurements. KW - Accelerated tests KW - Base course (Pavements) KW - Cement treated soils KW - Finite element method KW - Pavement performance KW - Stabilized materials KW - Subbase (Pavements) UR - http://www.ltrc.lsu.edu/pdf/2011/fr_452.pdf UR - https://trid.trb.org/view/1127525 ER - TY - ABST AN - 01463297 TI - Unsignalized Intersection Guide AB - Approximately 90% of intersections in the United States are unsignalized with over 6,000 fatalities estimated to have occurred at these types of intersections in 2007. It is vital that state and local transportation agencies consider how the design and operation of unsignalized intersections can better address safety performance, operations, multimodal needs, and other impacts. A majority of unsignalized intersections are owned and operated by local agencies. Many smaller jurisdictions do not have professional engineers on staff but must frequently make decisions on treatments at unsignalized intersections. All transportation agencies need practical guidance to assist them in arriving at and justifying these decisions to policy makers and the public. The objective of this research is to develop a comprehensive guide to enhance the safe operation for all users of unsignalized intersections. The guide should be practical and multimodal and aid practitioners in selecting design, operational, maintenance, enforcement, and other types of treatments to improve safety, mobility, and accessibility. KW - Accessibility KW - Fatalities KW - Guides to information KW - Highway design KW - Highway operations KW - Highway safety KW - Mobility KW - Multimodal transportation KW - Unsignalized intersections UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=3154 UR - https://trid.trb.org/view/1231523 ER - TY - ABST AN - 01463296 TI - Design Guidance for Interchange Loop Ramps AB - Interchanges are among the most complex and expensive components of the roadway network. An appropriate interchange design must safely and effectively accommodate the traffic volumes for the various movements, while considering the context of the location (e.g., rural/urban, right-of-way and environmental constraints, near-by traffic generators, upstream and downstream interchanges). Design decisions can be even more difficult when improving an existing interchange. Several interchange designs have been developed over the years, using a variety of ramp types and connections from the ramps to the intersecting roadways. Loop ramps are prominent in the traditional cloverleaf design and are also used in partial cloverleafs, trumpets, and other interchange designs. Despite their long use, information on the safety and operational performance of loop ramps is limited. This is particularly true for two-lane loop ramps because of the interactions between passenger vehicles and trucks traveling side-by-side on a fairly tight curve. In addition to conditions on the ramp proper, the safety and operation of the connections from the ramp to the intersecting roads must be considered. For freeway connections to and from a multi-lane ramp, the development or termination of the added lanes must be carefully designed to adequately accommodate diverging/merging movements and the necessary deceleration/acceleration. When a loop ramp terminates at a traffic signal or a ramp meter, the design must consider the expected queue. The objective of this research is to develop improved design guidance for interchange loop ramps and their connections. The guidance should consider the context of the interchange and the safety, operational, and constructability impacts of the design. KW - Cloverleaf interchanges KW - Freeways KW - Highway design KW - Interchanges KW - Loops (Control systems) KW - Ramps (Interchanges) KW - Traffic volume UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=3155 UR - https://trid.trb.org/view/1231522 ER - TY - ABST AN - 01463295 TI - Work Zone Crash Characteristics and Countermeasure Guidance AB - Work zone safety is of great concern to highway agencies, the construction industry, and the traveling public. Despite this concern, there is limited data on work zone crashes and fatalities addressing trends, causality, and the best use of resources to improve work zone safety. Work zone crashes can occur both inside the work space and in the traffic space. There is no single solution to creating safer work zones. Effective countermeasures depend on understanding the characteristics of crashes (types of crashes, and where and when they are occurring), the characteristics of the work zone and roadway at the time of the crash, primary and contributing factors in the crash, measures of exposure, and the frequency with which certain characteristics occur. Having a greater understanding of this information will help in more effectively targeting efforts to improve work zone safety. Clear guidance is needed to encourage the use of a data-driven, comprehensive, collaborative planning approach for the selection and implementation of effective countermeasures to improve work zone safety. Over the last decade there have been numerous federal, state, and local initiatives to improve highway safety that have resulted in national and state Strategic Highway Safety Plans (SHSP), as well as the current Towards Zero Deaths initiative. Work zone safety is a component in many states' SHSP's. In spite of these efforts for comprehensive and collaborative safety planning, many institutional barriers still remain. The recently enacted Temporary Traffic Control Device Final Rule (23CFR630 Subpart K) requires that highway agencies consider the use of positive protection devices in work zones, based on an engineering study that considers local site conditions. Unfortunately, the characteristics of work zone crashes involving positive protection devices are not well documented, making an engineering study difficult to perform. Research is needed to define the characteristics of work zone crashes involving or likely to involve positive protection devices. Specifically, information is needed on impact speed, posted speed, impact angle, available travel lanes and roadway width, impact vehicle type and weight, barrier type, and injuries. This will allow agencies to understand the types of work zone crashes that can be expected, given the characteristics of specific work zones, and then apply that information to implement appropriate positive protection measures. The objective of this research is to develop comprehensive guidance on the characteristics of work zone crashes and the effectiveness of countermeasures in various categories (such as engineering, enforcement, education, Emergency Medical Services, and public policy) to reduce work zone crash frequency and severity, and improve overall work zone safety. KW - Barriers (Roads) KW - Construction sites KW - Crashes KW - Highway safety KW - Impact speed KW - Safety equipment KW - Speed KW - Travel lanes KW - Work zone safety UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=3183 UR - https://trid.trb.org/view/1231521 ER - TY - ABST AN - 01463294 TI - Research for the AASHTO Standing Committee on Planning. Task 113. The Future of Transportation Planning in State DOTs AB - Transportation agencies are responding to a wide variety of global and domestic events and trends--economic, environmental, political, safety, social, and technological--that impose new challenges and present new opportunities. The rate at which various issues and events are complicating the preservation, operation, and improvement of transportation system elements is accelerating. State departments of transportation (DOTs) increasingly find themselves competing with other societal priorities for limited financial resources. In response to shrinking operating budgets, many DOTs are downsizing as well as developing and implementing new service delivery systems that involve the private sector in unfamiliar ways. Transportation planning has historically played an influential role in transportation decisions, but planning's role, and the practices and tools used by transportation planning professionals, must continue to evolve to provide maximum value to transportation agencies that are making decisions on infrastructure and service investments under demanding economic, social, and environmental conditions. Transportation planning performed by professionals with the necessary knowledge and expertise can play a key role in helping agencies making transformative changes by supporting and enabling them to successfully address the complex issues facing DOTs. Research is needed to ensure that planning provides the decision support that agencies need to preserve, maintain, operate, and improve transportation infrastructure and services. The objective of this research is to explore and provide guidance on how planning by state DOTs can best influence future decisions to positively impact transportation services, operations, and projects. The audience for this research includes, at a minimum, state DOT executives, the American Association of State Transportation & Highway officials (AASHTO) Standing Committee on Planning, transportation planning managers, educators, and certifying organizations. The research should address but not be limited to the following topics. KW - Decision making KW - Infrastructure KW - Maintenance KW - Operating costs KW - Operations KW - State departments of transportation KW - Transportation planning UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=3300 UR - https://trid.trb.org/view/1231520 ER - TY - RPRT AN - 01368223 AU - Williams, Jessica R AU - Amana, Arit AU - Tregear, Stephen J AU - MANILA Consulting Group, Incorporated AU - Federal Motor Carrier Safety Administration TI - Evidence Report: Obstructive Sleep Apnea and Commercial Motor Vehicle Driver Safety, Updated Review PY - 2011/11/30/Updated Review SP - 103p AB - Driving is a complicated psychomotor performance that depends on fine coordination between the sensory and motor systems. Many health conditions exist which have the potential to impair perception, cognition (including alertness, attitude to risk, and recall) and/or motor function and, as a result, can make driving less safe. Obstructive sleep apnea (OSA) is a relatively common disorder affecting approximately 12 million individuals in the United States, with approximately 4% of men and 2% of women in the U.S. suffering from symptomatic sleep apnea. OSA is a disorder characterized by a reduction or cessation of breathing during sleep coupled with symptoms such as daytime sleepiness (i.e., OSA syndrome). Given this, OSA may culminate in unpredictable and sudden incapacitation (e.g., falling asleep at the wheel), thus contributing to the potential for crash, injury, and death. In 2007, MANILA Consulting Group conducted a systematic review of the literature under the direction of the Department of Transportation’s Federal Motor Carrier Safety Administration in order to synthesize the evidence related to OSA and crash risk, as well as the effectiveness of diagnostic tests and treatment options for OSA. Since completion of this evidence report, a considerable amount of research has been conducted related to methods for the diagnosis of OSA. Much of this research has been conducted in response to a push by some to identify options for the diagnosis of OSA which could be used as an alternative to polysomnography (PSG). The purpose of this evidence report is to synthesize the research that has been conducted since the last review related to diagnostic alternatives to PSG for the identification of OSA. KW - Apnea KW - Diseases and medical conditions KW - Fatalities KW - Sleep disorders KW - Traffic crashes KW - Truck drivers KW - Trucking safety UR - http://ntl.bts.gov/lib/44000/44400/44452/OSA_Update_11302011.docx UR - https://trid.trb.org/view/1136910 ER - TY - RPRT AN - 01431185 AU - Sheng, Y Peter AU - Davis, Justin R AU - Figueiredo, Renato J AU - Pardalos, Panos M AU - University of Florida, Gainesville AU - Center for Multimodal Solutions for Congestion Mitigation AU - Research and Innovative Technology Administration TI - Development of a Multimodal Transportation Educational Virtual Appliance (MTEVA) to Study Congestion during Extreme Tropical Events PY - 2011/11/28/Final Report SP - 54p AB - In this study, a prototype Multimodal Transportation Educational Virtual Appliance (MTEVA) is developed to assist in transportation and cyberinfrastructure undergraduate education. This initial version of the MTEVA provides a graphical user interface (GUI) to a modeling system which couples a storm surge and inundation model with congestion models for emergency situations in a simple hypothetical domain. As part of the development process, a preliminary suite of educational content is developed based on interactive simulations which can be performed using the coupled system. Finally, a group of graduate students is surveyed about their attitudes about the MTEVA. Analysis of the survey responses showed that the participants believe that the MTEVA significantly aids in their understanding of key science topics: storm surge and inundation, optimization and transportation engineering. KW - Coastal inundation KW - Computer models KW - Disasters and emergency operations KW - Education and training KW - Evacuation KW - Graphical user interfaces KW - Hurricanes KW - Nonrecurrent congestion KW - Storm surges KW - Storms UR - http://cms.ce.ufl.edu/research/cms_2009-012_final_report.pdf UR - http://ntl.bts.gov/lib/45000/45600/45647/cms_2009-012_final_report.pdf UR - https://trid.trb.org/view/1189077 ER - TY - RPRT AN - 01369376 AU - Arizona Department of Transportation AU - Federal Highway Administration TI - The Travel Model Improvement Program - Summary Report: Arizona Department of Transportation (ADOT) Travel Modeling Peer Review PY - 2011/11/18 SP - 30p AB - This report summarizes the results of a peer review of the AZTDM. The peer review was supported by the Travel Model Improvement Program (TMIP), which is sponsored by FHWA. The peer review of a travel model can serve multiple purposes, including identification of model deficiencies, recommendations for model enhancements, and guidance on model applications. Given the increasing complexities of travel demand forecasting practice and the growing demands by decision-makers for information about policy alternatives, it is essential that travel forecasting practitioners have the opportunity to share experiences and insights. The TMIP-supported peer review provides a forum for this knowledge exchange. This report is organized into the following sections: Overview of the AZTDM modeled region and the Arizona Department of Transportation's (ADOT’s) roles and responsibilities for travel demand forecasting – this section gives an introduction to the demographics, land use and transportation characteristics of the region, ADOT’s planning responsibilities, and their goals for the peer review; Overview of modeling at ADOT– this section provides a brief historical context of travel modeling at ADOT, including past and current model versions and ADOT’s current model improvement program; Discussion of the AZTDM – this section provides a summary of the topics posed by ADOT during the peer review for which ADOT sought specific insight and guidance from the peer review panel; and Peer review panel response – this section provides the peer review panel’s comments and recommendations to ADOT. In addition, the report includes four appendices: Appendix A – list of peer review participants; Appendix B – peer review meeting agenda; Appendix C – biographies for each of the peer review panel members; and Appendix D – summary of the current AZTDM. KW - Arizona KW - Arizona Department of Transportation KW - AZTDM (Computer model) KW - Forecasting KW - Peer review KW - Transportation planning KW - Travel demand KW - Travel Model Improvement Program UR - https://trid.trb.org/view/1138024 ER - TY - RPRT AN - 01516417 AU - Peckett, Haley AU - Rasmussen, Benjamin AU - Volpe National Transportation Systems Center AU - U.S. Fish and Wildlife Service TI - Regional Alternative Transportation Evaluation Report – Region 3 PY - 2011/11/16/Final Report SP - 28p AB - The U.S. Fish and Wildlife Service (FWS) and the U.S. Department of Transportation (DOT) Volpe Center conducted a regional alternative transportation evaluation (RATE) in Region 3, which is comprised of Illinois, Indiana, Iowa, Michigan, Minnesota, Missouri, Ohio, and Wisconsin, to ensure effective consideration and integration of alternative transportation systems (ATS) into the goals and recommendations of the Region 3 long-range transportation plan (LRTP). Staff from the Volpe Center, FWS Region 3, and Eastern Federal Lands Highways (EFLH) met in Bloomington, Minnesota, in June 2011, to discuss alternative transportation needs and constraints in the region and to develop an ATS Questionnaire. This RATE team then visited Minnesota Valley National Wildlife Refuge (NWR), Upper Mississippi NWR – La Crosse District, Necedah NWR, Genoa National Fish Hatchery, and Leopold Wetland Management District to identify specific opportunities for ATS in these stations. The RATE also provided insights and lessons on how ATS may be instituted more broadly across Region 3. KW - Alternatives analysis KW - Illinois KW - Indiana KW - Iowa KW - Michigan KW - Minnesota KW - Missouri KW - National Wildlife Refuge System KW - Nonmotorized transportation KW - Ohio KW - Public transit KW - Transportation planning KW - U.S. Fish and Wildlife Service KW - Water transportation KW - Wisconsin UR - http://ntl.bts.gov/lib/50000/50800/50873/RATE_Report_R3.pdf UR - https://trid.trb.org/view/1290556 ER - TY - RPRT AN - 01377340 AU - Southworth, Frank AU - Gillett, Jessica AU - Georgia Transportation Institute University Transportation Center (GTI-UTC) AU - Georgia Department of Transportation AU - Research and Innovative Technology Administration TI - Trucking in Georgia: Freight Performance Measures PY - 2011/11/16 SP - 82p AB - This report provides a review of the recent literature on the development of truck freight performance measures, and specifically measures that can assist the Georgia Department of Transportation in assessing, and in tracking from year to year, how well the state’s freight highways support trucking movements within the state. While an efficient trucking sector is essential to Georgia’s economic prosperity, the recent and projected growth in long haul truck miles of travel is going to place a growing burden on the State’s highways, in terms of both pavement maintenance and repair costs, and congestion-induced traffic delays. Such delays can prove costly to the trucking companies themselves, as well as to the companies who ship and also the customers who receive the goods they are carrying. Planning effectively for such trucking activity requires measuring and tracking current and future system performance. Measuring transportation system performance on a periodic basis offers at least two important benefits to planners and policy makers. First, it provides quantitative evidence of how well the system is performing and whether travel conditions have been improving or getting worse over time. Second, it offers useful benchmarks against which the success of the transportation planning process can be assessed, and possibly re-directed where a particular trajectory needs adjustment. The performance measures reviewed in this report support a quantitative analysis of long-haul truck freight movements within the state, and are specifically meant for assessments of the performance of high volume truck freight highway corridors. KW - Freight Performance Measures KW - Freight traffic KW - Georgia KW - Georgia Department of Transportation KW - Literature reviews KW - Long haul carriers KW - Trucking KW - Trucks KW - Vehicle miles of travel UR - http://www.utc.gatech.edu/sites/default/files/projects/reports/southworth_trucking_in_georgia_rpt_10-16_0.pdf UR - https://trid.trb.org/view/1144058 ER - TY - RPRT AN - 01362880 AU - Catala, Martin AU - Dowling, Samuel AU - Hayward, Donald AU - University of South Florida, Tampa AU - National Center for Transit Research AU - Florida Department of Transportation AU - Research and Innovative Technology Administration TI - Expanding the Google Transit Feed Specification to Support Operations and Planning PY - 2011/11/15/Final Report SP - 65p AB - The development of Google’s free online transit trip planner has been one of the most exciting developments in transit for many years. Transit agencies that store trip information into a specific file format (the General Transit Feed Specification) and forward the data to Google’s transit team will have a robust, recognizable online trip planner for free. But perhaps equally exciting is the impact of the open data architecture, which is not hidden under the veil of proprietary software and has spurred many other developments, including extending the usefulness of the General Transit Feed Specification (GTFS) through the development of applications that leverage the GTFS data to further benefit transit agencies. This project identified opportunities to use GTFS data to support service planning and operational activity. The opportunities are limited to service‐level evaluations, given the static nature of the GTFS data. Nonetheless, GTFS data can be used to support service planning efforts. Furthermore, the project identified opportunities to supplement the GTFS with performance‐related information and developed a prototype application that integrated GTFS data with an automatic passenger counter (APC). KW - General Transit Feed Specification (GTFS) KW - Geographic information systems KW - Google KW - Open systems architecture KW - Performance measurement KW - Public transit KW - Transit trip planners KW - Transit vehicle operations UR - http://www.fdot.gov/research/Completed_Proj/Summary_PTO/FDOT_BDK85_977-15_rpt.pdf UR - http://www.nctr.usf.edu/wp-content/uploads/2012/02/77902.pdf UR - https://trid.trb.org/view/1127545 ER - TY - RPRT AN - 01493464 AU - Dowding, Charles H AU - Kosnik, David E AU - Infrastructure Technology Institute (ITI) AU - Research and Innovative Technology Administration TI - Interpretation of Event Response Through Web-Based Archival of TDR Signals PY - 2011/11/13/Final Report SP - 11p AB - As remote geotechnical or structural monitoring of transportation facilities becomes more common, the amount of raw data available to infrastructure owners and engineers is increasing. However, acquisition of more and more data does not necessarily increase the amount of actionable information available for owners and engineers to make decisions. The Northwestern University Infrastructure Technology Institute (NU-ITI) has developed a Web-based data management system to improve the utility of remote monitoring measurements by autonomously transmitting data from the field to the laboratory, storing it in a searchable database, and making automatically-generated data plots and tables available to practitioners and researchers via a password-protected Web site. The three critical questions for continuous remote structural or geotechnical monitoring for a transportation facility are 1) How can meaningful performance data be collected from the facility in question? That is, what engineering quantities should be measured, and by what types of instruments and data acquisition equipment? 2) How should the data be transmitted from the field to the laboratory or office? For a variety of reasons, it is often impractical to frequently dispatch an engineer or technician to download data manually at a field site. Robust methods are needed to transmit data reliably to a central location for analysis. 3) How should the data be stored and displayed for interpretation? More informally, once the data reaches the office, what does one do with it? How can the raw data be distilled into actionable information? This paper describes the development of methodologies to address the second and third questions above, with emphasis on the third, in the context of a live field deployment along a section of Interstate highway threatened by subsidence due to an abandoned coal mine. KW - Coal mines KW - Data sharing KW - Data storage KW - Database management systems KW - Geotechnical engineering KW - Information management KW - Structural health monitoring KW - Subsidence (Geology) KW - Time domain reflectometers KW - Websites (Information retrieval) UR - http://iti.northwestern.edu/publications/utc/safetea-lu/FR-4-Dowding-TDR.pdf UR - https://trid.trb.org/view/1261334 ER - TY - RPRT AN - 01472580 AU - Yu, Huanan AU - Shen, Shihui AU - Washington State Transportation Center AU - Transportation Northwest Regional Center X (TransNow) AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - An Investigation of Dynamic Modulus and Flow Number Properties of Asphalt Mixtures In Washington State PY - 2011/11/11/Final Report (Draft) SP - 123p AB - Pavement design is now moving toward more mechanistic based design methodologies for the purpose of producing long lasting and higher performance pavements in a cost-effective manner. The recent Mechanistic-Empirical pavement design guide (MEPDG) is a product under such direction and is making progresses in improving current design methods. Dynamic Modulus is proposed by the MEPDG as an important material characterization property and key input parameter which correlates material properties to field fatigue cracking and rutting performance. Washington State has strong background and has put many efforts in moving toward the M-E based design procedures. In addition, Washington State has developed comprehensive pavement management system (PMS) database which makes it possible to use local pavement performance data to calibrate design models and optimize pavement design. However, there is still one important thing missing in this implementation step, which is a comprehensive local material database. Given the limited resources (equipment and time), such database will help the designer to select material properties that are more applicable to local materials and thus develop more reasonable level III design. Therefore, the objectives of this study are to conduct dynamic modulus (E*) tests on asphalt mixtures most popularly used in the State of Washington under different climate conditions, generate material database for the implementation of MEPDG design procedure in Washington State, and provide an evaluation method for recommending potential performing mixes by correlating E* test results to field rutting performance using Washington State PMS data. Both lab prepared mixtures based on designs typically used in Western, Central, and Eastern Washington region, and field cored samples from representative field sites will be measured for dynamic modulus over a wide time-temperature domain. Results will be correlated to pavement performance, so that desirable material properties and E* values can be recommended for Washington material and climate conditions. KW - Asphalt mixtures KW - Climate KW - Databases KW - Dynamic modulus of elasticity KW - Fatigue cracking KW - Flow number KW - Local materials KW - Mechanistic-Empirical Pavement Design Guide KW - Pavement management systems KW - Pavement performance KW - Paving materials KW - Rutting KW - Washington (State) UR - http://ntl.bts.gov/lib/46000/46200/46255/TNW2012-02_An_investigation_of_dynamic_modulus.pdf UR - https://trid.trb.org/view/1239158 ER - TY - ABST AN - 01566841 TI - Field Testing Hand-Held Thermographic Inspection Technologies Phase II AB - The goal of this research is to further develop this technology and guidelines for the condition assessment of concrete to help ensure bridge safety and improve the effectiveness of maintenance and repair. The objectives of the research are to: (1) Quantify the capability and reliability of thermal imaging technology in the field. (2) Put the technology in the field with typical maintenance and inspection personnel to identify and overcome implementation barriers. (3) Field test and validate inspection guidelines for the application of thermal imaging for bridge inspection. KW - Bridge inspection KW - Concrete bridges KW - Field tests KW - Nondestructive tests KW - Rehabilitation (Maintenance) KW - Thermal imaging UR - http://www.pooledfund.org/Details/Study/475 UR - https://trid.trb.org/view/1358558 ER - TY - RPRT AN - 01574051 AU - Rue, Harrison AU - McNally, Lisa AU - Santalucia, Pepper AU - Mahendra, Anjali AU - Plaskon, Terence AU - Silla, Theresa AU - ICF International AU - Federal Highway Administration TI - Environmental Justice Emerging Trends and Best Practices Guidebook PY - 2011/11/01 SP - 77p AB - This document helps promote a deeper understanding of the responsibilities, opportunities, and benefits derived from addressing environmental justice (EJ) in transportation planning and implementation. The four topic chapters focus on foundational issues or emerging trends and highlight noteworthy case studies and best practices that promote EJ in transportation decisionmaking. The topics addressed are: transit and affordability, public involvement, livability, and road pricing mechanisms. KW - Best practices KW - Case studies KW - Decision making KW - Environmental justice KW - Equity (Justice) KW - Low income groups KW - Minorities KW - Public participation KW - Public transit KW - Quality of life KW - Road pricing KW - Transportation planning UR - http://www.fhwa.dot.gov/environment/environmental_justice/resources/guidebook/ejguidebook110111.pdf UR - https://trid.trb.org/view/1363890 ER - TY - ABST AN - 01467837 TI - Barriers of Resource Coordination for Multi-Modal Evacuation Planning AB - Extreme events that require mass evacuation are a great concern for disaster planners and emergency mangers. Most state and local municipalities are ill prepared to handle mass evacuations from urban areas. A lesson repeatedly learned from previous disasters (such as Hurricane Katrina) is that residents without access to automobiles and residents in need of special assistance are more likely to lack the means to evacuate independently. Developing integrated plans for jurisdictions and agencies to share resources (i.e., vehicles, equipment, communication networks, drivers and other personnel) for high-capacity evacuation methods and modes is difficult because of insurance liability and other legal and contractual matters. For example, during the evacuation of New Orleans for Hurricane Katrina, unused high-capacity vehicles were left behind in the city because inter-agency cooperative agreements were not in place and there was a lack of drivers to operate buses. Disaster planners must learn from these experiences and implement policy changes to strengthen community resiliency against predicted and unpredicted events (Hess and Arendt 2006; Quarantelli 1985). This research examines a unique combination of elements: disaster planning, large-scale urban evacuation, and coordination of volunteer transportation professionals. The project will identify, evaluate, and assess transportation management approaches for promoting enhanced resource coordination for multi-modal planning. The research will gather transportation providers and their legal representatives, transportation logistics experts, and emergency planners from the New York City metropolitan area and across New York State to explore alternative management approaches for transportation resources coordination for multi-modal evacuation. These key informants will participate in interviews and roundtable discussions with the research team to shed light on important issues related to multi-modal mass evacuation planning and resource coordination: First, the research will identify barriers to cooperative sharing agreements--among facilities, agencies, and governments--for vehicles and personnel. Second, proposed action steps and implementation strategies for overcoming those barriers will flow from the expert knowledge gathered during the interviews and focus groups. Third, the research will explore the feasibility of establishing a regional Transportation Reserve Corps--modeled after a Medical Reserve Corps that can assemble thousands of trained and licensed medical volunteers in the case of a catastrophic disaster--to mobilize trained transportation coordinators and drivers to conduct evacuations of buildings, neighborhoods, districts, cities or even entire metropolitan regions. This research is both interdisciplinary and transformative in that it examines, integrates, and extends knowledge about three distinct and emerging fields of inquiry (transportation planning for "carless" households, multi-modal evacuation, and coordinated volunteerism) as they relate to disaster preparedness, response, and recovery. KW - Collaborative transportation management KW - Coordination KW - Evacuation KW - New York (New York) KW - New York (State) KW - Resource sharing KW - Transportation departments KW - Transportation planning UR - http://www.utrc2.org/research/projects/multi-modal-evacuation-planning UR - https://trid.trb.org/view/1236073 ER - TY - ABST AN - 01467836 TI - Energy Harvesting from Railway Track Vibrations AB - Railroad transportation, including the commuter rail and subway, plays a very important role in the economy and quality of life for the people in the University Transportation Research Center.Region 2 area (UTRC2). About two-thirds of all U.S. passenger rail riders, and one in every three U.S. mass transit users, ride trains in the New York Metropolitan Region. To facilitate policy makers and transportation agencies to make informed decisions on operating and managing the region's transportation system, electric infrastructures are needed along the railway tracks, such as the signal lights, road crossing gates, wireless communication, train and track monitoring, positive train control, etc. Unfortunately, the cost-effective and reliable power supply needed for the electrical infrastructures remains a challenge, particularly for the UTRC2 region since a significant portion of the rails are in underground tunnels, on bridges, or in relatively remote areas where the energy needed to power electric infrastructure is uneconomical to install and maintain. This absence of cost-effective electrical supply leads to the absence or failure of railway electrical infrastructures, resulting in service disruptions, inefficient transportation management, or severe train accidents. This project aims at developing an advanced technology of energy harvesting from railway track vibrations to meet the regional and industry-wide need of access to cost-effective and reliable power supply for the trackside electrical infrastructures of rail transportation. The proposed method is to systematically design and integrate an innovative motion mechanism, flywheel, electric generator, power electronics and energy storage to produce high-quality direct current (DC) power of up to 200 watts average from the irregular and pulse-like track deflections. The project focuses on the technical innovations of (1) changing the up-and-down vibration into unidirectional rotation of the electrical generator, and (2) creatively integrating the flywheel into the energy harvesting system to ensure high-efficient energy conversion and stable power output. The proposed study offers a game-changing technology for energy harvesting, with significant advantages over the traditional energy harvesting for railway applications, including (1) directly generating high-quality DC power without electrical rectifier in the vibration environment; (2) enabling the electrical generator to work in a more efficient speed region; (3) changing the negative influence of motion inertia into positive, thus reducing mechanical stress and increasing system reliability. The proposed motion transmission is essentially a "mechanical rectifier" and the flywheel and other inertia corresponds to the electrical capacitor used in the power regulator. Such a design enables the full use of the pulse-like features of track vibration: high vertical velocity in short intermittent durations when the wheels roll over the track. Junior faculty Professor Lei Zuo at Stony Brook University will lead a team composed of graduate and undergraduate students in the research. The technical concept has been verified in a proof-of-concept small prototype recently developed by the principal investigator (PI). Through collaboration with transportation agency MTA New York City Transit and a private company, Electric Truck LLC, the team plans to develop and demonstrate the innovative energy harvesting technology to produce long-term savings, safety, operation and management benefits to transit and rail transportation in UTRC Region 2 and nationwide. KW - Electric power generation KW - Railroad tracks KW - Renewable energy sources KW - Technological innovations KW - Vibration UR - http://www.utrc2.org/research/projects/energy-harvesting-railway-track-vibrations UR - https://trid.trb.org/view/1236072 ER - TY - RPRT AN - 01365478 AU - Culmo, Michael P AU - CME Associates, Incorporated AU - Applied Research Associates, Incorporated AU - Federal Highway Administration TI - Accelerated Bridge Construction - Experience in Design, Fabrication and Erection of Prefabricated Bridge Elements and Systems PY - 2011/11/01/Final Report SP - 347p AB - This document represents the “State of the Practice” with respect to all aspects of accelerated bridge construction (ABC). The intent of this manual is to fill in the gaps left by publication of the previous manuals. The manual covers ABC techniques, project planning and scoping, implementing ABC in a Transportation Agency, prefabricated elements, long-term performance of prefabricated elements, construction and design. The manual can be used by transportation agencies to establish a successful accelerated bridge construction program. KW - Accelerated construction KW - Bridge construction KW - Bridge design KW - Bridge members KW - Erection (Building) KW - Fabrication KW - Prefabricated bridges UR - http://www.fhwa.dot.gov/bridge/abc/docs/abcmanual.pdf UR - https://trid.trb.org/view/1134224 ER - TY - RPRT AN - 01362677 AU - Pedestrian and Bicycle Information Center AU - Highway Safety Research Center AU - Federal Highway Administration AU - FedEx Express Corporation TI - Walk Friendly Communities Community Assessment Tool PY - 2011/11/01 SP - 59p AB - The purpose of this tool is twofold; it serves to both recognize existing walkable communities and to provide a framework for communities seeking to improve their walkability. This tool recognizes communities which have achieved high levels of walking and low rates of pedestrian crashes while also recognizing communities which are making progress in achieving these two goals through policies, projects and programs. Recognizing that there are many ways to achieve these outcomes, the range of questions in this tool attempts to capture the variety of factors that affect walkability. There are several benefits of completing this form. First, the WFC assessment tool contains information and resources to assist agencies in improving walking conditions for your community. Through the questions and resources in this form, communities will be able to identify areas of needed improvement and use the tools to develop specific solutions. Completing this form also requires collaboration between government agencies, private not-for-profits, and the private sector, thus building stronger relationships in your community. Another advantage of this tool is that it creates a great internal resource for communities by documenting all walking-related programs, projects, and policies in one place. Most communities will be surprised by the amount they are already doing for walkability. Finally, submitting the assessment to the PBIC for scoring provides the opportunity for your community to be recognized with a designation of bronze, silver, gold, or platinum, in terms of conditions for increased and safer walking. This designation has many benefits of promoting walkability both within your community and through friendly competition with other cities. KW - Communities KW - Evaluation and assessment KW - Needs assessment KW - Pedestrians KW - Walkability KW - Walking UR - http://www.walkfriendly.org/WFCAssessmentTool_Nov2011.pdf UR - https://trid.trb.org/view/1127577 ER - TY - RPRT AN - 01608719 AU - Kimbrough, Sue AU - Shores, Richard C AU - Whitaker, Donald A AU - Environmental Protection Agency AU - Federal Highway Administration TI - FHWA and EPA National Near-Road Study, Las Vegas PY - 2011/11 SP - 161p AB - This report provides a summary of a field study conducted in Las Vegas, Nevada from mid-December 2008 thru mid-December 2009. The objective of this research study has been to determine Mobile Source Air Toxic (MSAT) concentrations and variations in concentrations as a function of distance from the highway and to establish relationships between MSAT concentrations as related to highway traffic flows including traffic count, vehicle types and speeds, meteorological conditions such as wind speed and wind direction; and other pollutants primarily emitted from motor vehicles. KW - Air quality KW - Field studies KW - Highways KW - Las Vegas (Nevada) KW - Meteorological phenomena KW - Mobile Source Air Toxics KW - Pollutants KW - Traffic flow UR - https://www.fhwa.dot.gov/environment/air_quality/air_toxics/research_and_analysis/near_road_study/las_vegas/nnrslv.pdf UR - https://trid.trb.org/view/1419160 ER - TY - RPRT AN - 01587400 AU - Nicholls, Jim AU - Cannon, Stacy AU - Duffy, Sara AU - Stevens, Rory AU - University of Washington, Seattle AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Washington’s Complete Street & Main Street Highways Program Case Studies and Practice Resource PY - 2011/11//Research Report SP - 66p AB - Complete Streets is a national movement that promotes accessibility for all users. Typical Complete Streets components accommodate pedestrians, bicycles, transit users, personal vehicles and freight trucks. A growing number of communities in Washington State and nationwide have existing Complete Streets policies or ordinances. Washington State passed a Complete Streets Bill (HB 1071) that went into effect July 2011, creating a program that would provide grants to communities that met appropriate criteria. Washington State is initiating a Grant Program that would provide a funding source for Complete Streets and Main Street Highways projects. There are 500 miles of Main Streets in Washington State that are also State Highways. Complete Streets and Main Street Highways treatments must be context-specific based on size, location, and community needs. The Complete Streets and Main Street Highways conversation is a continuum, encompassing a range of project size, scope, and systems. KW - Accessibility KW - Automobiles KW - Bicycles KW - Case studies KW - Complete streets KW - Financing KW - Main streets KW - Pedestrians KW - Project delivery KW - Public transit KW - Trucks KW - Washington (State) UR - http://www.wsdot.wa.gov/research/reports/fullreports/780.1.pdf UR - https://trid.trb.org/view/1395633 ER - TY - RPRT AN - 01491359 AU - McGowen, Patrick AU - Chaudhari, Jaydeep AU - Church, Brian AU - Booth, Janelle AU - Western Transportation Institute AU - Montana Department of Transportation AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Montana Fuel Tax Refunds PY - 2011/11//Final Report SP - 113p AB - The primary source of funding for transportation infrastructure is the taxes that are imposed on motor fuels. One aspect of fuel tax collections is the process that requires consumers to apply for refunds of taxes paid on fuels used for tax-exempt purposes. Few studies on fuel tax evasion have focused on the refund process. The Montana Department of Transportation has expressed concern over the possibility of fraud, errors and inefficiencies in the current fuel tax refund process. This report summarizes a project that focused on estimating the current level of fraud and errors and examining the current laws and processes for motor fuel tax refunds in Montana. The project focused primarily on three refund types; agriculture, power take-off units (PTO) and refrigeration units (reefer). The project included a literature review, a survey of peer states in the region, development of a model to estimate what portion of the state’s fuel consumption might reasonably be considered tax exempt, a review of over 500 refund claim forms, and recommendations for improving the tax refund process in Montana. KW - Fraud KW - Fuel taxes KW - Legislation KW - Literature reviews KW - Montana KW - Recommendations KW - Surveys UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/refunds/final_report.pdf UR - https://trid.trb.org/view/1257427 ER - TY - RPRT AN - 01458032 AU - Long, Suzanna AU - Qin, Ruwen AU - Gosavi, Abhijit AU - Wu, C H AU - Ryan, Tom AU - Noll, Casey AU - Mid-America Transportation Center AU - Research and Innovative Technology Administration TI - LED Traffic Signal Replacement Schedules: Facilitating Smooth Freight Flows PY - 2011/11 SP - 96p AB - This research details a field study of LED traffic signals in Missouri and develops a replacement schedule based on key findings. Rates of degradation were statistically analyzed using Analysis of Variance (ANOVA). Results of this research will provide a methodology for engineering managers in state departments of transportation and local communities in identifying best practices and replacement standards for LED traffic signal technology. These findings will facilitate smooth freight flows through the use of more efficient technologies. KW - Best practices KW - Equipment replacement KW - Freight traffic KW - Light emitting diodes KW - Missouri KW - Traffic flow KW - Traffic signals UR - http://ntl.bts.gov/lib/46000/46600/46634/Long_442_FINAL_COMBINED.pdf UR - https://trid.trb.org/view/1225563 ER - TY - RPRT AN - 01455823 AU - Gentry, Lance AU - Chilukuri, Venkata AU - Hiles, Thomas AU - Trueblood, Michael AU - Kinzel, Christopher AU - Frazier, Robert AU - Bham, Ghulam AU - Lee, Jonathan AU - Hodge, Daniel AU - Witkowski, Marissa AU - Ryan, Tom AU - Missouri Department of Transportation AU - Federal Highway Administration TI - The New I-64 Economic and Regional Mobility Study PY - 2011/11//Final Report SP - 63p AB - This Final Report summarizes the 2008 and 2009 Annual Reports of all study activities conducted during the I-64 full-closure construction project in the St. Louis, Missouri region. The activities included project communications, public opinion, regional mobility, roadway safety, and regional economics. The main evaluation question focused on the impacts of the full-closure construction project on the St. Louis region. KW - Construction projects KW - Economic impacts KW - Full road closures KW - Highway safety KW - Interstate 64 KW - Mass communication KW - Mobility KW - Public opinion KW - Regional analysis KW - Road construction KW - Saint Louis (Missouri) UR - http://library.modot.mo.gov/RDT/reports/Ri07047/cmr12010.pdf UR - http://ntl.bts.gov/lib/46000/46900/46975/cmr12010.pdf UR - https://trid.trb.org/view/1223596 ER - TY - RPRT AN - 01447868 AU - Berman, Jeffrey W AU - Transportation Northwest Regional Center X (TransNow) AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Evaluation of Gusset Plate Safety in Steel Truss Bridges PY - 2011/11//Final Report SP - 85p AB - Failure of the I-35 truss bridge in Minneapolis has been attributed to failure of a gusset plate, necessitating evaluation of gusset plate safety on bridges across the county. Federal Highway Administration (FHWA) Publication IF-09-014 provides state Departments of Transportation (DOTs) with important guidance for gusset plate evaluation; but the methods are unnecessarily complex, requiring the use of point-in-time demands which are cumbersome to calculate, and do not investigate the likelihood of plate yielding under service loads, which may compromise plate safety. With support from the Washington State Department of Transportation (WSDOT) and FHWA, the PI’s are developing a simpler and consistent evaluation method using finite element analyses (FEAs). The resulting Triage Evaluation Procedure (TEP) improves the speed, consistency and safety of gusset plate evaluation by predicting the onset gusset plate yielding, which permits evaluation of the likelihood of inelastic response under service conditions using envelope loads, thereby decreasing computation time while maintaining an appropriate level of conservatism. The TEP will save time and money relative to the FHWA method, while predicting safety. This proposal addresses research needed to evaluate gussets identified as potentially unsafe by the TEP, the likelihood of rivet yielding or failure, and the impact of corrosion. First, a practical, but more refined evaluation procedure (REP) will be furthered to evaluate gusset plates that fail the TEP, in lieu of impractical detailed finite element modeling. The REP will be grounded in mechanics and verified by comparison with detailed FEA results for many gusset plate configurations. Second, the strength of older rivets will be investigated by reviewing experimental results from the literature; the rivet strengths specified in the FHWA Guide are conservative, which may result in unnecessary and costly rivet replacement. Third, the correct application of TEP and REP to corroded gusset plates, a common problem with national impact, will be investigated. KW - Evaluation and assessment KW - Failure analysis KW - Finite element method KW - Gusset plates KW - Minneapolis Bridge Collapse, 2007 KW - Safety KW - Steel bridges KW - Test procedures KW - Truss bridges KW - U.S. Federal Highway Administration KW - Washington State Department of Transportation UR - http://ntl.bts.gov/lib/46000/46200/46259/TNW2012-08_Evaluation_of_Gusset_Plate_Safety_in_Steel_Truss_Bridges.pdf UR - https://trid.trb.org/view/1213875 ER - TY - RPRT AN - 01447866 AU - Shen, Shihui AU - Burton, Maria AU - Jobson, Bertram AU - Haselbach, Liv AU - Transportation Northwest Regional Center X (TransNow) AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Pervious Concrete with Titanium Dioxide as a Photocatalyst Compound for a Greener Urban Road Environment PY - 2011/11//Final Report SP - 79p AB - With the rapid development in transportation related activities and the growth of population density in urban and metropolitan area, the United States is now facing significant challenges in controlling air pollution and the associated problems in human health and living environment. The diesel engine vehicle fleet, in particular trucks and buses, have much lower fleet turnover times and therefore integration of newest pollution control technology into the diesel engine fleet is slower that than of passenger cars. A method of removing these pollutants at the street level once they are emitted to the atmosphere is an attractive air quality management device. Similar to plant photosynthesis, photocatalytic compounds such as titanium dioxide (TiO2) particles can be used to trap and absorb organic and inorganic particles in the air, removing (degrading and mineralizing) harmful pollutants such as nitrogen oxides (NOX) and volatile organic compounds (VOC) into CO2, H2O and harmless inorganic compounds in the presence of ultraviolet (UV) light (sunlight) [1, 2]. TiO2 is one of the most investigated semiconductors in the field of chemical conversion and storage of solar energy given its distinguished properties as [3]: (a) low cost; (b) fast reaction at ambient operating conditions (room temperature, atmospheric pressure); (c) a wide spectrum of organic contaminants can be converted to water and CO2, and (d) no chemical reactants must be used and no side reactions are produced. TiO2 works as a catalyst and does not undergo change; so it can theoretically be used indefinitely [4]. Road infrastructure materials have extensive areas in contact with the air and vehicle exhaust emissions, Therefore, treating the surface of a pavement with TiO2 can be a very promising approach to degrading harmful air pollutants, and improving the quality of the air. However, uses of TiO2 in infrastructure engineering, especially pavement engineering, are still limited because of several technical difficulties. First, direct interaction of TiO2 with UV light is very critical for the photocatalytic effect. This explains why mixing of TiO2 into traditional concrete can only have limited NOx reduction effectiveness. The process was observed to improve after the concrete material was abraded (some cement paste was peeled off and more TiO2 was exposed at the surface) [5, 6]. The durability of the photocatalytic effect becomes another challenge if TiO2 is applied to highly trafficked highways through surface material adhesion. The dynamic tire-pavement interaction under shear and abrasion impact can easily take off the loose coated TiO2 particles at the surface, leaving untreated pavements. Therefore, to maximize the effect of air purification in pavement engineering through the TiO2 photocatalytic reaction, the researchers need to find better (more efficient and reliable) application methods and appropriate substrate materials to adhere TiO2 to, while at the same time ensuring durability of the attached TiO2 under traffic loading and environmental weathering. KW - Chemical compounds KW - Concrete pavements KW - Exhaust gases KW - Pervious concrete KW - Photocatalysts KW - Pollution control KW - Roads KW - Surface treating KW - Titanium dioxide KW - Urban areas UR - http://ntl.bts.gov/lib/46000/46200/46252/TNW2011-18_Pervious_concrete_with_titanium_dioxide.pdf UR - https://trid.trb.org/view/1213872 ER - TY - RPRT AN - 01446047 AU - Scheffey, Joseph L AU - Darwin, Robert L AU - Hunt, Sean AU - Hughes Associates, Incorporated AU - Federal Aviation Administration TI - Analysis of Suppression Effects on Aviation Fuel Fires Around an Aircraft PY - 2011/11//Final Report SP - 99p AB - This report describes the details of a theoretical analysis of the firefighting agent amounts carried by aircraft rescue and firefighting (ARFF) equipment. The report is a detailed heat transfer and suppression analysis of fuel spill fires on exposed aircraft. This analysis addressed various factors in assessing current ARFF agent requirements. The amount of firefighting agent necessary to prevent interior aircraft ignition and allow for safe egress is presented for representative fuel spill fire scenarios and ARFF arrival times. The scenarios consider wind conditions, aircraft and fuel spill sizes, aircraft skin thickness, and aircraft insulation/construction. For example, fires burning in wind conditions will have a different flame shape and flame length than a fire burning under calm conditions with all other parameters held constant. The analysis also found that the time required to melt the aluminum skin is strongly dependent on the exposure heat flux and on the skin thickness but not on the insulation thickness. The evaluation of the firefighting agent amount effect on the success of aircraft egress for a given fire scenario must address a number of elements, such as fire effects on egress, ARFF effects on the fire through the agent amount carried, and the relevant fire scenario parameters for the fire, aircraft, and passengers. KW - Aircraft KW - Aircraft Rescue and Fire Fighting KW - Aviation fuels KW - Aviation safety KW - Chemical spills KW - Evaluation and assessment KW - Fire extinguishing agents KW - Fire suppression systems KW - Fires UR - http://www.tc.faa.gov/its/worldpac/techrpt/ar11-27.pdf UR - https://trid.trb.org/view/1212688 ER - TY - RPRT AN - 01446041 AU - R G W Cherry & Associates Limited AU - Federal Aviation Administration AU - Transport Canada TI - A Review of Issues Related to the Fitment of Automatically Disposable Hatches at Type III Exits With Regard to the Number of Certificated Passenger Seats PY - 2011/11//Final Report SP - 15p AB - This study was commissioned by Transport Canada (TC) in support of a cooperative regulatory activity between itself, the European Aviation Safety Agency (EASA), and the United States Federal Aviation Administration (FAA) regarding Type III exit access and ease of operation. EASA has formulated a Notice of Proposed Amendment (NPA) and Regulatory Impact Assessment (RIA) under the auspices of a Rulemaking Group (CS 25.040) comprising representatives from TC and the FAA and from aircraft operators, aircraft manufacturers, and cabin crew organizations. The subject NPA proposes that CS-25 be amended to require that airplanes should be configured with Automatically Disposable Hatches (ADHs) at Type III exits and applicability should be to airplanes with a passenger seating capacity of 40 or more. The objective of this report was to address any issues that might affect the selection of 40 passenger seats as the lower limit for installation of ADHs at Type III exits. Therefore, this study considers the safety impact of the proposed regulation should it be applied to airplanes with a passenger seating capacity between 20 and 80. A benefit analysis carried out for ADHs at Type III exits suggests that the life-saving potential for airplanes with a passenger seating capacity of less than 40 is small compared to larger airplanes. A review of the CAR 525/CS-25/14 CFR 25 exit requirements pertinent to airplanes certificated with a passenger seating capacity between 20 and 80 suggests that evacuation capability increases as passenger complement decreases, and that enhancements to evacuation capability are not warranted for airplanes with a passenger seating capacity of less than 40. KW - Aircraft exits KW - Analysis KW - Automatically disposable hatches KW - Aviation safety KW - Evacuation KW - Regulations KW - Seating capacity (Airlines) UR - http://www.fire.tc.faa.gov/pdf/09-29.pdf UR - https://trid.trb.org/view/1212727 ER - TY - RPRT AN - 01444337 AU - Ndubisi, Forster AU - Dumbaugh, Eric AU - University Transportation Center for Mobility AU - Research and Innovative Technology Administration TI - Developing an Interdisciplinary Certificate Program in Transportation Planning, Phase 2: The eCertificate PY - 2011/11//Final Report SP - 47p AB - This proposal extends the delivery of the recently developed graduate Certificate in Transportation Planning to a wider audience through the establishment of an Executive Certificate Program by distance (eCertificate). While the need for an interdisciplinary approach to transportation is widely recognized by the professional community, there are few educational programs that address the field of transportation in a truly comprehensive, interdisciplinary manner. Texas A&M University’s (TAMU’s) university-wide graduate Certificate in Transportation Planning was established in August 2008 to address this need. This program has proved to be very successful. A limitation of the existing certificate program is that it is available only to graduate students at TAMU in College Station. The eCertificate program extends the delivery of the existing certificate to a wider audience of professionals interested in transportation in selected metropolitan areas in Texas. Preliminary indications suggest that an audience for the certificate exists in major metropolitan areas in Texas, especially Austin, Dallas, Houston, and San Antonio. The certificate will increase access, expand Texas A&M’s transportation curriculum, and enhance the university’s position as a national leader in transportation education. KW - Certification KW - Continuing education KW - Curricula KW - Distance learning KW - Graduate study KW - Interdisciplinary studies KW - Metropolitan areas KW - Professional personnel KW - Texas KW - Texas A&M University KW - Transportation planning UR - http://utcm.tamu.edu/publications/final_reports/Ndubisi_10-02-56.pdf UR - http://ntl.bts.gov/lib/45000/45700/45743/Ndubisi_10-02-56.pdf UR - https://trid.trb.org/view/1211644 ER - TY - RPRT AN - 01431186 AU - Blanco, Andres G AU - Steiner, Ruth L AU - Kim, Jeongseob AU - Chung, Hyungchul AU - University of Florida, Gainesville AU - Center for Multimodal Solutions for Congestion Mitigation AU - Research and Innovative Technology Administration TI - The Effects of Impact Fees in Urban Form and Congestion in Florida PY - 2011/11//Final Report SP - 123p AB - This study analyzes the effect of impact fees in urban form and congestion through a combination of methods including econometric analysis, geographic information system (GIS) techniques, and interviews with planning officials. The results show that there is some evidence that impact fees might be reducing congestion by creating disincentives for overall development and job creation. However, direct evidence of a negative effect of impact fees in development and job growth was not found. There is no evidence that the difference of impact fees between central cities and outer areas is sufficient to promote more compact urban form. Likewise, there is no evidence that more road impact fees are decreasing congestion through more investment in infrastructure. This might be because impact fees usually finance local roads but congestion is concentrated in freeways and arterials, or because there is a spatial, temporal or financial mismatch between impact fee revenues and the costs of infrastructure. There is a clear, significant and substantial positive relationship between density and congestion suggesting a weak increase in transit use in denser environments or a potential increase in automotive travel through higher trip frequency. However, other urban form variables related to the distribution of that density have a negative effect in congestion indicating that certain urban configurations could decrease congestion. Finally, changes in congestion are negatively correlated with the congestion levels at the beginning of the period suggesting that congestion is increasing faster in those areas that used to be less congested. KW - Econometric models KW - Florida KW - Geographic information systems KW - Impact fees KW - Population density KW - Traffic congestion KW - Urban development KW - Urban form UR - http://cms.ce.ufl.edu/research/blanco_cms_2010-013_final.pdf UR - https://trid.trb.org/view/1195576 ER - TY - RPRT AN - 01383550 AU - Jarossi, Linda AU - Hershberger, Daniel AU - Woodrooffe, John AU - University of Michigan Transportation Research Institute AU - Federal Motor Carrier Safety Administration TI - Trucks Involved in Fatal Accidents Codebook 2009 (Preliminary Version October 18, 2011) PY - 2011/11//Special Report SP - 162p AB - This report provides documentation for the University of Michigan Transportation Research Institute's file of Trucks Involved in Fatal Accidents (TIFA), 2009, including distributions of the code values for each variable in the file. The 2009 TIFA file is a census of all medium and heavy trucks involved in a fatal accident in the United States. The TIFA database provides coverage of all medium and heavy trucks recorded in the Fatality Analysis Reporting System (FARS) file. TIFA combines vehicle, accident, and occupant records from FARS with information about the physical configuration and operating authority of the truck from the TIFA survey. KW - Coding systems KW - Crash data KW - Data files KW - Fatalities KW - Fatality Analysis Reporting System KW - Heavy duty trucks KW - Medium trucks KW - Truck crashes KW - United States UR - http://deepblue.lib.umich.edu/bitstream/2027.42/89937/1/48532_A55.pdf UR - https://trid.trb.org/view/1147949 ER - TY - RPRT AN - 01383548 AU - Rasmussen, Ben AU - Cotton, Ben AU - Holder, Kirsten AU - Volpe National Transportation Systems Center AU - National Park Service TI - Fort Stanwix National Monument: Alternative Transportation Study PY - 2011/11//Final Report SP - 88p AB - As a follow-up to Volpe's 2006 Transportation Summary Report, this project addresses a number of specific transportation concerns in Fort Stanwix National Monument. In addition to an update of the 2006 existing conditions report to reflect recent changes that have occurred in and around Fort Stanwix, this report focuses on five areas of primary interest to the fort: (1) nonmotorized trail connections, (2) vehicular signage and wayfinding, (3) parking, (4) pedestrian access, and (5) shuttle feasibility. KW - Fort Stanwix National Monument KW - Guide signs KW - National parks KW - Parking facilities KW - Pedestrian areas KW - Pedestrian safety KW - Shuttle service KW - Trails KW - Transportation planning KW - Wayfinding UR - http://ntl.bts.gov/lib/45000/45500/45553/NPS_FOST_2010_AT-Study__3_.pdf UR - https://trid.trb.org/view/1148390 ER - TY - RPRT AN - 01376222 AU - Ross, Catherine L AU - Elliott, Michael AU - Barringer, Jason AU - Smith, Sarah M AU - Woo, Myungje AU - Kent, John AU - Lilly, Margaret AU - Georgia Institute of Technology, Atlanta AU - Georgia Department of Transportation AU - Federal Highway Administration TI - Estimating the Safety Benefits of Context Sensitive Solutions PY - 2011/11//Final Report SP - 125p AB - Context Sensitive Solutions (CSS), also commonly known by the original name Context Sensitive Design (CSD), is an alternative approach to the conventional transportation-oriented decision-making and design processes. The CSS approach can be used to design and implement transportation projects that not only result in safe and efficient roadways, but ones that consider and preserve the total context of community values, including scenic, aesthetic, historic, and environmental resources. The key objectives of this research are to undertake a comprehensive review of current practice of CSS programs and similar initiatives in the U.S. which incorporate the overall concept of flexible design. The purpose of this comprehensive review is to identify the state of the practice of CSS in the U.S. and provide guidance to Georgia Department of Transportation (GDOT) based on this information. A secondary objective of the research is to show the benefits of the CSS approach. The literature review included in this report provides a basic overview of the historical and practical foundation of CSD, the precursor to CSS. The literature and case studies reviewed show that transportation projects can be delivered in a cost-effective and context-appropriate manner in a constrained fiscal environment. When combined with CSS principles, a practical design/practical solution approach can be a “middle-way” method for Departments of Transportation that are interested in pursuing CSS principles but find themselves in a constrained fiscal or budgetary environment. KW - Benefits KW - Budget constraints KW - Case studies KW - Context sensitive design KW - Context Sensitive Solutions KW - Decision making KW - Design methods KW - Literature reviews KW - Planning methods KW - Traffic safety KW - Transportation planning UR - http://www.dot.ga.gov/BuildSmart/research/Documents/RP0910l.pdf UR - https://trid.trb.org/view/1144007 ER - TY - RPRT AN - 01376088 AU - Klinich, Kathleen D AU - Reed, Matthew P AU - Orton, Nichole R AU - Manary, Miriam A AU - Rupp, Jonathan D AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - Optimizing Protection for Rear Seat Occupants: Assessing Booster Performance with Realistic Belt Geometry Using the Hybrid III 6YO ATD PY - 2011/11 SP - 45p AB - A series of sled tests was conducted to examine the performance of booster seats under belt geometries representing the range found in the rear seats of current vehicles. Twelve tests were performed with the standard six-year-old (6YO) Hybrid III anthropomorphic test device (ATD) and 29 tests were performed with a modified version of the 6YO ATD. The modified dummy has a pelvis with more realistic shape and flesh stiffness, a gel abdomen with biomechanically-based stiffness characteristics, and a custom neoprene jacket. Shoulder belt upper anchorage was set at the Federal Motor Vehicle Safety Standard (FMVSS) No. 213 belt anchorage location and 64 mm inboard and outboard from this location. Lap belt anchorage locations were chosen to span the range of lap belt angles permitted under FMVSS 210, using the FMVSS No. 213 belt anchorage locations and forward belt anchorage locations that produce a much steeper lap belt angle. Four booster seats that provide a range of static belt fit were used. The ATDs were positioned using either the standard FMVSS No. 213 seating procedure or an alternate University of Michigan Transportation Research Institute (UMTRI) procedure that produces postures closer to those of similar-size children. Kinematic results for the standard and modified dummies under the same test conditions were more similar than expected. The current version of the modified 6YO is less sensitive to lap belt geometry than the prototype version of the dummy. The seating procedure had a greater affect on kinematic results. The UMTRI seating procedure produced greater knee-head excursion differences and less forward torso rotation than the FMVSS No. 213 procedure. Shifting the shoulder belt upper anchorage 128 mm laterally produced minimal variations in kinematics for a given booster seat/lap belt condition, likely because the belt-routing features of the booster seats limited the differences in static shoulder belt score to less than 10 mm. Moving the lap belt geometry from rearward (shallow angle) to forward (steep angle) produced less desirable kinematics with all booster seats tested. The forward position of the lap belt anchorage allows greater forward translation of the booster and ATD before the belt engages the pelvis. Steeper belt angles are associated with better lap belt fit for children sitting without boosters, so designing rear seat belts for children who sit with and without boosters may involve a performance tradeoff. KW - Anthropometry KW - Booster seats KW - Child restraint systems KW - Crash victim simulation KW - Dummies KW - Hybrid III dummy KW - Seat belts KW - Sled tests KW - Testing UR - http://deepblue.lib.umich.edu/bitstream/2027.42/90973/1/102860.pdf UR - https://trid.trb.org/view/1143816 ER - TY - RPRT AN - 01376068 AU - Buehler, Ralph AU - Hamre, Andrea AU - Sonenklar, Dan AU - Goger, Paul AU - Virginia Polytechnic Institute and State University, Alexandria AU - Mid-Atlantic Universities Transportation Center AU - Research and Innovative Technology Administration TI - Trends and Determinants of Cycling in the Washington, DC Region PY - 2011/11//Final Report SP - 46p AB - This report analyzes cycling trends, policies, and commuting in the Washington, DC area. The analysis is divided into two parts. Part 1 focuses on cycling trends and policies in Washington (DC), Alexandria (VA), Arlington County (VA), Fairfax County (VA), Montgomery County (MD), and Prince George’s County (MD) during the last two decades. The goal is to gain a better understanding of variability and determinants of cycling within one metropolitan area. Data on bicycling trends and policies originate from official published documents, unpublished reports, site visits, and in-person, email, or phone interviews with transport planners and experts from municipal governments, regional planning agencies, and bicycling advocacy organizations. Part 2 of the report presents a multiple regression analysis of determinants of bike commuting based on data of 5,091 workers from the Washington, DC region. A series of logit, probit, and relogit (Rare Events Logistic) regressions focus on the role of bike parking, cyclist showers, and free car parking at work as determinants of the decision to cycle to work, while controlling for socio-economic factors, population density, trip distance, bikeway supply, and season of the year. The report finds that cycling levels and cyclist safety have been increasing in the Washington region. However, cycling appears to be spatially concentrated in neighborhoods of the urban core jurisdictions. Compared to national averages for urbanized areas a larger share of bicycle trips in Washington, DC is commute or work related (41% vs. 17%). Area cyclists are predominantly male, between 25 and 40 years old, white, and from higher income groups. Bicycle planning in the region has its roots in the 1970s, experienced a hiatus in the 1980s, but has witnessed a ‘renaissance’ since the (late) 1990s. Initially bicycle policies focused on the provision of off-street paths—often shared with pedestrians. Since the late 1990s, jurisdictions have greatly expanded their on-street bicycle lanes and implemented other innovative programs. The regression analysis appears to support the expansion of the bike network, since bikeway supply is a significant predictor of bike commuting. Moreover, bike parking and cyclist showers at work are associated with more bike commuting. Free car parking at work is associated with less bike commuting; and transit commuter benefits were not a significant predictor of bike commuting. KW - Bicycle commuting KW - Bicycle lanes KW - Bicycle parking KW - Bicycle travel KW - Bicycling KW - Bikeways KW - Metropolitan areas KW - Policy KW - Trend (Statistics) KW - Washington (District of Columbia) UR - http://www.mautc.psu.edu/docs/VT-2009-05.pdf UR - https://trid.trb.org/view/1142249 ER - TY - RPRT AN - 01376060 AU - Cirillo, Cinzia AU - Hetrakul, Pratt AU - University of Maryland, College Park AU - Mid-Atlantic Universities Transportation Center AU - Research and Innovative Technology Administration TI - Mixed Logit and Latent Class Model for Railway Revenue Management PY - 2011/11//Final Report SP - 30p AB - In this paper advanced demand modeling approaches are proposed to study intercity passenger booking decision and to segment preferences; all the models are calibrated on internet booking data. Modeling formulations considered include multinomial logit, mixed logit, and latent class models; markets are segmented on trip distances: long, medium, and short. The results show that the following variables: fare price, advance booking (number of day before departure), and departure day of week, can be used as determinants affecting ticket booking. Mixed logit and latent class models are then applied to account for taste heterogeneity. The results indicate that mixed logit model provides the best statistical fit for the long distance and medium distance markets, while the latent class model provides the best statistical fit for the short distance market. Results also indicate that segmenting passengers by booking period provides better fit than segmenting passengers by socioeconomic information. Results from this study prove that advanced demand models can be estimated on internet booking data and that market segmentation can be obtained even with limited knowledge of socio-demographic characteristics of the population. A number of directions could be considered for future research. First, the proposed choice model could be integrated into an optimization algorithm for maximizing revenues. Second, the proposed model is based on a static approach where decisions are made at a single point in time. Dynamic discrete choice models are expected to provide a significant improvement in prediction accuracy by offering the possibility to account for the evolving characteristics of the market over time and for sequential purchasing decisions. Third, the modeling approach applied here to railway revenue management could be applied to other problems for which just internet booking data are available (i.e. shippers, or couriers selling their services online). KW - Consumer behavior KW - Data collection KW - Electronic commerce KW - Internet KW - Logits KW - Passenger traffic KW - Railroad travel KW - Revenues KW - Statistical analysis UR - http://www.mautc.psu.edu/docs/UMD-2010-02.pdf UR - https://trid.trb.org/view/1142314 ER - TY - RPRT AN - 01375868 AU - Matthews, Ronald AU - Seedah, Dan AU - Ates, Murat AU - Kim, Kyung Jin AU - Anderson, Garrett AU - Vaughn, James AU - Dardalis, Dimitrios AU - Lijun, Hao AU - Harrison, Robert AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Estimating Texas Motor Vehicle Operating Costs: Final Report PY - 2011/11//Final Report SP - 273p AB - This report and its appendices summarize the findings of a 2-year extension to the TxDOT-sponsored study 0-5974 entitled “Estimating Texas Motor Vehicle Costs” undertaken by a Center for Transportation Research (CTR) team of mechanical engineers and economists at The University of Texas at Austin. The work was conducted in two phases over a 4-year period beginning in 2007 and this report details the second phase conducted over the period 2009– 2011. It reports results in three areas: 1) total operating costs for the major vehicle classes currently seen on Texas highways, 2) engine models for hybrid light vehicles, and 3) results from examining the impact of transmission types through gearbox and differential sub-models. This second phase is the focus of this report but the reader interested in why this work was undertaken should peruse technical report 0-5974-1. This second, and final, report contains several detailed appendices on mechanical engineering sub-models and a product—a Vcost model and manual—for TxDOT use in highway and freight planning, economics and departmental revenue estimation. (Note: Traditionally vehicle operating costs were termed VOCs but the current use of this acronym to represent volatile organic compounds in emission studies encouraged the authors to adopt a different term—Vcost.) KW - Computer models KW - Fuel consumption KW - Hybrid vehicles KW - Light vehicles KW - Operating costs KW - Revenues KW - Texas UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5974_2.pdf UR - https://trid.trb.org/view/1142277 ER - TY - RPRT AN - 01375261 AU - Reed, Matthew P AU - Ebert-Hamilton, Sheila M AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - Evaluation of Hybrid-III 6YO ATD Chest Jacket Shape and Position PY - 2011/11 SP - 40p AB - In previous work, belt fit on the Hybrid-III six-year-old (6YO) anthropomorphic test device (ATD) was found to depend on the positioning of the chest jacket of the ATD. Moreover, differences were noted between jackets manufactured by Denton-ATD and First Technology Safety Systems (FTSS). The objective of this study was to quantify differences between the manufacturers’ jackets by detailed measurements of exemplar jackets and to assess the effects of jacket installation procedure on jacket position. A custom fixture was designed to hold rigidly the thorax, pelvis, and head of a 6YO ATD while allowing the chest jacket to be installed and removed. Testing was conducted with two jackets from FTSS and one from Denton. In pilot testing, jacket position was affected by the installation procedure and by the initial position of the shoulder components. Detailed measurements were made using a portable surface measurement device (laser scanner) with each jacket in six conditions defined by initial shoulder position and the manner in which the jacket was installed. Quantitative comparisons in jacket position and shape were conducted in software using the laser scan data. Notable differences in jacket shape were observed between the FTSS and Denton jackets, with the FTSS jacket having a wider, flatter profile in the lateral shoulder area and the Denton jacket extending more forward in the upper chest area. However, the effects of jacket positioning were much larger than differences between manufacturers in jacket shape. Pulling the jacket down firmly resulted in jacket shoulder positions relative to the spine differing by more than 25 mm from those obtained by pulling the jacket down lightly, with results dependent on the initial positions of the shoulder components. The results of this study indicate that careful attention to jacket positioning is needed to obtain a consistent relationship between the chest and shoulder surfaces and the ATD skeleton. Pulling the jacket down firmly after initially placing the shoulder components in a downward/rearward position is suggested. Monitoring and adjusting the location of reference points on the jacket relative to specified hard points on the ATD skeleton provides a means for ensuring that the jacket is consistently placed for static or dynamic testing. KW - Anthropometry KW - Crash victim simulation KW - Dummies KW - Hybrid III dummy KW - Testing UR - http://deepblue.lib.umich.edu/bitstream/2027.42/89865/1/102811.pdf UR - https://www.nhtsa.gov/sites/nhtsa.dot.gov/files/811850.pdf UR - https://trid.trb.org/view/1141328 ER - TY - RPRT AN - 01373484 AU - Kahane, Charles J AU - National Highway Traffic Safety Administration TI - Evaluation of the 1999-2003 Head Impact Upgrade of FMVSS No. 201 – Upper-Interior Components: Effectiveness of Energy-Absorbing Materials Without Head-Protection Air Bags PY - 2011/11//NHTSA Technical Report SP - 122p AB - Federal Motor Vehicle Safety Standard (FMVSS) No. 201 – Occupant Protection in Interior Impact – was upgraded in 1995, with a 1998-2003 phase-in, to reduce occupants’ risk of head injury from contact with a vehicle’s upper interior, including its pillars, roof headers and side rails, and the upper roof. Initially, energy-absorbing materials alone were used to meet the standard. The National Highway Traffic Safety Administration (NHTSA) statistically analyzed the effect of these materials on head injuries due to upper-interior contact in cars and light trucks in the Crashworthiness Data System of the National Automotive Sampling System for 1995-2009 and the effect on head injuries in fatal crashes in the Fatality Analysis Reporting System – Multiple Cause of Death files for 1999-2007. FMVSS No. 201 without head-protection air bags reduces AIS 4-to-6 head injuries due to contact with upper-interior components by an estimated 24 percent (95% confidence bounds, 11 to 35%), based on the average of the analysis results for the two databases. That is equivalent to a 4.3-percent reduction of overall fatality risk (confidence bounds 2.0 to 6.2%). When all vehicles on the road meet FMVSS No. 201, it will save an estimated 1,087 to 1,329 lives per year. At a cost of $25.52 (in 2010 dollars) over the life of a vehicle, that amounts to an annual cost, depending on new-vehicle sales, ranging from $301 to $424 million for certifying all new vehicles to FMVSS No. 201. It is a very cost-effective regulation, costing less than $1 million per life saved. KW - Abbreviated Injury Scale KW - Cost effectiveness KW - Crash injuries KW - Energy absorbing materials KW - Fatalities KW - Fatality Analysis Reporting System KW - Federal Motor Vehicle Safety Standards KW - FMVSS 201 KW - Head KW - National Automotive Sampling System - Crashworthiness Data System KW - Occupant protection devices UR - http://www-nrd.nhtsa.dot.gov/Pubs/811538.pdf UR - https://trid.trb.org/view/1141474 ER - TY - RPRT AN - 01373118 AU - Reed, Matthew P AU - Ebert-Hamilton, Sheila M AU - Flannagan, Carol A C AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - Improving the Repeatability and Reproducibility of Belt Fit Measurement with 6YO and 10YO ATDs PY - 2011/11 SP - 69p AB - In previous work, researchers at the University of Michigan Transportation Research Institute (UMTRI) developed a method for quantifying the belt fit provided by belt-positioning boosters by measuring the belt location relative to the six- and ten-year-old Hybrid-III dummies. In another study, the torso and lap belt scores obtained by this method were found to be closely related to the belt fit obtained by similar-size children across a wide range of booster and belt conditions. The Insurance Institute for Highway Safety (IIHS) adapted the UMTRI procedure to develop a rating system for booster belt fit, but adoption by other labs has been slowed by difficulty in obtaining repeatable results. The current study was undertaken to improve the repeatability and reproducibility across operators of the procedure. The modifications made by IIHS were studied and most incorporated, and a number of other issues were examined through pilot testing. A revised version of the procedure was tested with repeated measurements by three operators in six boosters. The results were analyzed to quantify the variance associated with the operators, the installation of the booster and dummy, and the routing of the belt. The results show that trained operators can perform the procedure with minimal systematic bias across boosters. The variability within booster varies considerably, with some boosters producing higher precision measurements due to the design of their belt-routing features. For any particular booster, the booster and dummy installation process accounts for about half the variability in the belt fit scores with the remainder due to variability in the belt routing and other measurement variability. Based on these findings, multiple measurements of belt fit in each booster are recommended to establish the desired level of confidence in the true belt fit. Straightforward statistical methods involving confidence intervals are recommended for establishing objective test methods. More testing will be needed to determine the reproducibility of the method across laboratories. KW - Anthropometry KW - Booster belt fit KW - Booster seats KW - Child restraint systems KW - Dummies KW - Hybrid III dummy KW - Measurement KW - Seat belts KW - Testing UR - http://deepblue.lib.umich.edu/bitstream/2027.42/89866/1/102812.pdf UR - https://www.nhtsa.gov/document/improving-repeatability-and-reproducibility-belt-fit-measurement-6yo-and-10yo-atds UR - https://trid.trb.org/view/1141261 ER - TY - RPRT AN - 01372631 AU - Schmitt, Rolf AU - Sprung, Michael AU - Sedor, Joanne AU - Rick, Christopher AU - MacroSys, LLC AU - Federal Highway Administration TI - Freight Facts and Figures 2011 PY - 2011/11 SP - 77p AB - This report provides an overview of freight transportation, focusing on the volume and value of freight shipments, the extent of the freight network, industry employment and productivity patterns, and related safety, energy use, and environmental effects. Economic and social characteristics of the United States also are provided as background information. Metric data are available for several tables as well. KW - Economic factors KW - Employment KW - Energy consumption KW - Environmental impacts KW - Freight transportation KW - Networks KW - Productivity KW - Safety KW - Shipments KW - Social factors KW - Tables (Data) KW - Trade KW - United States UR - http://www.ops.fhwa.dot.gov/freight/freight_analysis/nat_freight_stats/docs/11factsfigures/pdfs/fff2011_highres.pdf UR - https://trid.trb.org/view/1141116 ER - TY - RPRT AN - 01370196 AU - Fletcher, Fred B AU - ArcelorMittal Global R&D, East Chicago AU - Federal Highway Administration TI - Improved Corrosion-Resistant Steel for Highway Bridge Construction PY - 2011/11//Final Report SP - 94p AB - Alloy steels with 9, 7, and 5 percent chromium (Cr) were designed to reduce the cost of ASTM A1010 steel containing 11 percent Cr. Additions of 2 percent silicon (Si) and/or 2 percent aluminum (Al) were made. The experimental steels could be heat treated to achieve the strength needed for bridges. However, only the ASTM A1010 steel exhibited sufficient impact toughness to be a candidate for bridge construction. The mechanical properties of the experimental steels are not suitable for bridge construction, although they are substantially more corrosion resistant than the conventional weathering steel, ASTM A588. When studied in the laboratory using cyclic corrosion tests, all of the steels exhibited a relatively linear rate of corrosion with increasing cycle number. As the Cr content decreased, the corrosion rate increased. The corrosion rate of the ASTM A1010 steel was one-tenth of the rate of the ASTM A588 steel. Si was detrimental to corrosion resistance, while Al was beneficial. The corrosion behavior was not a function of the steel yield strength. As the cyclic corrosion cycles increased, the proportion of oxyhydroxide corrosion product akaganeite declined and was replaced by maghemite, goethite, and lepidocrocite. However, the 11 percent Cr steels contained significantly less maghemite than the steels with lower Cr content. The 9 percent Cr, 7 percent Cr plus 2 percent Si, and 7 percent Cr plus 2 percent Al steels were exposed for 1 year on the heavily salted Moore Drive Bridge in Rochester, NY. Their corrosion rates were approximately one-half the rate of ASTM A588 weathering steel. The rust composition was similar for all three experimental steels. Life-cycle cost analyses examined the benefits of using a maintenance-free corrosion-resistant steel instead of regularly repainting a conventional steel bridge girder. By the 20th year of service, the probability is over 90 percent that the ASTM A1010 steel girder is less expensive. After 40 years, it becomes certain that the ASTM A1010 steel girder is cheaper than the painted conventional steel. KW - Bridge construction KW - Corrosion resistant steel KW - Cyclic tests KW - Highway bridges KW - Life cycle costing KW - Mechanical properties UR - http://www.fhwa.dot.gov/publications/research/infrastructure/bridge/11062/11062.pdf UR - https://trid.trb.org/view/1137355 ER - TY - RPRT AN - 01367865 AU - Jenness, James W AU - Huey, Richard W AU - McCloskey, Shawn AU - Singer, Jeremiah AU - Walrath, Jeremy AU - Lubar, Elisha AU - Lerner, Neil D AU - Westat AU - National Highway Traffic Safety Administration TI - Motorcycle Conspicuity and the Effect of Auxiliary Forward Lighting PY - 2011/11//Final Report SP - 63p AB - A field experiment was conducted with 32 participants to determine whether the conspicuity of approaching motorcycles viewed in daylight may be improved by various forward lighting treatments. The treatments tested included pairs of low‐mounted auxiliary lamps (LA), high‐mounted auxiliary lamps (HA), both high‐ and low‐mounted auxiliary lamps (LHA), low‐mounted light emitting diode lamps (LED), and a modulated high beam headlamp (MHB). Participants viewed approaching traffic and indicated when it would be safe (and not safe) to initiate a left turn across the path of approaching vehicles in an opposing lane of traffic. They were not informed that the specific purpose of the study was to examine their reactions to motorcycles. Researchers also recorded participant’s direction of gaze continuously with a head‐mounted eye tracker. The mean safety margin provided to an approaching motorcycle with various lighting treatments did not differ significantly between any of the experimental lighting treatments and the baseline treatment (illuminated low beam headlamp). However, having either LA or MHB lamps on the motorcycle significantly reduced the probability of obtaining a short safety margin (< 3.44 seconds) as compared to the baseline lighting treatment. Eye tracking data indicated that the average duration of participants’ gazes at the motorcycle were significantly longer with the LHA lighting as compared to the baseline condition. These results should be interpreted cautiously in light of differences that were observed between participants who reported using a landmark‐based strategy to judge when it was no longer safe to turn in front of approaching vehicles and participants who used other strategies. Overall the results suggest that enhancing the frontal conspicuity of motorcycles with lighting treatments beyond an illuminated low beam headlamp may be an effective countermeasure for daytime crashes involving right‐of‐way violations. KW - Auxiliary headlamps KW - Daylight KW - Daytime running lamps KW - Eye movements KW - Field tests KW - Gaze direction KW - High beamed headlamps KW - Light emitting diodes KW - Low beamed headlamps KW - Motorcycles KW - Vehicle lighting KW - Vehicle lighting devices KW - Visibility UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2011/811507.pdf UR - https://trid.trb.org/view/1136534 ER - TY - RPRT AN - 01367802 AU - Ranney, Thomas A AU - Baldwin, G H Scott AU - Parmer, Ed AU - Domeyer, Joshua AU - Martin, John AU - Mazzae, Elizabeth N AU - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - Developing a Test to Measure Distraction Potential of In-Vehicle Information System Tasks in Production Vehicles PY - 2011/11//Final Report SP - 103p AB - Three experiments were conducted to assess a test of distraction potential for in-vehicle information systems (IVIS) and portable devices used while driving. The test used a low-fidelity (PC-based) driving simulator; sensors record drivers’ control inputs in stationary production vehicles. Participants performed car-following and target detection together with secondary tasks. Experiment 1 examined the effects of two levels of driving task (car-following) difficulty and two detection tasks on test sensitivity. Detection tasks included a head-mounted task (HDT) and a computer-generated multiple-target task (MDT), which incorporated simple targets into the simulated roadway display. Secondary tasks included simple (Circles) and complex (navigation destination entry) visual-manual tasks and a hands-free auditory-vocal task (N-back). The MDT was more sensitive to task load differences, while the HDT created problems for the eye tracker. Increasing car-following task difficulty had no effect on metric sensitivity. The complex visual-manual task was more disruptive than the simple visual-manual task or the auditory-vocal task. The second experiment compared metrics provided by two occlusion paradigms: (1) traditional occlusion, which involves intermittent masking of the task to simulate the visual demands of driving, and (2) Enhanced Occlusion Task (EOT), which added auditory tracking to more realistically simulate driving task demands. Task duration estimates with EOT were closer to static completion times than those obtained with traditional occlusion; however their usefulness in estimating task duration requires a stronger connection to comparable estimates obtained from a driving protocol. EOT did not improve the R (task resumability) metric, although there was no independent evidence to support the expectation of differences in this metric. The R metric was not related to driving performance degradation. Auditory tracking performance metrics obtained in the EOT paradigm revealed performance degradation consistent with effects observed with simulator metrics. Experiment 3 used the simulator-based test to assess the distraction potential of navigation tasks performed with three systems with comparable functionality, including one original equipment manufacturer (OEM) and two portable systems, which had been independently rated as having different levels of usability. Metrics revealed strong and consistent differences between driving alone and driving with a secondary task. Three metrics (car-following coherence, detection task response time, and proportion of long glances) revealed differences between the (simple and complex) navigation tasks across all systems. Two metrics (standard deviation of lane position [SDLP] and detection task proportion correct) exhibited significant Systems x Task interactions; differences between navigation tasks were not consistent across systems. It was concluded that developing a simulator-based distraction potential test is feasible. Core metrics include those sensitive to visual-manual task conditions (SDLP, car-following delay, and detection task response time) and those sensitive to auditory-vocal task conditions (car-following delay, detection task response time, and detection task proportion of correct responses). Measures based on eye position data, primarily the proportion of long glances away from the forward roadway, revealed significant promise. Estimates of distraction potential can be combined with task duration estimates provided by the EOT to compute estimates of drivers’ exposure to risk. KW - Car following KW - Distraction KW - Driver information systems KW - Drivers KW - Driving simulators KW - In vehicle technology KW - In-vehicle devices KW - Navigation KW - Secondary tasks KW - Target detection UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2011/811463.pdf UR - https://trid.trb.org/view/1136519 ER - TY - RPRT AN - 01367788 AU - Bourland, Mark C AU - Chang, Byungik AU - Jao, Mien AU - Lamar University AU - Texas Department of Transportation AU - Federal Highway Administration TI - Verification of Texas Superheavy Load Criteria for Bridges PY - 2011/11//Technical Report SP - 280p AB - This report evaluates Texas Department of Transportation (TxDOT) criteria for the superheavy loads that trigger bridge analyses to determine whether the criteria adequately protects Texas bridges. Researchers used solid modeling calibrated with a bridge test of a 3-span continuous steel girder unit of SH 159. The bridge testing measured girder end rotations with tilt loggers and load position using a sub-foot accuracy Global Positioning System (GPS). Solid modeling was done with ANSYS 12. The calibrated model was used to conduct a parametric study. Axle distribution factors of 0.28 and 0.45 were experimentally determined for interior and exterior girders respectively. Results of the parametric study showed that the Texas superheavy load criteria are valid for this bridge type. A study of service life extension showed that operational stress level loads applied as little as 5 percent of time to a particular structure will have a significant effect on the lifetime of the structure, and that the number of fatigue load-cycles per truck cannot be assumed to be one. A graphical version of the bridge review trigger (load-length curve with existing allowances and restrictions) might serve TxDOT and heavy-haul carriers better than does the gross vehicle weight triggers. Data collected long term of load frequency and load level from a relevant bridge would help TxDOT determine what effects stress level variations have on the life of Texas bridges. KW - ANSYS (Computer program) KW - Girders KW - Highway bridges KW - Live load distributions KW - Load factor KW - Overweight loads KW - Permits KW - Service life KW - Superheavy load KW - Texas UR - http://tti.tamu.edu/documents/0-6438-1.pdf UR - https://trid.trb.org/view/1136483 ER - TY - RPRT AN - 01367544 AU - Bagot, Keith AU - Hawk, John AU - Federal Aviation Administration AU - Federal Aviation Administration AU - Federal Aviation Administration AU - Air Force Research Laboratory TI - Test and Evaluation of Next Generation 65-Foot, High-Reach Extendable Turret PY - 2011/11//Final Report SP - 81p AB - Since the introduction of the High-Reach Extendable Turret (HRET) to the Aircraft Rescue and Firefighting (ARFF) industry, approximately 400 HRET, have been retrofitted into existing ARFF vehicles or purchased with new ARFF vehicles worldwide. Some advantages and benefits of this technology include increased throw range performance, increased range of turret motion, more efficient agent application by applying agent at the seat of the fire, faster extinguishment of two-dimensional pool and three-dimensional flowing fuel fires, and the ability to penetrate inside an aircraft to cool the interior cabin and extinguish the fire. This added capability can increase passenger survivability, protect property, and extinguish fire faster during an aircraft postcrash incident. The purpose of this research was to document the effects of the installation of the 65-ft HRET on the predelivery inspection test of the Federal Aviation Administration (FAA) Striker ARFF research vehicle (FAA Striker). The second key objective was to evaluate the performance and firefighting effectiveness of the 65-ft HRET in and around new large aircraft, such as the Airbus A380 and the Boeing 747-8. The results of test were as follows: 1. The FAA Striker, in both the baseline configuration and with the 65-ft HRET installed, passed all vehicle performance checks, with the exception of the weight distribution and body and chassis flexibility tests. For the weight distribution test, the baseline vehicle exceeded the maximum difference between axles by 1%, and the vehicle with the HRET installed exceeded the maximum difference between axles by 1.6%. For the body and chassis flexibility test, the baseline vehicle failed the tire height requirement by 8 in., and the vehicle with the HRET installed failed the tire height requirement by 4 in. 2. From a bedded position, using the HRET, penetration and agent discharge into the lower passenger deck of an A380 mockup occurred in 54 seconds, into the upper passenger deck in 62 seconds, and into the cargo level in 80 seconds. 3. The FAA Striker and the HRET were reliable and required only a few repairs throughout the course of the tests, which included hundreds of operations and tests. The only component of that failed repeatedly was the hydraulic gearbox on the HRET. The findings of this research support the removal of the base turret from the design and increasing the flow rate of the tip nozzle to a selectable low/high flow rate of 500 and 1000 gallons. KW - Aircraft KW - Fire fighting KW - Fire fighting equipment KW - Rescue equipment KW - Search and rescue operations KW - Vehicle occupant rescue UR - http://www.airporttech.tc.faa.gov/DesktopModules/FlexNews/DownloadHandler.ashx?id=6f1314a9-623c-4af3-a600-ba202389b4ea&f=Test_and_Evaluation_of_Next_Generation_65-Foot_High-Reach_Extendable_Turret_11-15.pdf UR - http://www.dtic.mil/dtic/tr/fulltext/u2/a555165.pdf UR - https://trid.trb.org/view/1136261 ER - TY - RPRT AN - 01367383 AU - Quadrifoglio, Luca AU - Chandra, Shailesh AU - Texas Transportation Institute AU - Southwest Region University Transportation Center AU - Research and Innovative Technology Administration TI - Evaluating the Effect of Street Network Connectivity on First/Last Mile Transit Performance PY - 2011/11 SP - 64p AB - This study defines a novel connectivity indicator (CI) to predict transit performance by identifying the role that street network connectivity plays in influencing the service quality of demand responsive feeder transit services. This new CI definition is dependent upon the expected shortest path between any two nodes in the network, includes spatial features and transit demand distribution information, and is easy to calculate for any given service area. Simulation analyses over a range of networks are conducted to validate the new definition. Results show a desirable monotonic relationship between transit performance and the proposed CI, whose values are directly proportional and therefore good predictors of the transit performance, outperforming other available indicators typically used by planners. This study also presents a methodology to identify and locate critical links in a grid street network system of any size for feeder transit services. A critical link can be defined as that link that when eliminated from or appended to an existing network would cause the largest change in the network connectivity and consequently transit performance. Easily computable formulas are provided and validated by simulation analyses. Useful insights indicate a monotonic decrease in link criticality as we depart from the centrally located links to those located at boundaries. KW - Demand responsive transportation KW - Feeder services KW - Highway design KW - Links (Networks) KW - Public transit KW - Quality of service KW - Simulation UR - http://swutc.tamu.edu/publications/technicalreports/161106-1.pdf UR - https://trid.trb.org/view/1136117 ER - TY - RPRT AN - 01367251 AU - Darwin, David AU - Browning, JoAnn AU - O'Reilly, Matthew AU - Locke, Carl E AU - Virmani, Y Paul AU - Center for Research, Incorporated AU - Federal Highway Administration TI - Multiple Corrosion-Protection Systems for Reinforced Concrete Bridge Components PY - 2011/11//Final Report SP - 260p AB - Eleven systems containing epoxy-coated reinforcement (ECR) in combination with another corrosion-protection system are evaluated using the rapid macrocell, southern exposure, cracked beam, linear polarization resistance, and field tests. The systems include bars pretreated with zinc chromate to improve the adhesion between the epoxy and the reinforcing steel, two epoxies with improved adhesion to the reinforcing steel, one inorganic corrosion inhibitor (calcium nitrite), two organic corrosion inhibitors (Rheocrete® 222+ and Hycrete™), an epoxy-coated bar with a primer containing microencapsulated calcium nitrite, three epoxy-coated bars with improved adhesion combined with the corrosion inhibitor calcium nitrite, and multiple-coated (MC) bars with an initial 50-microm (2-mil) coating of 98 percent zinc and 2 percent aluminum followed by a conventional epoxy coating. The systems are compared with conventional uncoated reinforcement and conventional ECR. The coatings on all bars are penetrated to simulate the effects of damage during fabrication and placement in the field. The results presented in this report indicate that the coated bars provide superior corrosion protection to the reinforcing steel and that bars with damaged coatings initiate corrosion at chloride contents within concrete that are several times greater and corrode at rates that are typically two orders of magnitude below those exhibited by conventional reinforcement. Limited additional protection is achieved using bars with the primer coating, MC bars, and concrete containing the corrosion inhibitors calcium nitrite and one of the organic corrosion inhibitors, although the latter resulted in reduced compressive strength and reduced resistance to surface scaling. The differences in costs over a 75-year design life are relatively small for coated bars. Cracks in concrete directly over and parallel to the reinforcement, such as found in bridge decks, result in earlier corrosion initiation and higher corrosion rates than obtained with intact concrete for all systems. Epoxies that provide initially high adhesion to the underlying steel provide no advantage over conventional epoxy coatings. All coated bars that were evaluated exhibited corrosion losses at openings through the coating. A reduction in adhesion between an epoxy coating and the reinforcing steel occurs after a period of exposure to corrosive conditions. This reduction increases with increasing chloride content in the concrete and in the presence of cracks and decreases with the use of corrosion inhibitors, with the use of MC reinforcement, and with electrical isolation of the epoxy-coated bars from each other. Corrosion products form under the coating where adhesion has been reduced. For periods up to five years under exposure conditions representative of those in bridge decks, the reduction in adhesion between an epoxy coating and the reinforcing steel did not affect the rate at which coated bars corrode. KW - Adhesion KW - Bridge decks KW - Chloride content KW - Concrete KW - Corrosion protection KW - Corrosion resistant materials KW - Epoxy coatings KW - Reinforcing bars KW - Zinc coatings UR - http://www.fhwa.dot.gov/publications/research/infrastructure/bridge/11060/11060.pdf UR - https://trid.trb.org/view/1136096 ER - TY - RPRT AN - 01366476 AU - Newell, Josh AU - Rahimi, Mansour AU - University of Southern California, Los Angeles AU - METRANS Transportation Center AU - Research and Innovative Technology Administration TI - Moving Containers Efficiently with Less Impact: Modeling and Decision-Support Architecture for Clean Port Technologies PY - 2011/11 SP - 147p AB - Broadly framed, this study assesses environmental impacts, at the global and regional scales, associated with port container movement and models the roles of alternative routes and clean technologies (i.e. electrification) in making this movement more environmentally efficient. At the multinational scale, Chapter 2 models three factors (emissions, cost, and time) associated with the transport of a typical twenty foot equivalent (TEU) container from manufacturing facility in China to various destination zip codes. Through varying routing scenarios (eg Panama Canal vs. Port of Los Angeles) to these destinations, the model illustrates how emissions, cost, and time are affected. Chapter 5 incorporates these modeling results by presenting the initial architecture for an internet-based goods movement decision-support tool. Fully developed, this tool will allow stakeholders to improve supply chain efficiency by enabling them to identify optimal container movement routes based on user preferences, specifically carbon emissions, time, and cost. Chapters 3 and 4 focus on the regional scale by evaluating the greenhouse gas (GHG) reduction benefits of electrification of container movement equipment. Chapter 3 provides a comparative life cycle analysis (LCA) between diesel and electric yard tractors. The research reveals the even with aggressive port electrification strategies, due to an increase in container throughput the Port of Los Angeles (POLA)’s legislated reduction targets are not achievable by the target year of 2030. Chapter 4 focuses on electrification of container ships through the Alternative Marine Power (AMP) Program, using LCA-based energy emissions accounting to assess its effectiveness as a greenhouse gas (GHG) emissions strategy for the Port of LA. KW - Alternate fuels KW - Carbon dioxide KW - China KW - Containers KW - Decision support systems KW - Electric power KW - Environmental impacts KW - Freight traffic KW - Greenhouse gases KW - Life cycle analysis KW - Mathematical models KW - Modal shift KW - Port of Los Angeles UR - http://www.metrans.org/sites/default/files/research-project/10-06_Newell_final_0_0.pdf UR - https://trid.trb.org/view/1134471 ER - TY - RPRT AN - 01366342 AU - Hallmark, Shauna AU - McDonald, Tom AU - Sperry, Robert AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Federal Highway Administration AU - Midwest Transportation Consortium TI - Evaluation of Rumble Stripes on Low-Volume Rural Roads in Iowa—Phase II PY - 2011/11//Final Report SP - 38p AB - Single-vehicle run-off-road crashes are the most common crash type on rural two-lane Iowa roads. Rumble strips have proven effective in mitigating these crashes, but the strips are commonly installed in paved shoulders on higher-volume roads that are owned by the State of Iowa. Lower-volume paved rural roads owned by local agencies do not commonly feature paved shoulders but frequently experience run-off-road crashes. This project involved installing rumble stripes, which are a combination of conventional rumble strips with a painted edge line placed on the surface of the milled area, along the edge of the travel lanes, but at a narrow width to avoid possible intrusion into the normal vehicle travel paths. The research described in this report was part of a project funded by the Federal Highway Administration, Iowa Highway Research Board, and Iowa Department of Transportation to evaluate the effectiveness of edge-line rumble strips in Iowa. The project evaluated the effectiveness of rumble stripes in reducing run-off-road crashes and in improving the longevity and wet-weather visibility of edge-line markings. This project consisted of two phases. The first phase was to select pilot study locations, select a set of test sites, install rumble stripes, summarize lessons learned during installation, and provide a preliminary assessment of the rumble stripes’ performance. The purpose of this report was to document results from Phase II. A before and after crash analysis was conducted to assess whether use of the treatment had resulted in fewer crashes. However, due to low sample size, results of the analysis were inconclusive. Lateral position was also evaluated before and after installation of the treatment to determine whether vehicles engaged in better lane keeping. Pavement marking wear was also assessed. KW - Before and after studies KW - Edge lines KW - Iowa KW - Low volume roads KW - Ran off road crashes KW - Rumble strips KW - Rural highways KW - Single vehicle crashes UR - http://www.intrans.iastate.edu/reports/rumble_stripes_ii_w_cvr1.pdf UR - https://trid.trb.org/view/1134956 ER - TY - RPRT AN - 01366337 AU - Federal Highway Administration TI - Transportation Asset Management Case Studies: Comprehensive Transportation Asset Management: The North Carolina Experience, Part Two PY - 2011/11 SP - 21p AB - North Carolina is among the leading states in the nation in the use and implementation of Transportation Asset Management (TAM) philosophies. These philosophies involve proactively maintaining, preserving and improving the performance and condition and thereby extending the productive life of transportation assets in order to effectively service the mobility and access needs of the state. Key lessons from the North Carolina experience show that leadership engagement is critical to the success of TAM. It is important to have the right measures, establish the right targets and incrementally try to achieve the desired strategic outcomes. By improving internal and external communications, providing access to data, tools and technologies, imparting training, empowering employees to make decisions and aligning employee goals to organizational goals, an agency can achieve significant success in sustaining the performance and condition of its transportation assets into the future. KW - Asset management KW - Leadership KW - North Carolina KW - Strategic planning KW - Transportation planning UR - http://www.fhwa.dot.gov/asset/hif12006/hif12006.pdf UR - https://trid.trb.org/view/1134966 ER - TY - RPRT AN - 01366335 AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Climate Impacts Vulnerability Assessment PY - 2011/11 SP - 78p AB - The Washington State Department of Transportation (WSDOT) has written this report in fulfillment of a grant from the Federal Highway Administration (FHWA) to test its conceptual climate risk assessment model developed for transportation infrastructure. WSDOT applied the model using scenario planning in a series of statewide workshops, using local experts, to create a qualitative assessment of climate vulnerability on its assets in each region and mode across Washington. This report conveys WSDOT’s feedback on the conceptual model and the lessons learned while applying the model to its assets. KW - Climate change KW - Forecasting KW - Risk assessment KW - Washington (State) UR - http://www.wsdot.wa.gov/NR/rdonlyres/B290651B-24FD-40EC-BEC3-EE5097ED0618/0/WSDOTClimateImpactsVulnerabilityAssessmentforFHWA_120711.pdf UR - https://trid.trb.org/view/1134250 ER - TY - RPRT AN - 01365470 AU - Curtis, S Christopher AU - Ramirez, Rebecca L AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - Source Investigations: A Tool to Combat Impaired Driving PY - 2011/11//Final Report SP - 36p AB - In 2008, the National Highway Traffic Safety Administration funded the National Liquor Law Enforcement Association and the Pacific Institute for Research and Evaluation to review law enforcement crash investigative programs and methods used to identify sources of alcohol sales and consumption related to those crashes. Many State and local law enforcement agencies have implemented source investigations as a strategy to determine where alcohol was purchased and/or consumed when an alcohol-impaired driving crash has occurred. The authors' methodology for this case study began with informally inquiring about the use of source investigations around the country. After identifying a number of programs, they selected three States based on three key factors: (a) each State must conduct at least three source investigations each year, (b) each State must be geographically different, and (c) the three States selected must represent a combination of control and license States including at least one State that has the enforcement mechanism located within the liquor control department and one State that has the enforcement arm located in another department. Ohio (control, with external enforcement mechanism), Washington (control with internal enforcement mechanism) and Louisiana (license with internal enforcement mechanism) were selected. After identifying the States, the authors obtained an inventory of source investigations conducted since 2006. They then conducted semi-structured discussions with three agents/officers and three supervisors/managers from each agency. The most noteworthy finding from the qualitative research was that, although source investigations are resource intensive, the results—holding the provider of the alcohol accountable and generating positive public relations—appear promising. This report concludes with recommendations relating to improved interagency collaboration, training and policy enhancements, and optimizing the use of the media. KW - Alcohol use KW - Alcoholic beverages KW - Drunk drivers KW - Law enforcement KW - Purchasing KW - Sales UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811519.pdf UR - https://trid.trb.org/view/1132951 ER - TY - RPRT AN - 01365314 AU - Pace, David AU - West, Rachel AU - Hagemann, Garrett AU - Minnice, Paul AU - Spiro, Arlen AU - Radin, Sari AU - Research and Innovative Technology Administration AU - Federal Highway Administration TI - An Analysis of the Factors Influencing ITS Technology Adoption and Deployment PY - 2011/11//Final Report SP - 353p AB - This study analyzes the factors influencing the adoption of Intelligent Transportation Systems (ITS) technologies in the U.S. amongst state and local transportation agencies. Using data from the ITS Deployment Tracking survey, insight is provided on how economic and demographic factors influence ITS adoption/deployment, the role safety or mobility problems play in the decision to adopt/deploy ITS technologies, and how policy can affect ITS adoption/deployment. In addition, this study examines the historical adoption patterns of ITS technologies as they entered the market place. Results indicate ITS markets are primarily made up of imitators (as opposed to innovators) and at the aggregate level the markets examined are mature. Key factors affecting the adoption and deployment of ITS include agency funding levels and the presence of a regional architecture. Based on these results, policy recommendations are presented on how best the U.S. Department of Transportation (USDOT) might target its efforts to influence the pattern of ITS adoption. These recommendations include support for additional funding for state and local agencies, requirement of regional ITS architectures, knowledge sharing programs and continue to provide evidence, through operational and evaluation tests, of the effectiveness of ITS technologies. KW - Demographics KW - Deployment KW - Economic factors KW - Financing KW - Intelligent transportation systems KW - Policy UR - http://ntl.bts.gov/lib/44000/44100/44189/FHWA-JPO-12-002_Deployment_Tracking_Task_2_2_Final_2_9_2012.pdf UR - https://trid.trb.org/view/1133933 ER - TY - RPRT AN - 01363336 AU - Ksaibati, Khaled AU - Evans, Bart AU - University of Wyoming, Laramie AU - University of Wyoming, Laramie AU - Mountain-Plains Consortium AU - Research and Innovative Technology Administration TI - Implementation of the WRRSP (Wyoming Rural Road Safety Program) PY - 2011/11 SP - 86p AB - SAFETEA-LU contains language indicating that State Department of Transportation (DOTs) will be required to address safety on local and rural roads. It is important for state, county, and city officials to cooperate in producing a comprehensive safety plan to improve statewide safety. This legislation provides an opportunity to implement a more cohesive and comprehensive approach to local road safety in Wyoming. The Wyoming Local Technical Assistant Program (LTAP) coordinated an effort in cooperation with the Wyoming Department of Transportation (WYDOT), Wyoming Division of Federal Highway Administration (FHWA), as well as Wyoming counties and cities to identify low-cost safety improvements on high-risk rural roads in Wyoming. Crash data was obtained from the WYDOT CARE program which includes all reported crashes on all rural county roads. Wyoming rural roads have relatively small numbers of crashes. Therefore, longer analysis periods were needed to identify high-risk locations. The Wyoming Rural Road Safety Program (WRRSP) obtained data over a 10-year period to conduct crash data analysis. The combined crash data and field safety evaluation procedure will result in the identification of high crash locations where specific safety countermeasures are recommended. The proposed benefit/cost analysis will insure that only cost-effective measures will be selected for funding. WYDOT approved the WRRSP and recommended statewide implementation in 2008. In addition, WYDOT and the FHWA Division office approved the WRRSP for eligibility to receive funding from the High Risk Rural Road (HRRR) Program. Three Wyoming counties were included in the initial study, and nine additional counties have participated since the initial study. Three additional counties have already requested help to implement this program in the near future. The statewide implementation was launched in 2009. Safety projects funded by the WRRSP included: Installation of advance warning signs, delineators, and guard railing, pavement striping; widening of shoulders; relocation of mail boxes from inside of right of way (ROW); installation of culvert and cattleguard extensions; relocation of fences, and improving horizontal and vertical alignments. A statewide sign program was also implemented with the WRRSP. This report summarizes the implementation of the WRRSP in Wyoming. KW - Cost effectiveness KW - Crash analysis KW - High risk locations KW - Highway factors in crashes KW - Implementation KW - Rural highways KW - Safety programs KW - Wyoming UR - http://www.mountain-plains.org/pubs/pdf/MPC11-244.pdf UR - https://trid.trb.org/view/1132225 ER - TY - RPRT AN - 01363015 AU - Ellis, David AU - Glover, Brianne AU - Norboge, Nicolas AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Development of the Transportation Revenue Estimator and Needs Determination System (Trends) Forecasting Model: MPO Sub-Models and Maintenance PY - 2011/11//Technical Report SP - 18p AB - This report summarizes the technical work performed developing and incorporating Metropolitan Planning Organization sub-models into the existing Texas Revenue Estimator and Needs Determination System (TRENDS) model. Additionally, this report explains the maintenance and monthly updates performed on the TRENDS model. The TRENDS model is designed to provide transportation planners, policy makers, and the public with a tool to forecast revenues and expenses for the Texas Department of Transportation for the period 2010 through 2035 based on a user-defined level of transportation investment. The user, through interactive windows, can control a number of variables related to assumptions regarding statewide transportation needs, population growth rates, fuel efficiency, federal reimbursement rates, inflation rates, taxes, fees, and other elements. The output is a set of tables and graphs showing a forecast of revenues, expenditures, and fund balances for each year of the analysis period based on the user-defined assumptions. KW - Expenses KW - Financial analysis KW - Metropolitan planning organizations KW - Revenues KW - Texas Revenue Estimator and Needs Determination System (TRENDS) KW - Transportation planning UR - http://tti.tamu.edu/documents/5-6395-01-1.pdf UR - http://ntl.bts.gov/lib/43000/43500/43561/5-6395-01-1.pdf UR - https://trid.trb.org/view/1131533 ER - TY - RPRT AN - 01362901 AU - Miller, John S AU - Virginia Center for Transportation Innovation and Research AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Pilot Implementation of a Resource Guide to Enhance the Incorporation of Safety Into the Regional Planning Process PY - 2011/11//Final Report SP - 51p AB - To incorporate safety into the regional planning process, a Virginia-specific resource guide was recently developed for use by districts of the Virginia Department of Transportation (VDOT) and planning district commissions (PDCs). In order to determine how to enhance the implementation of the guide throughout Virginia, a pilot implementation of the guide was conducted in one Virginia PDC---the Roanoke Valley-Alleghany Regional Commission---where representatives helped identify tasks the guide should help them accomplish. Deliverables included (1) acquiring crash locations for incorporated cities (for which VDOT has not historically maintained roads); (2) identifying high-crash locations; (3) determining potential crash countermeasures; and (4) using safety-related performance measures that do not rely exclusively on crash data. These four deliverables corresponded to three modules in the resource guide: data needs (Deliverable 1), data analysis (Deliverables 2 and 3), and performance measures (Deliverable 4). The pilot implementation showed that most (87% of county crashes and 93% of city crashes) crashes could be successfully located in a geographic information system environment; that potential crash countermeasures could be identified based on a study of the characteristics of these crashes; and that for instances where crash data are likely to be sparse, non–crash-based performance measures are feasible. However, the pilot implementation showed that four additional types of guidance, not fully specified in the resource guide, may make accomplishing these tasks easier: the steps for querying crashes from VDOT’s Crash Records Database and then importing those crashes into a geographic information system for an entire jurisdiction; approaches for determining what constitutes a crash cluster and whether a given cluster represents a relatively high concentration of crashes; ways to identify crash countermeasures based on examining crash characteristics; geometric characteristics; and, if necessary, the crash diagram and narrative; and ways to use performance measures to support a program of interest to the region. These four types of guidance are provided in Appendix B and in the examples provided in the body of this report. The pilot implementation also showed that it may be productive to focus on using the guide for short-term safety and planning initiatives first rather than focusing only on long-range planning issues. KW - Crash data KW - Geographic information systems KW - Guides to information KW - Highway safety KW - Plan implementation KW - Regional planning KW - Virginia UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/12-r8.pdf UR - https://trid.trb.org/view/1128186 ER - TY - RPRT AN - 01362867 AU - Kuhn, Beverly T AU - Jasek, Debbie AU - Carson, Jodi AU - Theiss, LuAnn AU - Songchitruksa, Praprut AU - Perkins, Judy AU - Yang, Yonggao AU - Mwakalong, Judith AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Research on Asset Management for Safety and Operations PY - 2011/11//Technical Report SP - 110p AB - The Texas Department of Transportation (TxDOT) is challenged with managing a wide range of transportation safety and operations assets in order to respond to public and other outside interests. These assets include, but are not limited to pavements, pavement markings, raised pavement markers, structures, roadside signs, traffic signals, roadway illumination, traffic barriers, guard fences, attenuators, maintenance equipment, vehicles, intelligent transportation systems (ITS) equipment, traffic detection equipment, real estate, corporate data, and materials. Asset management is a comprehensive strategic approach to documenting and managing these assets, as well as using information gathered during the process to assist TxDOT in making cost-effective investment decisions. This project provided TxDOT with guidance on developing a well-designed asset management system as a critical component of the agency’s approach to providing for the mobility of its customers, preserving the infrastructure already in place, planning for future improvements of that infrastructure, and being responsive and accountable to the public regarding the investment of their tax dollars. This guidance is in the form of a comprehensive Guidebook and a Screening Tool to help TxDOT quickly identify the best approach for managing assets. Such a system will be an integral part of TxDOT’s ability to meet its goals of reducing congestion, enhancing safety, expanding economic opportunity, improving air quality, and increasing the value of transportation assets. KW - Air quality management KW - Congestion management systems KW - Cost effectiveness KW - Decision making KW - Investments KW - State departments of transportation KW - Texas Department of Transportation UR - http://tti.tamu.edu/documents/0-6390-1.pdf UR - https://trid.trb.org/view/1128464 ER - TY - RPRT AN - 01362849 AU - Zhou, Fujie AU - Hu, Sheng AU - Das, Gautam AU - Scullion, Tom AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - High RAP Mixes Design Methodology with Balanced Performance PY - 2011/11//Technical Report SP - 46p AB - The use of reclaimed asphalt pavement (RAP) and recycled asphalt shingles (RAS) can significantly reduce the increasing cost of hot-mix asphalt paving, conserve energy, and protect the environment. This report presents a comprehensive study focusing on methodologies to improve the performance of high RAP content mixes. Firstly this report addresses one major concern—RAP variability. It was found that in Texas the RAP materials are consistent and have low variability in terms of aggregate gradation and asphalt content, within individual stockpiles. The authors evaluated the impact of RAP on optimum asphalt content (OAC), rutting/moisture resistance, and cracking resistance. OAC generally increases with more RAP (and RAS) usage, but the increase in OAC is small when the RAP content is below 20 percent; increasing RAP content always improves rutting/moisture resistance as measured in the Hamburg wheel tracking test (HWTT). However, in the laboratory cracking resistance always reduces with increasing RAP content, especially when RAP content is 30 percent and above and also when RAP/RAS combinations are used. Additionally, the use of 10–15 percent RAP, without lowering virgin binder PG grade has a small impact on rutting/moisture and cracking resistance, but the influence, especially on cracking resistance, is much more significant when higher levels area used. A balanced RAP mix design approach is proposed in this study. In the proposed balanced mix design approach the final asphalt content is selected after optimizing the mix density, HWTT, and Overlay Test (OT) requirements. RAP handling in the process of mix design is critical, especially the mixing and compaction temperatures for high RAP mixes. It was recommended that the mixing and compaction temperatures used for the virgin binder be used for the RAP mix as well. Finally, the balanced RAP mix design procedure is demonstrated and validated through the construction of field test sections containing different levels of RAP. One of the interesting findings is that cracking requirement in terms of OT cycles should vary, depending at least on climate (cold vs. hot), traffic (heavy vs. light), and existing pavement condition (overlay over cracked pavements vs. new construction). For asphalt overlays over severely cracked pavements, a minimum OT requirement of 300 cycles previously proposed was further validated with performance data from the RAP sections on IH40 near Amarillo, Texas. More work is needed to develop criteria for different climatic zone and different pavement conditions. KW - Asphalt pavements KW - Asphalt shingles KW - Mix design KW - Overlays (Pavements) KW - Pavement performance KW - Reclaimed asphalt pavements KW - Recycled materials KW - Rutting KW - Shingles KW - Texas KW - Waste products UR - http://tti.tamu.edu/documents/0-6092-2.pdf UR - https://trid.trb.org/view/1128316 ER - TY - RPRT AN - 01362846 AU - Magel, Eric E AU - National Research Council of Canada AU - Federal Railroad Administration TI - Rolling Contact Fatigue: A Comprehensive Review PY - 2011/11//Final Report SP - 132p AB - Rolling contact fatigue (RCF) is a pervasive and insidious problem on all types of railway systems. Although it is a dominant cause of maintenance and replacements on heavy haul rail lines, it is also a significant economic and safety challenge for commuter and metro lines. It is a subject of intense research around the globe, with strong academic research being undertaken in Europe particularly, with more practical work being performed in Australia, South Africa, and North America. The safety implications of RCF include being responsible for about 100 FRA reportable derailments annually in North America. The poster child for hazardous RCF is the Hatfield derailment in the United Kingdom, which incurred four deaths, 39 injuries, and economic fallout easily exceeding GBP1 billion, dismemberment of the railway authority and manslaughter charges against several railway officials. The economic implications of RCF to the North America railway industry for rail replacement alone amounts to over USD300 million annually, with costs of inspection and derailments, as well as damage to track and rolling stock, and derailment costs further increasing that number. Of the USD100+ million dollars spent annually on rail grinding in North America, at least ≥30 percent can be attributed to RCF. A review of the types or RCF defects on wheels and rails, causal mechanisms and monitoring and maintenance practices has been undertaken for the purpose of identifying gaps and the most pressing areas for research and development. KW - Derailments KW - Fatigue cracking KW - Maintenance of way KW - Railroad safety KW - Rolling contact UR - http://www.fra.dot.gov/Page/P0001 UR - https://trid.trb.org/view/1131071 ER - TY - RPRT AN - 01362764 AU - Kim, Anita AU - Kniss, Valerie AU - Ritter, Gary AU - Sloan, Suzanne M AU - Research and Innovative Technology Administration AU - Research and Innovative Technology Administration TI - An Approach to Communications Security for a Communications Data Delivery System for V2V/V2I Safety: Technical Description and Identification of Policy and Institutional Issues PY - 2011/11//Final Report SP - 45p AB - This report identifies the security approach associated with a communications data delivery system that supports vehicle-to-vehicle (V2V) and vehicle-to-infrastructure (V2I) communications. The report describes the risks associated with communications security and identifies approaches for addressing those risks. It also identifies and describes the policy and institutional issues that require focus in support of implementation and operations, as well as the balance needed among the priorities of security and safety with cost, privacy, enforcement, and other institutional issues. The approach described in this report is a first step in identifying the technical and policy requirements that will form the basis for a prototype model that will be tested during the 2012-2013 Safety Pilot Model Deployment, located in Ann Arbor, Michigan. The prototype will be tested along with draft policies and procedures. Results of the test will inform the requirements, specifications, and guidelines for implementing an operational system. KW - Communication systems KW - Intelligent transportation systems KW - Privacy KW - Security KW - Vehicle to infrastructure communications KW - Vehicle to vehicle communications UR - http://ntl.bts.gov/lib/43000/43500/43513/FHWA-JPO-11-130_FINAL_Comm_Security_Approach_11_07_11.pdf UR - https://trid.trb.org/view/1131372 ER - TY - SER AN - 01362624 JO - Research Results PB - Federal Railroad Administration AU - Shurland, Melissa AU - Federal Railroad Administration TI - Passenger Rail Car Egress - TRB Workshop PY - 2011/11 IS - RR 11-23 SP - 4p AB - The Federal Railroad Administration’s (FRA) Office of Railroad Policy and Development is exploring how to enhance regulations that address the safe, timely, and effective emergency evacuation of occupants from passenger rail vehicles in various emergency scenarios. Several evacuation concepts, strategies, and techniques are currently being investigated and evaluated for applicability to U.S. passenger rail cars. FRA sponsored a Human Factors Workshop related to passenger train emergency egress on January 9, 2010, as part of the Transportation Research Board (TRB) Annual Meeting, in Washington, DC. The workshop featured two areas: 1) findings from recent research regarding emergency evacuation from transportation vehicles; and 2) a field trip for participants to experience the challenges of egress for an overturned commuter rail car and a crash-damaged rail transit car in a subway tunnel environment. A Roll-Over Rig (ROR) Simulator was used to demonstrate commuter rail car egress during the TRB Workshop. KW - Emergency exits KW - Emergency management KW - Evacuation KW - Passenger cars KW - Railroad cars KW - Railroad simulators KW - Rapid transit cars UR - http://www.fra.dot.gov/Elib/Document/126 UR - http://ntl.bts.gov/lib/45000/45700/45778/RR_Passenger_Rail_Car_Egress_TRB_Workshop_final.pdf UR - https://trid.trb.org/view/1128260 ER - TY - RPRT AN - 01362619 AU - Dowling, Richard AU - Dowling Associates Incorporated AU - Federal Highway Administration TI - Guide on the Consistent Application of Traffic Analysis Tools and Methods PY - 2011/11//Final Report SP - 90p AB - The Federal Highway Administration, in support of the Traffic Analysis and Simulation Pooled Fund Study, initiated this study to identify and address consistency in the selection and use of traffic analysis tools. This report offers recommendations on the management, planning, and conduct of traffic analysis that will promote greater traffic analysis tool consistency over the typical project development life cycle. It is directed toward professionals operating in State departments of transportation and other agencies responsible for transportation project development and delivery. KW - Highway traffic KW - Traffic models KW - Traffic simulation UR - http://www.fhwa.dot.gov/publications/research/operations/11064/11064.pdf UR - https://trid.trb.org/view/1128288 ER - TY - RPRT AN - 01361739 AU - McMullen, B Starr AU - Eckstein, Nathan AU - Oregon State University, Corvallis AU - Oregon Department of Transportation AU - Oregon Transportation Research and Education Consortium AU - Research and Innovative Technology Administration TI - The Relationship Between VMT and Economic Activity PY - 2011/11//Final Report SP - 74p AB - Vehicle miles traveled (VMT) in the U.S. have exhibited an upward trend over time similar to that observed for gross domestic product (GDP) and personal income (PI). While conventional wisdom suggests that economic growth leads to more driving and thus higher VMT, it is theoretically possible that the causation could also be the other way around. If causation is from VMT to GDP, then legislation such as the Federal Surface Transportation Policy and Planning Act of 2009’s directive to annually reduce national per capita VMT could potentially have an adverse impact on overall economic activity. This study uses times series techniques to empirically test for Granger causality between VMT and various measures of national economic activity over time. In most circumstances the causal relationship is found to be from economic activity to VMT, confirming conventional wisdom and suggesting that exogenous shocks to VMT would not negatively impact national GDP. The relationship between national VMT and GDP is found to be dependent on the stage of the business cycle, in particular GDP leads VMT in economic upturns or normal times, but VMT tends to lead GDP recessions. For the 98 urban areas included in this study no significant causal relationship was found between VMT and economic activity in either direction. A derived demand analysis was conducted to explore the relationship between VMT and economic activity on a more micro level to determine where potential adverse impacts from VMT reduction policies might arise and how policy could be formulated to mitigate those impacts. Factors found to significantly contribute to the demand for VMT in urban areas, included lane miles, personal income, population density, fuel cost, transit use, and the percent of employment in the construction or wholesale sectors. Both transit use and population density were found to be negatively related to VMTPC and per capita VMT was found to be higher the more western and the larger the population size of an urban area. KW - Economic analysis KW - Economic growth KW - Gross domestic product KW - Income KW - Travel demand KW - Urban areas KW - Vehicle miles of travel UR - http://otrec.us/main/document.php?doc_id=3003 UR - https://trid.trb.org/view/1127465 ER - TY - RPRT AN - 01361732 AU - Chang, Heejun AU - Lafrenz, Martin AU - Jung, Il-Won AU - Figliozzi, Miguel AU - Melgoza, Rolando AU - Ruelas, David AU - Platman, Deena AU - Pederson, Cindy AU - Portland State University AU - Portland State University AU - Portland State University AU - Portland Metro AU - Oregon Transportation Research and Education Consortium AU - Research and Innovative Technology Administration TI - Future Flooding Impacts on Transportation Infrastructure and Traffic Patterns Resulting from Climate Change PY - 2011/11//Final Report SP - 48p AB - This study investigated potential impacts of climate change on travel disruption resulting from road closures in two urban watersheds in the Portland metropolitan area. The authors used ensemble climate change scenarios, a hydrologic model, stream channel survey, a hydraulic model, and a travel forecast model to develop an integrated impact assessment method. High-resolution climate change scenarios are based on the combinations of two emission scenarios and eight general circulation models. The Precipitation-Runoff Modeling System was calibrated and validated for the period 1988-2006, and simulated for determining the probability of floods from 2020-2049. The authors surveyed stream cross sections at five road crossings for stream channel geometry and determined floodwater surface elevations using the HEC-RAS model. Four of the surveyed bridges and roadways were lower in elevation than the current 100-year floodwater surface elevation, leading to relatively frequent nuisance flooding. These roadway flooding events will become more frequent under some climate change scenarios in the future, but climate change impacts will depend on local geomorphic conditions. While vehicle miles traveled were not significantly affected by road closure, vehicle-hours delay demonstrated a greater impact from road closures, increasing by 10 percent in the Fanno Creek area. Results indicate that any cost analysis is extremely sensitive to the occurrence of human fatalities or injuries and fairly insensitive to delay costs. In addition, this research presents a comprehensive classification of flooding costs, identifies preventative measures, and makes short- and long-term recommendations. The authors' research demonstrated the usefulness of the integration of top-down and bottom-up approaches in climate change impact assessment, and the need for spatially explicit modeling and participatory planning in flood management and transportation planning under increasing climate uncertainty. KW - Climate change KW - Floods KW - Highway operations KW - Highway travel KW - Hydrology KW - Impacts KW - Portland Metropolitan Area (Oregon) KW - Street closure KW - Traffic delays KW - Urban areas KW - Vehicle miles of travel KW - Watersheds UR - http://otrec.us/main/document.php?doc_id=3004 UR - https://trid.trb.org/view/1127457 ER - TY - RPRT AN - 01361730 AU - Schnabel, Jeff AU - Brasseur, Tristan AU - Portland State University AU - Oregon Transportation Research and Education Consortium AU - Research and Innovative Technology Administration TI - A Capping Case Study: Integrating Freight Rail into a Community Setting PY - 2011/11//Final Report SP - 48p AB - This investigation seeks to explore specific design solutions that could potentially enhance the capabilities of heavy rail facilities while increasing their safety and reducing their environmental and community impacts. Using Portland's Brooklyn Rail Yard as the study site, this case study explored the potential of structural platforms (caps) built above the existing rail yards to provide development space for expanding rail capacity and rail related activities. The potential for capping to reduce /eliminate conflicts between rail and non-rail uses will also be investigated. Finally, the various designs were presented for caps at the rail yard. Capping projects (the development of air rights above an existing use) have been successfully employed over other forms of transportation. Duluth Minnesota, Barcelona Spain, and Seattle Washington have each employed capping strategies to mitigate the impact of freeways on the urban fabric. This study will explore the potential of caps to address the specific conditions of a privately held freight rail facility. Key stakeholders will be identified including Union Pacific Railroad, TriMet, Portland Development Commission, Brooklyn Neighborhood Association, Creston-Kenilworth Neighborhood Association and Reed Neighborhood Association. The stakeholders will be interviewed to identify the needs and impacts of freight rail on this particular site. Consultants with expertise on the mitigation of the identified impacts will be interviewed and their input documented. Precedents for potential solutions will be identified and documented. Sites in the Brooklyn Rail Yard will be selected as areas for additional study based upon their potential to illustrate the impact of the proposed solutions. Once the sites are selected a master plan will be generated that reflects input from the stakeholders, consultants, and precedent investigations. The master plan will be presented to stakeholders and consultants for their response to the proposed solutions. KW - Air rights KW - Capping KW - Freight transportation KW - Railroad yards KW - Rapid transit UR - http://otrec.us/main/document.php?doc_id=3002 UR - https://trid.trb.org/view/1127470 ER - TY - RPRT AN - 01361729 AU - Larson, Roger M AU - Smith, Kurt D AU - Applied Pavement Technology, Incorporated AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Evaluation of Alternative Dowel Bar Materials and Coatings PY - 2011/11//Final Report SP - 234p AB - This study provided for a continuation of the long-term performance evaluation of 1.5-in (38-mm) diameter FRP dowels and Type 304 stainless steel solid dowels or mortar-filled tubes compared to epoxy-coated dowels. This primarily included an evaluation of load transfer efficiency (LTE) based on FWD testing, but also included a limited evaluation of faulting and ride. In addition, some FWD testing and coring was conducted on older projects (15 to 30+ years old) to evaluate the long-term corrosion protection provided by epoxy coatings. The 1.5-in (38 mm) FRP dowels with polyester resin and E-glass exhibited generally low LTE values, and are not providing performance comparable to that of the 1.5-in (38-mm) epoxy-coated mild steel dowel bars. The evaluation of alternative stainless steel clad dowels and concrete filled stainless steel tubes or pipes (Type 304 or Type 316) was inconclusive due to the small sample and the relatively short (14 years maximum) evaluation period, but it appears that they will perform satisfactorily in excess of 30 years given the minimal deterioration observed. Based on the coring of the older pavement projects, the life of the epoxy coating on mild steel dowels evaluated in Ohio and Wisconsin appears to be in the 25 to 30-year range. Many of the epoxy-coated dowels retrieved from in-service pavements revealed that the epoxy coating was debonded from the mild steel dowel and the surface of the mild steel dowel under the coating was pitted and rusted. In most cases, however, there was no significant loss of cross section. A review of two older projects in Ohio constructed with plastic-coated dowels indicated that those dowels were in excellent condition after 33 years. The overall condition of these projects was also very good, with little if any visible joint deterioration. Because plastic-coated dowels are similar to epoxy-coated dowels in terms of costs, they appear to be a cost-effective alternative to conventional epoxy-coated dowels. KW - Design KW - Dowels (Fasteners) KW - Epoxy coatings KW - Fiber reinforced polymers KW - Pavement joints KW - Performance measurement KW - Plastic coatings KW - Stainless steel UR - http://worldcat.org/oclc/783220612/viewonline UR - https://trid.trb.org/view/1127479 ER - TY - RPRT AN - 01361624 AU - Hauck, Erica L AU - Avers, Katrina Bedell AU - Banks, Joy O AU - Blackwell, Lauren V AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Evaluation of a Fatigue Countermeasures Training Program for Flight Attendants PY - 2011/11//Final Report SP - 18p AB - There is a growing population of employees that work non-traditional hours in around-the-clock operations. Cabin crew/flight attendants are part of this population and work highly variable schedules that include extended duty days, time zone changes, night schedules, and on-demand calls. These schedules conflict with the body’s natural mechanisms for managing sleep and alertness, and often result in fatigue. Fatigue countermeasure training may be necessary for the health, well-being, and safety of workers. The current research evaluated a comprehensive fatigue countermeasure training program for flight attendants using a theoretically grounded taxonomy of training criteria. Alternative evaluation strategies were also utilized to improve traditional pretest– posttest designs and provide convergent evidence of training effectiveness. KW - Aviation safety KW - Circadian rhythms KW - Countermeasures KW - Fatigue (Physiological condition) KW - Flight attendants KW - Flight crews KW - Health KW - Hours of labor KW - Training UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201118.pdf UR - https://trid.trb.org/view/1127346 ER - TY - RPRT AN - 01361411 AU - Quiroga, Cesar AU - Weissmann, Jose AU - Koncz, Nicholas AU - Le, Jerry AU - Li, Yingfeng AU - Wimsatt, Andrew AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Framework for a Comprehensive Bridge Management and Information System PY - 2011/11//Technical Report SP - 214p AB - The purpose of this research project was to provide a framework for the development of a Bridge Management Information System (BMIS). Researchers developed a synthesis of current BMIS development activities and identified sources of data available to develop a BMIS. Researchers also developed a shortterm BMIS architecture, with a proof-of-concept prototype, which links bridge related data sources at TxDOT that enables the production of queries and reports needed for a variety of analytical purposes. For development of a long-term enterprise-wide BMIS architecture, researchers presented features of a proposed BMIS to TxDOT personnel in the Bridge Division and six districts. Researchers obtained feedback from those presentations to help identify user and data needs for a BMIS. The report contains conclusions and recommendations for BMIS development. The appendices in the report include a synthesis of the findings and the methodology that the researchers used on how to make a fragmented system into a BMIS system that can provide needed data and results for users. KW - Bridge management systems KW - Bridges KW - Data collection KW - Data files KW - Data sharing KW - Database management systems KW - Information storage and retrieval systems KW - Information technology KW - Inventory KW - Maintenance management KW - Management information systems KW - Programming (Planning) KW - Prototypes KW - Rehabilitation (Maintenance) KW - State departments of transportation KW - System architecture KW - Texas KW - User interfaces (Computer science) UR - http://tti.tamu.edu/documents/0-6389-1.pdf UR - https://trid.trb.org/view/1126647 ER - TY - RPRT AN - 01361385 AU - Balke, Kevin AU - Higgins, Laura AU - Chrysler, Sue AU - Pesti, Geza AU - Chaudhary, Nadeem AU - Brydia, Robert AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Signing Strategies for Low-Water and Flood-Prone Highway Crossings PY - 2011/11//Technical Report SP - 216p AB - In Texas, approximately eight flood-related fatalities occur each year—the majority of these (78.6 percent) involve motorists who are trapped in their vehicles or washed away. In many cases, victims, not wanting to take a lengthy detour, ignored barricades and tried to drive across a flooded street or low-water crossing - literally driving themselves into harm’s way. It takes as little as 2 ft of water to float most cars. Several districts in Texas have developed different signing strategies for warning motorists of low-water crossings. As part of this research, the Texas Transportation Institute (TTI) developed guidelines and recommendations for creating signing uniformity for low-water and flood-prone sections of roadways. Signing guidelines were created for the following situations: 1) roadway sections that have several low-water crossings where water flows over the roadway in wet conditions, 2) actual low-water crossings, and 3) temporary road closures due to high water. TTI also developed criteria for when to implement active water-level detection and advance warning systems at low-water crossings and flood-prone roadway sections. KW - Comprehension KW - Decision making KW - Drivers KW - Floods KW - Fords (Hydrology) KW - Guidelines KW - Hazards KW - Low water crossings KW - Manual on Uniform Traffic Control Devices KW - Risk assessment KW - Stream gages KW - Streams KW - Street closure KW - Surveys KW - Texas KW - Traffic control devices KW - Traffic restraint KW - Traffic signs KW - Warning signs KW - Wet weather UR - http://tti.tamu.edu/documents/0-6262-1.pdf UR - https://trid.trb.org/view/1126651 ER - TY - RPRT AN - 01361363 AU - Nelson, Alicia A AU - Tydlacka, Jonathan M AU - Stevens, Roma G AU - Chrysler, Susan T AU - Voigt, Anthony P AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Lane Assignment Traffic Control Devices on Frontage Roads and Conventional Roads at Interchanges: Technical Report PY - 2011/11//Technical Report SP - 400p AB - The intersection and mandatory movement lane control signs placed on intersection approaches are critical to safe and efficient intersection operations. Ramp, frontage road, and cross-street approaches to interchanges often widen at intersections to accommodate additional through or turn lanes. Currently there is inconsistency in conveying to drivers how they should align themselves upstream of a diamond intersection to maneuver for their desired turning movement as the intersection widens. These inconsistencies can result in drivers making incorrect lane selection, which may result in late lane changes or illegal turns. This project conducted state-of-the-practice surveys, focus groups, and driver surveys to develop test signs used for field deployment and evaluation regarding lane assignment on frontage roads and cross streets. The findings include evaluation of an enhanced R3-8 sign to show roadway widening on a frontage road and evaluation of a guide sign to indicate lane choice when approaching a freeway interchange on a cross street. The research provides recommendations on when to apply non-standard signing to more clearly convey lane assignment to drivers on approach to more atypical intersections. KW - Diamond interchanges KW - Focus groups KW - Frontage roads KW - Guide signs KW - Human factors KW - Interchanges and intersections KW - Lane changing KW - Lane occupancy KW - Lane use control signals KW - Ramps (Interchanges) KW - State of the practice KW - Surveys KW - Texas KW - Traffic control devices KW - Traffic signs KW - Turning lanes UR - http://tti.tamu.edu/documents/0-6106-1.pdf UR - https://trid.trb.org/view/1126688 ER - TY - RPRT AN - 01361358 AU - Seymour, Edward J AU - Chaudhary, Nadeem AU - Middleton, Dan AU - Brydia, Robert AU - Miller, Kristine AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - White Paper: State of ITS Industry and Assessment of Project Types PY - 2011/11//Technical Report SP - 48p AB - This white paper describes the state of the intelligent transportation system (ITS) industry and provides a reference for use in soliciting ITS strategic plan inputs from stakeholders in Texas. KW - Advanced traveler information systems KW - Best practices KW - Forecasting KW - Intelligent transportation systems KW - ITS program applications KW - ITS program technologies KW - Plan implementation KW - Solicitations KW - Stakeholders KW - State departments of transportation KW - State of the practice KW - Strategic planning KW - System architecture KW - Texas UR - http://tti.tamu.edu/documents/0-6672-1.pdf UR - https://trid.trb.org/view/1126684 ER - TY - RPRT AN - 01361237 AU - Finley, Melisa D AU - Jasek, Debbie AU - University Transportation Center for Mobility AU - Research and Innovative Technology Administration TI - Creating the Next Generation of Transportation Professionals PY - 2011/11//Final Report SP - 30p AB - The transportation industry, like every other profession that relies heavily on the science, technology, engineering, and mathematics (STEM) fields, faces a growing shortage of professional engineers. The purpose of this project was to investigate new methods for conducting educational outreach activities for kindergarten through twelfth grade (K–12) students and compare the effectiveness of various implementation methods. During this project, Texas Transportation Institute (TTI) researchers developed two in-class educational outreach modules and several displays that they could easily transport and exhibit at various educational outreach activities. The first in-class module introduces intermediate school students to the world of transportation and transportation engineering and teaches students about the principle of retroreflectivity. The second in-class module teaches kindergarten students about sign shapes and colors. TTI researchers also participated in 12 educational outreach activities. These activities included: four in-school events; four field trips to TTI facilities; three summer activities; and one engineering day event. The students participating in these activities ranged from kindergarten to twelfth grade. The educational outreach activities conducted introduced the fields of transportation and engineering to over 2000 students. KW - Education KW - Labor force KW - Outreach KW - School children KW - Transportation careers KW - Transportation engineers KW - Vocational guidance UR - http://utcm.tamu.edu/publications/final_reports/Finley_11-00-62.pdf UR - https://trid.trb.org/view/1127150 ER - TY - RPRT AN - 01361201 AU - Eisele, Bill AU - Schrank, David AU - Lomax, Tim AU - University Transportation Center for Mobility AU - Texas A&M University, College Station AU - Research and Innovative Technology Administration TI - Congested Corridors Report - 2011 PY - 2011/11 SP - 94p AB - Congestion is a significant problem in America’s urban areas. This is well documented in the Texas Transportation Institute’s Urban Mobility Report (1). Powered by 2010 INRIX traffic data, the 2011 Congested Corridors Report includes analysis along 328 specific (directional) freeway corridors in the United States. These corridors include many of the worst places for congestion in the United States, and the detailed data allow for more extensive analysis and a better picture of the locations, times and effects of stop-and-go traffic. The report doesn’t list every bad location for congestion, but the issues explored here advance the understanding of when, how and where congestion occurs. KW - Analysis KW - Freeways KW - Highway corridors KW - Traffic congestion KW - United States UR - http://tti.tamu.edu/documents/corridors-report-2011.pdf UR - https://trid.trb.org/view/1127162 ER - TY - RPRT AN - 01360971 AU - Johnson, Robert AU - Hosten, Akyiaa M AU - Morgan State University AU - Maryland State Highway Administration AU - Research and Innovative Technology Administration TI - Implementation of the Concrete Maturity Meter for Maryland PY - 2011/11//Final Report SP - 49p AB - The process of waiting for concrete to attain its desired strength for certain construction applications can pose one of two problems. The concrete strength may be overestimated, which creates a safety concern for workers and the general public. The concrete strength may also be underestimated, which incurs extensive costs because of delays due to the curing of the concrete. The maturity method takes into account the combined effects of temperature and time on the curing of concrete. Furthermore, when used in concert with accepted ASTM standards, the maturity method serves as a tool to determine when the desired strength is achieved so that appropriate testing can be carried out at that time. This investigation evaluated the maturity method for use in Maryland pavement applications and provides guidelines for its use. KW - Compressive strength KW - Concrete curing KW - Concrete pavements KW - Maryland KW - Maturity (Concrete) KW - Maturity meters KW - Strength of materials UR - http://ntl.bts.gov/lib/43000/43200/43287/MD-11-SP708B4K_Implementation_of_the_Concrete_Maturity_Meter_for_MD_Final_Report.pdf UR - https://trid.trb.org/view/1126742 ER - TY - SER AN - 01360943 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Hashash, Youssef AU - Javier, Jamie AU - Petersen, Theresa AU - Osborne, Eleanor AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Evaluation of Horizontal Directional Drilling (HDD) PY - 2011/11 SP - 51p AB - Horizontal Directional Drilling (HDD) is defined as “A steerable system for the installation of pipes, conduits, and cables in a shallow arc using a surfaced launched drilling rig. Traditionally HDD is applied to large scale crossings such as rivers in which a fluid filled pilot hole is drilled without rotating the drill string, and this is then enlarged by a wash over pipe and back reamer to the size required by the product.” (Trenchless Data Service 2000). This technology has been in existence since the 1970’s. It is currently an efficient, safe, cost effective method for highway bores and is the current industry standard for trenchless technology for bores between 2 and 48-inch diameters and 600 ft to 1800 ft in length. However, according to the manual for Accommodation of Utilities on Right-of-way of the Illinois State Highway System - 1992, it is currently prohibited under state highways for bores over 6 inches. Bores of greater size must be done by the jack and bore method. The manual is being re-written and will include a provision for an HDD option, but it will not define the parameters under which approval can be granted. The objective is to study the effects of horizontal directional drilling (HDD) for utilities under pavement and within the right of way of the State of Illinois in order to aide in the writing of the policy and procedures for administering permit requests for HDD. This report covers Phase I of the work described under the scope of work section. KW - Electric utilities KW - Horizontal directional drilling KW - Illinois KW - Permits KW - Right of way (Land) KW - State highways KW - Trenchless technology UR - http://hdl.handle.net/2142/45817 UR - https://trid.trb.org/view/1126760 ER - TY - RPRT AN - 01359277 AU - Executive Office of the President AU - National Economic Council AU - Department of Transportation AU - Department of the Treasury TI - Recent Examples of the Economic Benefits from Investing in Infrastructure PY - 2011/11 SP - 22p AB - Investments in transportation infrastructure have substantial economic benefits, in both the short and the long run. Evidence of these benefits is clearly visible in many of the infrastructure projects that have recently been completed throughout the country. The U.S. economy relies heavily on transportation infrastructure, and these investments to improve the condition and performance of our infrastructure allow people and goods to move more efficiently and safely around the country. Without a well-functioning system of roads and highways, public transit, railways, seaports, and aviation, much of the activity in the U.S. economy would grind to halt. In order to meet the needs of a growing economy, there is an ongoing need for new investments to maintain, upgrade, and expand the nation’s stock of transportation infrastructure. Yet the U.S. has been underinvesting in infrastructure for many years. Recognizing the pressing need to revitalize America’s infrastructure network, President Obama has proposed $50 billion in immediate investments in transportation infrastructure, as part of the American Jobs Act. The President’s proposal includes investments to make highways safer and more efficient; to repair and modernize public transit systems; to improve intercity passenger rail service and develop high-speed rail corridors; to improve airports and modernize the air traffic system; and to support innovative multi-modal transportation programs. Among the innovative infrastructure efforts the President is championing through the American Jobs Act is a $10 billion proposal to capitalize an independent National Infrastructure Bank, which will both increase overall investment in infrastructure by attracting private capital to co-invest in specific infrastructure projects and help to improve the efficiency of infrastructure investment by relying on a merit-based selection process for projects. This report discusses the compelling economic rationale for making these investments now and lays out four types of infrastructure projects likely to yield large returns. The benefits of these investments are illustrated in this report through examples of recent projects that have already had a substantial positive impact. The report ends by discussing innovative methods of financing infrastructure, leveraging private funding and creating structures to direct infrastructure funds where they will be most effective. KW - American Jobs Act of 2011 KW - Capital KW - Construction projects KW - Economic benefits KW - Financing KW - Innovation KW - Investments KW - Maintenance KW - Modernization KW - National infrastructure bank KW - Transportation infrastructure KW - United States UR - http://www.whitehouse.gov/sites/default/files/infrastructure_report_final_pdf_110211.pdf UR - https://trid.trb.org/view/1125316 ER - TY - RPRT AN - 01358949 AU - Wang, Kelvin C P AU - Gong, Weiguo AU - Tracy, Terry AU - Nguyen, Vu AU - Mack-Blackwell Transportation Center AU - Research and Innovative Technology Administration TI - Automated Survey of Pavement Distress Based on 2D and 3D Laser Images PY - 2011/11 SP - 24p AB - Despite numerous efforts in recent decades, most information on pavement surface distresses cannot be obtained automatically, at high-speed, or at acceptable precision and bias levels. This research provided seed funding to produce a functional prototype, and the research team developed a prototype with line lasers and 3D cameras that overcame many existing limitations. The prototype has the capability of obtaining 3D pavement surface models at true 1mm resolution with full-lane coverage, and is capable of conducting real-time analysis on rutting and cracking. KW - Automatic data collection systems KW - Condition surveys KW - Image analysis KW - Lasers KW - Pavement distress KW - Pavement management systems KW - Pavement performance KW - Prototypes KW - Real time data processing KW - Sensors KW - Surface course (Pavements) KW - Three dimensional displays UR - http://www.arkansastrc.com/MBTC%20REPORTS/MBTC%203023.pdf UR - http://ntl.bts.gov/lib/43000/43000/43091/MBTC_DOT_3023.pdf UR - https://trid.trb.org/view/1124074 ER - TY - RPRT AN - 01358946 AU - Soerens, Thomas S AU - Mack-Blackwell Transportation Center AU - Research and Innovative Technology Administration TI - Biodiesel Waste Products as Soil Amendments – Evaluation of Microbial, Biological, and Plant Toxicity PY - 2011/11//Final Report SP - 54p AB - During biodiesel production, about 200 lbs of glycerol, commonly called glycerin, is produced for every 1 ton of biodiesel. As the biodiesel industry grows, so does the need to dispose of this waste product. While potential uses for glycerin exist, such as in food, industrial chemicals and pharmaceuticals, surplus glycerin from large recent increases in production is disposed of by incineration. Application of glycerin to soil for dust control or as a beneficial soil amendment is an alternative that has advantages. This approach could be more carbon neutral than burning as some of the carbon may be sequestered in the soil, and also can enhance soil quality by increasing soil organic matter. Potential issues regarding application of glycerin to soils include its effects on soil microbial activity, biological systems, and plants. The objectives of this research project were to evaluate the toxicity and growth effects of methanol-stripped glycerol from biodiesel waste on microbial, biological, and plant systems in soils. Three tests were used: 1. Activated sludge respiration inhibition test; 2. Earthworm toxicity; and 3. Plant toxicity. Results of the respirometry studies suggest that there is no microbial inhibition due to the glycerol. Microbial activity was observed in a wide range of glycerol amounts applied to soils. In plant studies, there was inhibition of growth and germination with glycerol quantities above 1% by weight. Lower levels of glycerol did not appear to inhibit plant germination or growth and in fact appeared to be beneficial to growth. In worm assays, glycerol concentrations above 1% were fatal on contact with earthworms due the glycerol absorbing water and desiccating the worms. Worms survived when exposed to glycerol in lower concentrations. KW - Biomass fuels KW - Environmental impacts KW - Glycerin KW - Organic materials KW - Production KW - Soil amendments KW - Soil science KW - Toxicity KW - Waste disposal KW - Waste management KW - Waste products UR - http://ntl.bts.gov/lib/43000/43100/43153/MBTC_DOT_3025.pdf UR - https://trid.trb.org/view/1124065 ER - TY - RPRT AN - 01358919 AU - Root, Sarah AU - Mack-Blackwell Transportation Center AU - Research and Innovative Technology Administration TI - Development of a Large-Scale Transportation Optimization Course PY - 2011/11 SP - 24p AB - In this project, a course was developed to introduce transportation and logistics applications of large-scale optimization to graduate students. This report details what similar courses exist in other universities, and the methodology used to gather literature for the course. Details about the learning objectives and structure of the course are given, as well as lessons learned from the initial offering of this course in Fall 2009. Course feedback and outcomes as well as suggestions for future offerings of the course are discussed. KW - Education KW - Graduate study KW - Logistics KW - Network analysis (Planning) KW - Operations research KW - Optimization KW - Transportation planning KW - Universities and colleges UR - http://ntl.bts.gov/lib/43000/43100/43154/MBTC_DOT_9312.pdf UR - https://trid.trb.org/view/1124084 ER - TY - RPRT AN - 01478301 AU - Metz, Paul AU - Taylor, Mark AU - Brigham, Tom AU - Larocque, Stephane AU - Pierce, Jana AU - Arledge, Ashleigh AU - Calvin, Jim AU - Harrington, Erin AU - Miller, Scott AU - Lingwood, Bob AU - Marshall, Dave AU - Watts, Teresa AU - Alaska University Transportation Center AU - Alaska Department of Transportation and Public Facilities AU - Research and Innovative Technology Administration TI - Alaska Marine Highway System Analysis: Phase I: Establishment of System Baseline (Chapters 1-7, with Updated Chapter 5); Phase II: Alternatives Analysis (Chapter 8); Phase III: Public Involvement and Analysis (Chapter 9) PY - 2011/10/31 SP - 248p AB - The Alaska Marine Highway System (AMHS) service has grown and evolved since its inception. Today 11 vessels serve 32 ports transporting more than 300,000 passengers, 100,000 cars and 3,400 freight vehicles annually. Routes stretch over 3,700 miles serving Southeast Alaska, Prince William Sound, Kodiak Island and the Aleutian Islands. AMHS plays an important role in the economies of these regions and in Alaska’s transportation system. The Alaska Department of Transportation and Public Facilities (DOT&PF) contracted with a team of consultants, led by the University of Alaska Fairbanks, to conduct a comprehensive analysis of AMHS and make recommendations that will further its mission and objectives. The analysis has involved: A comparative analysis of British Columbia Ferry Services and AMHS historical financial, passenger and service offering data; a comprehensive, life cycle costing of six service options and associated socio-economic analysis; and a public involvement program. This document includes: Phase 1: Establishment of System Baseline; Phase 2: Alternatives Analysis; and Phase 3: Public Involvement and Analysis. KW - Alaska KW - Alaska Marine Highway System KW - Alternatives analysis KW - British Columbia Ferry Services, Inc. KW - Economic analysis KW - Ferry service KW - Life cycle costing KW - Surveys UR - http://ine.uaf.edu/autc/files/2013/04/amhs_systems_analysis.pdf UR - https://trid.trb.org/view/1247225 ER - TY - RPRT AN - 01376089 AU - Major, David C AU - Zimmerman, Rae AU - Falcocchio, John AU - Jacob, Klaus AU - Horton, Radley AU - O’Grady, Megan AU - Bader, Daniel AU - Gilbride, Joseph AU - Tomczyszyn, Taylor AU - Columbia University AU - New York State Department of Transportation AU - University Transportation Research Center AU - Research and Innovative Technology Administration AU - Federal Highway Administration TI - Mainstreaming Climate Change Adaptation Strategies into New York State Department of Transportation’s Operations: Final Report PY - 2011/10/31 SP - 118p AB - This study identifies climate change adaptation strategies and recommends ways of mainstreaming them into planned actions, including legislation, policies, programs and projects in all areas and at all levels within the New York State Department of Transportation (NYSDOT). In accomplishing its goal, the study team relied on: a literature review; discussions with key NYSDOT personnel based on a Climate Risk Information Summary worksheet; information from other ongoing and completed projects in climate change adaptation, especially those in the New York region; and advice and guidance from the NYSDOT‘s Technical Working Group and Columbia‘s Advisory Working Group for the project. The results of the project are presented (following the Introduction) in terms of: the current understanding of climate change science and climate futures for New York State (NYS); climate change impacts and vulnerabilities to transportation in NYS; adaptation strategies and best practices; potential adaptation strategies for mainstreaming climate change into the NYSDOT‘s operations and investment, including the detailed results of climate risk management discussions with personnel from 2 Divisions, 12 Offices, and 1 Region; and a communications and technology transfer plan. KW - Adaptation planning (Climate change) KW - Climate change KW - Decision making KW - Environmental policy KW - New York (State) KW - Planning methods KW - Risk management KW - State departments of transportation KW - Transportation policy UR - https://www.dot.ny.gov/divisions/engineering/technical-services/trans-r-and-d-repository/C-08-09_synthesisfinalReport1.pdf UR - http://ntl.bts.gov/lib/44000/44700/44737/C-08-09_synthesisfinalReport1.pdf UR - https://trid.trb.org/view/1142360 ER - TY - RPRT AN - 01361734 AU - Anastasopoulos, Panagiotis C AU - Volovski, Mathew AU - Pradhan, Satyajeet AU - Islam, Mouyid AU - Labi, Samuel AU - NEXTRANS AU - Research and Innovative Technology Administration TI - Public-Private Partnerships (PPPs) in Highway Reconstruction, Rehabilitation, and Operations PY - 2011/10/31/Final Report SP - 106p AB - In the context of transportation, a Public-private Partnership” (PPP) is a contractual agreement established between a public agency and private sector entity often to allow for greater participation of the latter in the delivery of a transportation product (project or service). Traditionally, private sector participation has been limited to separate planning, design or construction contracts on a fee-for-service basis to deliver the product according to the public agency’s designs and specifications. As demonstrated in past research and practice, there are several advantages associated with PPPs that can be tapped to enhance product delivery in the highway sector. However, as stewards of public assets, public agencies need to back any decision to enter a PPP arrangement, with justification that is defensible, comprehensive, and transparent. At the current time, most agencies do not have a set of rational guidelines to help decide, for a given project, whether to adopt PPP and which type of PPP to adopt. A decision support framework is then needed to help highway agencies choose the best innovative PPP contracting approach under a given set of project attributes. It is desired that the best approach should be selected on the basis of criteria whose relative weights can be adjusted by the decision-maker, thus indicating the need for flexibility in the decision support framework. Also, it is useful for any such framework to be demonstrated using at least one evaluation criterion. This study first develops a multiple criteria evaluation framework for contracting approach selection, and then uses cost savings as the evaluation criterion in a case study to demonstrate the contracting approach evaluation framework. To estimate the cost savings associated with each contracting approach, the study uses statistical and econometric techniques to model the empirical statistical relationships between cost savings on one hand, and the characteristics of contracts on the other hand. KW - Contracting KW - Decision making KW - Econometric models KW - Evaluation and assessment KW - Highway operations KW - Public private partnerships KW - Reconstruction KW - Rehabilitation (Maintenance) KW - Road construction KW - Statistical analysis UR - http://www.purdue.edu/discoverypark/nextrans/assets/pdfs/Year%202%20Final%20Reports/Final%20Report%20045.pdf UR - https://trid.trb.org/view/1127405 ER - TY - RPRT AN - 01374274 AU - Lockheed Martin AU - Research and Innovative Technology Administration TI - Core System: Standards Recommendations Report PY - 2011/10/28 SP - 27p AB - This document describes a set of high-level information objects that comprise the critical interfaces for the Core System and should be considered for standardization by the stakeholder community as they pursue the deployment and implementation of the Core System as part of the United States Department of Transportation’s (USDOT's) next generation integrated transportation system. The Core System supports a distributed, diverse set of applications that use both wireless and wireline communications. KW - Communication systems KW - Deployment KW - Implementation KW - Integrated transportation systems KW - Recommendations KW - Standardization KW - Standards KW - Vehicle infrastructure integration KW - Wireless communication systems UR - http://www.its.dot.gov/docs/CoreSystem_StdsRecommendations_RevA.pdf UR - https://trid.trb.org/view/1141929 ER - TY - RPRT AN - 01374273 AU - Lockheed Martin AU - Research and Innovative Technology Administration TI - Core System: System Requirements Specification (SyRS) PY - 2011/10/28 SP - 162p AB - This document describes the Requirements of the Core System for the United States Department of Transportation’s (USDOT's) next generation integrated transportation system. It describes the requirements at the system level and at the subsystem level as identified in the Core System ConOps. Each system requirements is traceable to Needs in the ConOps. Requirements are also traceable to functional objects in the Core System System Architecture Document (SAD). The USDOT initiated this Systems Engineering (SE) project to define the ConOps, requirements, and architecture for a system that will enable safety, mobility, and environmental applications in an environment where vehicles and personal mobile devices are connected wirelessly, hereafter referred to as the connected vehicle environment. The ConOps is a prerequisite to this document and is recommended reading prior to the SyRS. The ConOps describes the characteristics of the Core System from the system user’s viewpoint. The SyRS builds upon those concepts, particularly the User Needs, to document the required functionality, performance, interfaces, and other required characteristics for the Core System. KW - Concept of operations KW - Integrated transportation systems KW - Specifications KW - System architecture KW - System requirements KW - Systems engineering KW - Vehicle infrastructure integration KW - Wireless communication systems UR - http://www.its.dot.gov/docs/CoreSystem_SE_SyRS_RevF.pdf UR - https://trid.trb.org/view/1141896 ER - TY - RPRT AN - 01374270 AU - Lockheed Martin AU - Research and Innovative Technology Administration TI - Core System: Risk Assessment Report (RAR) PY - 2011/10/28 SP - 33p AB - This document describes a set of high-level risks that could affect deployment or implementation of the Core System as part of the United States Department of Transportation’s (USDOT's) next generation integrated transportation system. It describes a set of risks and provides a subjective analysis of their potential impact to the system. These are in addition to risks and issues presented and discussed in other connected vehicle program documents. KW - Deployment KW - Implementation KW - Integrated transportation systems KW - Risk assessment KW - Vehicle infrastructure integration UR - http://www.its.dot.gov/docs/CoreSystem_RiskReport_RevB.pdf UR - https://trid.trb.org/view/1141928 ER - TY - RPRT AN - 01368691 AU - Hoffman, Bradley R AU - Sargand, Shad M AU - Ohio University, Athens AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Verification of Rut Depth Collected with the INO Laser Rut Measurement System (LRMS) PY - 2011/10/28/Student Study SP - 84p AB - Pavement rutting can be an indicator that a section of roadway is in need of repair or replacement. It can also become a hazard to drivers, causing loss of control or hydroplaning when water accumulates. To better monitor pavement conditions throughout the state, the Ohio Department of Transportation (ODOT) purchased two road profilers with an INO Laser Rut Measurement System (LRMS). The vehicle mounted systems provide ODOT pavement condition raters with a faster and safer method for evaluating pavement conditions. This study was intended to evaluate the accuracy, precision, and repeatability of the LRMS and determine the correlation between manually collected data and data collected using the LRMS. The system’s performance was evaluated by collecting rut measurements over two sections of pavement using the LRMS, the straight edge method, and a mechanical profiling system developed by the Ohio Research Institute for Transportation and the Environment (ORITE) and comparing results. The study showed that the LRMS produces accurate and repeatable results that are similar to those produced with a straight edge or profilometer. Minor adjustments to the Pavement Condition Rating (PCR) system are needed, however, to ensure that scores properly represent the condition of the pavement. A range of 5-25% is recommended for the “occasional” extent classification when the LRMS is used. KW - Accuracy KW - Condition surveys KW - Laser road profilers KW - Lasers KW - Measurement KW - Pavement condition rating KW - Repeatability KW - Rut depth KW - Ruts (Pavements) KW - Rutting UR - http://www.dot.state.oh.us/Divisions/Planning/SPR/Research/reportsandplans/Reports/2011/Pavements/134515_FR.pdf UR - https://trid.trb.org/view/1137305 ER - TY - RPRT AN - 01374266 AU - Lockheed Martin AU - Research and Innovative Technology Administration TI - Core System: Concept of Operations (ConOps) PY - 2011/10/24 SP - 179p AB - This document describes the Concept of Operations (ConOps) of the Core System for the United States Department of Transportation’s (USDOT's) next generation integrated transportation system. It includes a list of Needs for the Core System, a description of the Core System’s 8 subsystems and their high level relationships, and a set of operational scenarios. The USDOT initiated this Systems Engineering (SE) project to define the ConOps, requirements, and architecture for a system that will enable safety, mobility, and environmental applications in an environment where vehicles and personal mobile devices are connected wirelessly, hereafter referred to as the connected vehicle environment. This ConOps is a user-oriented document describing characteristics of a to-be-delivered system from the user‘s viewpoint. It includes a detailed description of how an operational concept is applied, with corresponding interactions and information flows between system elements and actors. It identifies the functions carried out by the system, users that interact with the system, and user roles and responsibilities. KW - Concept of operations KW - Integrated transportation systems KW - Needs assessment KW - Systems engineering KW - Vehicle infrastructure integration KW - Wireless communication systems UR - http://www.its.dot.gov/docs/CoreSystemConOpsRevE2.pdf UR - https://trid.trb.org/view/1141803 ER - TY - RPRT AN - 01373958 AU - Liu, Min AU - Hummer, Joseph E AU - Rasdorf, William J AU - Hollar, Donna A AU - Parikh, Shalin C AU - Lee, Jiyong AU - Gopinath, Sathyanarayana AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Preliminary Engineering Cost Trends for Highway Projects PY - 2011/10/21/Final Report SP - 133p AB - Preliminary engineering (PE) for a highway project encompasses two efforts: planning to minimize the physical, social, and human environmental impacts of projects and engineering design to deliver the best alternative. PE efforts begin years in advance of the project's construction letting, often five years or more. An efficient and accurate method to estimate PE costs would benefit transportation departments. Typically, departments estimate PE costs as a percentage of construction costs disregarding other project-specific parameters. By analyzing 461 North Carolina Department of Transportation bridge projects and 188 roadway projects let between 2001 through 2009, the research team developed statistical models linking variation in PE costs and PE duration with distinctive project parameters. The development of a user interface application aids agency users in executing the models to predict a project's PE cost ratio. Modeling strategies included multiple linear regression, hierarchical linear models, Dirichlet process linear models, and multilevel Dirichlet process linear models (MDPLM). The 461 bridge projects exhibited a mean PE cost ratio of 27.8% (ratio of PE cost over estimated construction cost) and a mean PE duration of 66.1 months. Mean PE cost ratio for the 188 roadway projects was 11.7% with a mean PE duration of 55.1 months. Project parameters utilized in the predictive models included project scope classification such as widening or new location, dimensional variables (project length, structure length, detour length, and number of spans); geographical region; and estimated costs for construction and right of way. The MDPLM minimized the mean absolute prediction error for bridges' PE cost ratio, but interpretation of variable effects and sensitivity is difficult because of the multilevel structure. Regression modeling results are also reported since sensitivity interpretation from them is more direct. KW - Bridge construction KW - Cost estimating KW - Costs KW - Highway projects KW - Mathematical models KW - North Carolina KW - Preconstruction engineering KW - Road construction UR - http://www.ncdot.gov/doh/preconstruct/tpb/research/download/2010-10finalreport.pdf UR - http://ntl.bts.gov/lib/44000/44600/44682/2010-10finalreport.pdf UR - https://trid.trb.org/view/1141603 ER - TY - RPRT AN - 01361067 AU - Baker Botts L.L.P. AU - Federal Railroad Administration TI - Study of Existing Legal Protections for Safety-Related Information and Analysis of Considerations for and Against Protecting Railroad Safety Risk Reduction Program Information PY - 2011/10/21 SP - 68p AB - There is substantial support for protecting railroad safety risk information from use in civil litigation involving claims for personal injuries or wrongful death. This would serve the broader public interest. In the past, in connection with a variety of similar programs, Congress has found it in the public interest to place explicit statutory limitations on the disclosure and use of information compiled or collected for use by the Federal government. The Rail Safety Improvement Act 's (RSIA’s) railroad safety risk reduction programs implicate public interest considerations similar to those Congress has protected through other statutory limitations on the use of information in civil litigation or discovery, and those provisions have been upheld by the courts. As discussed in many of the comments submitted to the Federal Railroad Administration (FRA), it is likely that limiting the use of information collected as part of a railroad safety risk reduction program in discovery or litigation would serve the broad public interest by encouraging and facilitating the timely and complete disclosure of safety-related information to FRA. Such a rule is likely to remove a significant obstacle that could prevent the development of candid and effective railroad safety plans. FRA’s statutory duty is ultimately to protect the broader public interest in improving and ensuring rail safety through effective railroad safety risk reduction program plans, and that broad public interest outweighs the individual interests of future litigants who may assert damage claims against railroads.Accordingly, after balancing all of the considerations that bear upon the public interest, this Study concludes that the balance weighs in favor of adopting rules prohibiting the admissibility or discovery of information compiled or collected for FRA railroad safety risk reduction programs in a civil action where a plaintiff seeks damages for personal injury or wrongful death. KW - Civil defense KW - Courts KW - Information dissemination KW - Injuries KW - Litigation KW - Rail Safety Improvement Act of 2008 KW - Railroad safety UR - http://www.hsdl.org/?view&did=691273 UR - https://trid.trb.org/view/1126753 ER - TY - RPRT AN - 01359622 AU - Roten, Rory L AU - Richardson, Robert J AU - Hoyle, Steve T AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Establishing Native Vegetation and Improved Invasive Species Control on North Carolina Roadsides PY - 2011/10/20/Final Report AB - Field, greenhouse, and laboratory studies were conducted to evaluate the feasibility for the use of native warm season grasses (NWSGs) on North Carolina roadsides. Location, equipment, and multiple grass species were assessed to determine the ideal method and timing as well as specific herbicide regimes. Few differences were present between planting equipment used, but planting date was extremely important. Stand establishment was very sensitive to environmental conditions and establishment often took two or more years. Thus, individual construction projects should be critically evaluated for NWSG planting depending upon whether ideal establishment conditions will be present. Studies were also initiated to assess the best means of control for alligatorweed and Japanese knotweed, two invasive and problematic species among North Carolina roadsides and right-of-ways. At 7 MAT, Japanese knotweed control with glyphosate, imazapyr, glyphosate plus imazamox, and glyphosate plus imazapyr was at least 93%. Glyposate plus penoxsulam controlled the plant 75%. Treatments that did not include imazapyr or glyphosate did not exceed 20% control. Imazapyr provided excellent control of alligatorweed in almost every trial conducted. No other active ingredient evaluated was as consistent as imazapyr. KW - Calendar dates KW - Grasses KW - Herbicides KW - Invasive plants KW - Landscape maintenance KW - Native plants KW - North Carolina KW - Planting KW - Roadside flora KW - Timing KW - Vegetation control UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2008-06finalreport.pdf UR - https://trid.trb.org/view/1125532 ER - TY - RPRT AN - 01454103 AU - Caicedo, Juan M AU - Wieger, Glen AU - Ziehl, Paul AU - Rizos, Dimitris AU - University of South Carolina, Columbia AU - South Carolina Department of Transportation AU - Federal Highway Administration TI - Simplifying Bridge Expansion Joint Design and Maintenance PY - 2011/10/19/Project Report SP - 58p AB - This report presents a study focused on identifying the most durable expansion joints for the South Carolina Department of Transportation (SCDOT). This is performed by proposing a degradation model for the expansion joints and updating it based on bridge inspections. Open expansion joints and pourable joint seal were found to be the best performing joints based on the proposed degradation models. Assembly joints and compression joint seal have an intermediate performance and strip seal expansion joints have the lowest performance of the type of expansion joints studied. Assembly joints are found to be problematic because of the different moving parts composing the joint. A significant number of bridge joint failures are caused because of incorrect installation, in particular, joints with complex anchor systems between the bridge deck and expansion joint. The SCDOT standards were found to be up to date and comparable to other Department of Transportation standards in terms of the design and installation aspects of bridge joints. A recommendation is made to request a warranty for the installation when appropriate. Other general best practices during the installation of the expansion joint include: 1) when possible, install joints when the ambient temperature is the average of the range of temperatures in the area. This allows the joint to be installed close to the “undeformed” position of the bridge; 2) the support of the joint should be installed in good quality, cured concrete; and 3) avoid splices of any pre-manufactured material. If splices cannot be avoided, place the splice outside the wheel path. KW - Best practices KW - Bridge design KW - Bridge inspection KW - Degradation (Materials) KW - Expansion joints KW - Highway bridges KW - Installation KW - Maintenance KW - Performance UR - http://www.clemson.edu/t3s/scdot/pdf/projects/677-Report.pdf UR - http://ntl.bts.gov/lib/46000/46200/46245/SPR_677.pdf UR - https://trid.trb.org/view/1221123 ER - TY - RPRT AN - 01361731 AU - Issariyanukula, Apichai AU - Labi, Samuel AU - NEXTRANS AU - Research and Innovative Technology Administration TI - Financial and Technical Feasibility of Dynamic Congestion Pricing as a Revenue Generation Source in Indiana – Exploiting the Availability of Real-Time Information and Dynamic Pricing Technologies PY - 2011/10/19 SP - 116p AB - Highway stakeholders continue to support research studies that address critical issues of the current era, including congestion mitigation and revenue generation. A mechanism that addresses both concerns is congestion pricing which establishes a direct out-of-pocket charge to road users thus potentially generating revenue and also reducing demand during peak hours. Congestion pricing (CP) is based on the classical economic laws of supply of demand: the different prices imposed by CP for highway use at non-peak and peak periods can help regulate demand and manage congestion even with relatively little or no increases in supply. At times of peak demand, road users impose costs on each other. By making these users pay for the costs associated with the additional congestion they create, CP can encourage the redistribution of travel demand in space or in time, or both. Thus, CP harnesses the power of the market to reduce the waste associated with traffic congestion and ultimately helps to achieve more efficient use of transport infrastructure. Introducing CP on highway facilities discourages overuse during rush hours by motivating trip-makers to travel at other times of the day or to shift to other modes. By removing even a fraction of vehicles from a congested roadway, CP enables the system to flow much more efficiently, allowing more cars to move through the same physical space. A review of the literature on CP theory and practice indicates that congestion pricing can and does result in substantial benefits including congestion mitigation, modal shifts, revenue generation, and decrease in energy consumption and air pollution. Worldwide, roadway CP has been applied at London, Milan, Singapore, and Stockholm. The report traces the evolution of the concept of CP over the past millennium; explains why CP implementation continues to be limited at the current time; establishes user cost functions and traffic equilibrium conditions associated with the static and dynamic models, for a number of implementation scenarios including 1-free-route only, 1-free-and-1-tolled route, and 2-tolled-routes; applies these models in a case study that uses data from a congested 6-mile section of Interstate 69 in Indianapolis; uses the case study to evaluate the benefits of CP at the selected corridor; and assesses the CP economic efficiency on the basis of capital costs, operating and maintenance costs, and toll revenue. KW - Air pollution KW - Congestion pricing KW - Demand KW - Economic impacts KW - Energy consumption KW - Environmental impacts KW - Implementation KW - Indiana KW - Modal shift KW - Real time information KW - Revenues KW - Supply KW - Traffic mitigation UR - http://www.purdue.edu/discoverypark/nextrans/assets/pdfs/Year%202%20Final%20Reports/Final%20Report%20044.pdf UR - https://trid.trb.org/view/1127403 ER - TY - RPRT AN - 01361737 AU - Zhou, Xuesong AU - Sharma, Sushant AU - Peeta, Srinivas AU - NEXTRANS AU - Research and Innovative Technology Administration TI - Development of a Mobile Probe-Based Traffic Data Fusion and Flow Management Platform for Innovative Public-Private Information-Based Partnerships PY - 2011/10/17/Final Report SP - 100p AB - Under the aegis of Intelligent Transportation Systems (ITS), real-time traffic information provision strategies are being proposed to manage traffic congestion, alleviate the effects of incidents, enhance response efficiency after disasters, and improve the multimodal/intermodal travel experience of travelers. Currently, most of the real-time traffic information provision and control systems infrastructure is deployed and maintained by public agencies. Given the projected growth and profitability due to the evolution of the information services market in the near future, the potential for new innovations and significant investments from the private sector in emerging technologies and applications related to real-time traffic information can foster new businesses. This study aims to exploit the synergy due to innovative data collection, traffic management, and road pricing/credit mechanisms that can encourage mutually beneficial information-sharing under innovative partnerships (public-private sector, private-private sector, public–public sector partnerships). There were three major objectives identified to be accomplished by this study: i) development of a unified data mining system that can synthesize different data sources to estimate traffic network states; ii) identification of existing deficiencies in data quality, coverage and reliability in an existing DOT traffic sensor network and development of an information gain theoretic model for optimal sensor location that can take into account uncertainty; iii) measuring and understanding the benefits of real-time traffic information to the commuter by investigating the physical and psychological benefits of real-time traffic information systems and development of reliable traveler behavior models that can be used to predict costs and benefits for deployment of such systems to stakeholders. KW - Data mining KW - Data quality KW - Innovation KW - Intelligent transportation systems KW - Public private partnerships KW - Real time information KW - Sensors KW - Traffic data UR - http://www.purdue.edu/discoverypark/nextrans/assets/pdfs/Year%202%20Final%20Reports/Final%20Report%20040.pdf UR - https://trid.trb.org/view/1127397 ER - TY - RPRT AN - 01361735 AU - Peeta, Srinivas AU - Hernandez, Salvador AU - NEXTRANS AU - Research and Innovative Technology Administration TI - Modeling of Collaborative Less-than-truckload Carrier Freight Networks PY - 2011/10/17/Final Report SP - 97p AB - Less-than-truckload (LTL) carriers, which operate on thin margins, have significant negative impacts due to empty trips, idled capacity on lots, and rising energy costs. The impacts can cascade to other industries; for example, empty trips may affect global food prices. Recent advances in Internet and information communication technologies (ICT) foster the possibility of innovative new business and operational paradigms within the small- to medium-sized LTL industry to address these concerns. One promising innovation is the concept of LTL carrier-carrier collaboration, which provides opportunities for LTL carriers to exploit synergies in operations (such as excess capacity), reduce costs associated with fleet operation, decrease lead times, increase asset utilization (power units), and enhance overall service levels. LTL carrier-carrier collaboration is a relatively unexplored concept within the freight domain, where past studies have focused on collaboration within the truckload (TL) carrier, liner shipping, airline, and rail industries. This research seeks to understand and develop LTL collaborative paradigms from the supply and demand perspectives, thereby filling a key gap in the current freight collaboration literature. KW - Business practices KW - Cooperation KW - Freight transportation KW - Less than truckload traffic KW - Motor carriers KW - Truck lines KW - Trucking UR - http://www.purdue.edu/discoverypark/nextrans/assets/pdfs/Year%202%20Final%20Reports/Final%20Report%20042.pdf UR - https://trid.trb.org/view/1127399 ER - TY - RPRT AN - 01457081 AU - Stewart, Richard D AU - University of Wisconsin, Superior AU - National Center for Freight and Infrastructure Research and Education (CFIRE) AU - Research and Innovative Technology Administration TI - Regulations and Policies that Limit the Growth of the U.S. Great Lakes Cruising Market PY - 2011/10/16 SP - 24p AB - The worldwide cruise industry has seen remarkable growth since the 1990s. The cruise market on the Great Lakes has lagged the worldwide growth and compared to historical records, has fallen far short of its full potential. This paper reviews the history of the cruise industry on the Great Lakes with particular focus on the U.S. flag segment. Market studies and business ventures to restore the cruise industry in the region are examined. The policy issues are investigated and their impediments to the growth of the cruise industry on the Great Lakes are discussed. The specific impact of current and future cabotage, gambling, security, pilotage and environmental laws on Great Lakes cruise ship operations are explored. Specific recommendations are made regarding policy changes to improve the economic climate of U.S. flag cruise ships operating on the Great Lakes. KW - Cabotage KW - Cruise lines KW - Great Lakes KW - Markets KW - Pilotage KW - Policy KW - Security UR - http://www.wistrans.org/cfire/documents/FinalPaper_CFIRE0221.pdf UR - https://trid.trb.org/view/1224414 ER - TY - ABST AN - 01577986 TI - Biorefinery Lignins as Stabilizers of Emulsions for Power Generation AB - No summary provided. KW - Biomass KW - Electric power generation KW - Emulsions KW - Lignin KW - Stabilizers UR - https://trid.trb.org/view/1371353 ER - TY - RPRT AN - 01374268 AU - Lockheed Martin AU - Research and Innovative Technology Administration TI - Core System: System Architecture Document (SAD) PY - 2011/10/14 SP - 305p AB - This document describes the System Architecture of the Core System for the United States Department of Transportation’s (USDOT's) next generation integrated transportation system. It describes the architecture of the system from five viewpoints: enterprise, functional, connectivity, communications, and information. It is consistent with the Core System Concept of Operations (ConOps) and Core System System Requirements Specification (SyRS). The USDOT initiated this Systems Engineering (SE) project to define the Concept of Operations (ConOps), requirements, and architecture for the Core System that will enable safety, mobility, and environmental applications in an environment where vehicles and personal mobile devices interact wirelessly, hereafter referred to as the connected vehicle environment. The intended purpose of this System Architecture Document (SAD) is to describe the system architecture of the Core System by following Standard 1471-2000 of the Institute of Electrical and Electronics Engineers (IEEE), the IEEE Recommended Practice for Architectural Description of Software-Intensive Systems. KW - Concept of operations KW - Integrated transportation systems KW - System architecture KW - Systems engineering KW - Vehicle infrastructure integration KW - Wireless communication systems UR - http://www.its.dot.gov/docs/CoreSystemArchitectureDoc_revC.pdf UR - https://trid.trb.org/view/1141837 ER - TY - RPRT AN - 01369919 AU - Sullivan, Jim AU - University of Vermont, Burlington AU - Research and Innovative Technology Administration TI - Vermont Travel Model 2010 - 2011 (Year 3) Report PY - 2011/10/13 SP - 54p AB - This report was prepared under Task 1 of the “Maintenance, Operation and Evaluation of the VTrans Statewide Transportation Model” contract with the Vermont Agency of Transportation (VTrans). The objective of the task was to update the VTrans Statewide Travel-Demand Model using new data and information. This report documents the update activities which were completed in 2010-2011 (Year 3) of the contract. The report contains a thorough description of the Vermont Travel Model, including its history and its current functional capabilities, a description of the data used in this update, a description of the methods used to process the data for use in the Model, and a summary of the results of the update. KW - Data collection KW - National Household Travel Survey KW - Traffic data KW - Traffic models KW - Travel behavior KW - Travel demand KW - Travel patterns KW - Travel surveys KW - Vermont UR - http://www.uvm.edu/~transctr/research/trc_reports/UVM-TRC-11-009.pdf UR - https://trid.trb.org/view/1138416 ER - TY - RPRT AN - 01537431 AU - Wang, Jianmin AU - Su, Tingzhi AU - Center for Transportation Infrastructure and Safety/NUTC program AU - Research and Innovative Technology Administration TI - Leaching Behavior of Coal Combustion Products and the Environmental Implication in Road Construction PY - 2011/10/07/Final Report SP - 114p AB - This project assessed the physical and chemical characteristics of fly ashes produced from trona injection plants (used for SO₂ emission control), and investigated the leaching of a group of concerned inorganic contaminants from these fly ashes. A protocol was developed to quantify the availability and stability of arsenic (As) and selenium (Se) in raw bituminous fly ash under various field conditions. The effectiveness of EDTA-washing in remediating fly ash was also studied. KW - Arsenic KW - Bituminous mixtures KW - Coal combustion products KW - Environmental impacts KW - Fly ash KW - Leaching KW - Road construction KW - Selenium UR - http://transportation.mst.edu/media/research/transportation/documents/R266_Final_Report_Complete.pdf UR - https://trid.trb.org/view/1322152 ER - TY - RPRT AN - 01380271 AU - Ge, Yu-Ning AU - Chen, Genda AU - Missouri University of Science and Technology, Rolla AU - Mid-America Transportation Center AU - Research and Innovative Technology Administration TI - Validation on the Mechanical Models of Asphalt Pavement Structures with Field Measured Data Associated with Increasing Freight Movements PY - 2011/10/05/Final Report SP - 56p AB - This study is aimed at better understanding the effects of heavy trucks on the performance of asphalt pavements. As the U.S. freight movements are dominated by truck transportation, the addition of new roadway lane-miles in Region VII have not kept pace with the increase in truck volume. As such, existing highway pavements must be effectively preserved under heavy truck loads. The key to the success of infrastructure preservation is to accurately predict the behavior of pavement structures. To this end, it was necessary for the study to collect sufficient field performance data. The data were used to validate the Mechanistic Empirical Pavement Design Guide (MEPDG) and the finite element method (FEM), in terms of the impact of heavy truck loading on pavement performance. Actual roadway sections in Missouri were selected and monitored several times over the project period. Pavement performance-related data such as traffic information, asphalt material properties, and subgrade condition were collected and used for various analyses. The study provides insights into effective implementation of the MEPDG into the design and analysis of pavements in Region VII. The study’s findings provide necessary information for the development of the next generation of a rigorously mechanics-based MEPDG. The outcome of the study led to better understanding of the pavement structure designs; which can result in long lasting transportation infrastructure and improve public safety. KW - Asphalt pavements KW - Field tests KW - Heavy duty trucks KW - Mechanistic-Empirical Pavement Design Guide KW - Pavement design KW - Pavement performance KW - Traffic loads KW - Traffic volume KW - Truck traffic UR - http://ntl.bts.gov/lib/45000/45500/45595/Combined_Ge_ValidationMechanicalModels.pdf UR - https://trid.trb.org/view/1147594 ER - TY - ABST AN - 01577140 TI - Experimental Evolution and Metabolic Engineering of Fusarium Graminearum PH-1 and Colletotrichum Navitas Cn09 for the Enhanced Conversion of Lignocellulosic Biomass AB - No summary provided. KW - Biomass KW - Cellulose KW - Energy conversion KW - Experiments KW - Fungi KW - Genetics KW - Lignin KW - Metabolism KW - Optimization UR - https://trid.trb.org/view/1370387 ER - TY - ABST AN - 01575451 TI - The Development and Evaluation of a Cost Effective Catalyst for the Treatment of Syngas Tars Produced from a Woody Biomass AB - No summary provided. KW - Biomass KW - Catalysts KW - Cost effectiveness KW - Tar KW - Wood waste UR - https://trid.trb.org/view/1367620 ER - TY - ABST AN - 01575266 TI - Pilot and Crew Performance under Stress and High Workload AB - No summary provided. KW - Airline pilots KW - Flight crews KW - Performance evaluations KW - Pilotage KW - Stress (Psychology) KW - Workload UR - https://trid.trb.org/view/1367520 ER - TY - ABST AN - 01574340 TI - Multimodal Intelligent Traffic Signal System Engineering AB - This project aims to conduct the foundational analysis and design necessary to prepare for the development and field testing/demonstration of a Multimodal Intelligent Traffic Signal System, which is defined as a comprehensive traffic signal system taking advantage of the connected vehicle environment for multiple transportation modes, including general passenger vehicles, transit, emergency vehicles, freight vehicles, and pedestrians. The Multimodal Intelligent Traffic Signal System incorporates, at a minimum, the following arterial traffic signal applications identified by the Dynamic Mobility Application (DMA) program of the U.S. Department of Transportation: Intelligent Traffic Signal System, Transit Signal Priority, Mobile Accessible Pedestrian Signal System, Emergency Vehicle Preemption, and Freight Signal Priority. KW - Department of Transportation KW - Field tests KW - Intelligent transportation systems KW - Intelligent vehicles KW - Mobility KW - Multimodal transportation KW - Traffic signal control systems UR - https://trid.trb.org/view/1367006 ER - TY - ABST AN - 01557615 TI - Evaluation of Spliced Sleeve Connections for Precast RC Bridge Piers AB - Although the splice sleeve connection has been used in buildings, there is currently no data for use of this connection in bridges located in seismic regions. The increased use of Accelerated Bridge Construction for constructing reinforced concrete bridge bents makes the investigation of the splice sleeve connection an important topic. The project aims at performing quasi-static cyclic tests to verify the capacity of the splice sleeve connection in seismic regions for connecting precast concrete elements such as footings to columns and columns to a cap beam. The project involves quasi-static cyclic testing of substructures for typical precast concrete bridge elements using splice sleeve connections that utilize large diameter bars. Primary longitudinal reinforcement for the footing, column and the bent cap will be designed based on capacity protection measures and force-transfer mechanism requirements as presented in the American Association of State Highway and Transportation Officials (AASHTO) Seismic Guide Specification (AASHTO 2009). Shear reinforcement near the joint region and joint shear reinforcement will be designed in accordance with the assumed force transfer mechanism of AASTHO (2009). The tasks for this project are: (1) Tests of three precast reinforced concrete column to footing splice sleeve connections. The 8 ft long column will consist of an 18 in. square cross-section with six #8 mild steel bars. The footing will be 6 ft by 3 ft in plan and 2 ft thick. (2) Tests of three precast reinforced concrete column to bent cap splice sleeve connections. The 5 ft long column will consist of a 18 in. square section with six #8 mild steel bars. The bent cap will be 10 ft long with a 22 in. square cross-section. KW - Bents KW - Bridge piers KW - Earthquake resistant design KW - Precast concrete KW - Reinforced concrete KW - Seismicity KW - Structural connection UR - http://www.pooledfund.org/Details/Study/486 UR - https://trid.trb.org/view/1347118 ER - TY - RPRT AN - 01605560 AU - Federal Highway Administration AU - Federal Highway Administration TI - Central Artery Project Tunnel Inspection Progam PY - 2011/10//Final Report SP - 41p AB - In February 2011, a light fixture fell from the ceiling of the Central Artery at I-93 northbound inside the Tip O’Neill Tunnel. After that event, and considering the history of the Project, the Federal Highway Administration (FHWA) determined that it should conduct a review of the Central Artery tunnel inspection program. The objective of the review was to obtain an independent and objective assessment of the Massachusetts Department of Transportation’s (MassDOT) Central Artery tunnel inspection program to identify good practice and opportunities for improvement. The primary focus was on the tunnel system components that are over roadways and walkways, those that could fall and affect public safety. The review was facilitated by the FHWA Massachusetts Division Office, with technical direction and oversight provided by the FHWA Office of Bridge Technology. A team of representatives from the following organizations conducted the review: FHWA Massachusetts Division Office; FHWA Office of Bridge Technology; FHWA Resource Center Structures Team; FHWA Virginia Division Office; Maryland Transportation Authority; Pennsylvania Department of Transportation; and, the Virginia Department of Transportation. The program review took place from June 27 to July 1, 2011. The review team examined current MassDOT business processes, developed observations, and drafted recommendations related to four major focus areas: A. Inspection procedures B. Inspection response activities C. Inspection quality management D. Staffing, qualifications, and training KW - Central Artery/Tunnel Project KW - Evaluation and assessment KW - Inspection KW - Massachusetts Department of Transportation KW - Quality control KW - Recommendations KW - Safety KW - Training KW - Tunnels UR - http://www.massdot.state.ma.us/portals/8/docs/TunnelSafety/FHWA_CAT_InspectionFinalRpt20111013.pdf UR - https://trid.trb.org/view/1416733 ER - TY - RPRT AN - 01580337 AU - Mallela, Jagannath AU - Hoffman, Gary AU - Littleton, Paul AU - Applied Research Associates, Incorporated AU - Federal Highway Administration TI - South Carolina Demonstration Project: Black River Bridge Replacements on SC 377 in Williamsburg County PY - 2011/10//Final Report SP - 46p AB - As part of a national initiative sponsored by the Federal Highway Administration under the Highways for LIFE program, the South Carolina Department of Transportation (SCDOT) was awarded a $1 million grant to demonstrate the use of proven, innovative technologies for accelerated bridge replacement. This report documents the contracting methods and construction techniques used to replace four consecutive bridges over the Black River in Williamsburg County. This report includes construction details of A+B+C contract bidding with built-in no-excuse incentives and precast bridge beams made with self-consolidating concrete used to replace the existing bridges rapidly, safely, and with less negative impact on the traveling public than using conventional construction methods. Under conventional construction, the impact of this project on travelers was estimated at 28 months, but with the use of innovative contracting and construction methods, the impact was reduced to 14 months. This is a 50 percent reduction in the time required to complete the project. In addition, the contractor finished the bridge portion of the project in about 180 days, 185 days sooner than the maximum allowable time set by SCDOT or 50 percent sooner than projected. Using innovative contracting techniques added an estimated $1.5 million to the initial construction cost of the project, compared with the trailing bid for this project. However, a more comprehensive economic analysis that included a closer look at the construction cost shows that the project potentially saved highway users about $6.9 million (or about 40 percent of the total $17.1 million project costs). Because of the success of this project, SCDOT plans to encourage project managers to apply these contracting methods to future projects. KW - A+B+C contracts KW - Bridge construction KW - Bridge replacement KW - Cost effectiveness KW - Demonstration projects KW - Economic analysis KW - Highways for LIFE KW - Prefabricated bridges KW - Self compacting concrete KW - Technological innovations KW - Williamsburg County (South Carolina) UR - http://www.fhwa.dot.gov/hfl/summary/pdf_2/SC_377_Final_Oct_2011.pdf UR - https://trid.trb.org/view/1372997 ER - TY - RPRT AN - 01555752 AU - Federal Highway Administration AU - Federal Highway Administration TI - Central Artery Project Tunnel Inspection Program PY - 2011/10//Final Report SP - 41p AB - The objective of the review was to obtain an independent and objective assessment of Massachusetts Department of Transportation's (MassDOT’s) Central Artery tunnel inspection program in order to identify good practice and opportunities for improvement. The primary focus was on the tunnel system components that are over roadways and walkways, those that if failure occurred could fall and affect public safety. The review encompassed the following Central Artery facilities: the Tip O’Neil Tunnel (I-93), the I-90 Connector Tunnel, and the Ted Williams Tunnel (I-90). The review meetings took place from June 27 to July 1, 2011. The review was facilitated by the Federal Highway Administration (FHWA) Massachusetts Division Office with technical direction and oversight provided by the FHWA Office of Bridge Technology, and conducted by a review team composed of representatives of the following organizations: FHWA Massachusetts Division, FHWA Office of Bridge Technology, FHWA Resource Center Structures Team, FHWA Virginia Division Office, Maryland Transportation Authority, Pennsylvania Department of Transportation, and Virginia Department of Transportation. The review encompassed four major focus areas: (1) Inspection procedures, (2) Inspection response activities, (3) Inspection quality management, and (4) Staffing, qualifications, and training. KW - Assessments KW - Best practices KW - Central Artery/Tunnel Project KW - Inspection KW - Inspectors KW - Massachusetts Department of Transportation KW - Quality control KW - Recommendations KW - Selection and appointment KW - Structural health monitoring KW - Training KW - Tunnels UR - http://www.massdot.state.ma.us/portals/8/docs/TunnelSafety/FHWA_CAT_InspectionFinalRpt20111013.pdf UR - https://trid.trb.org/view/1344290 ER - TY - RPRT AN - 01548502 AU - Savolainen, Peter T AU - Ghosh, Indrajit AU - NEXTRANS AU - Research and Innovative Technology Administration TI - Investigation of Freeway Operations in Metro Detroit PY - 2011/10//Final Report SP - 45p AB - Traffic incidents are the primary cause of non-recurrent congestion in urban areas, resulting in reductions in roadway capacity due to crashes, vehicle breakdowns, and other events. In addition to contributing to congestion and delay, incidents can result in significant safety hazards to other motorists, as well as first responders. In response to these adverse impacts, many communities have initiated incident management programs that detect and respond to incidents and restore freeways to full capacity by clearing the incident scene as soon as possible. Such programs play an important role in the operation of the transportation system and require collaboration and efficient communication among various agencies, including fire and rescue, police, towing and recovery, transportation engineers, and freeway service patrols. In the Detroit metropolitan area, the Michigan Department of Transportation (MDOT) operates a Freeway Courtesy Patrol (FCP) program as part of its larger freeway incident management program from the Michigan Intelligent Transportation Systems (MITS) Center in downtown Detroit. The MITS Center maintains a series of databases that detail freeway operations, as well as the activities of the FCP. This report details the activities from the second year of a two-year study aimed at assessing freeway operations in metropolitan Detroit. During the first year of this study, a software interface was developed to combine data from these various sources. These data include traffic flow information obtained from roadside microwave sensors, incident response data collected by FCP operators, and roadway geometry data. This research involves the development of a series of duration models to assess how various factors affecting the time required to clear freeway incidents. Various model formulations are compared and the transferability of model results across freeway segments is assessed. KW - Detroit (Michigan) KW - Freeway service patrols KW - Freeways KW - Highway operations KW - Incident management KW - Time duration KW - Traffic crashes KW - Traffic flow KW - Urban areas UR - http://www.purdue.edu/discoverypark/nextrans/assets/pdfs/NEXTRANS_Final_Report%20Savolainen%20Investigation%20of%20Freeway%20Operations%20in%20Metro%20Detroit.pdf UR - https://trid.trb.org/view/1334824 ER - TY - RPRT AN - 01537874 AU - Rue, Harrison AU - Rooney, Kathleen AU - Ange, Katharine AU - Blanton, Whit AU - Hardy, Dan AU - ICF International AU - Federal Highway Administration TI - Creating Livable Communities: How the Transportation Decision Making Process Can Support More Livable Community Outcomes PY - 2011/10 SP - 40p AB - Addressing livability issues in transportation planning, development and implementation ensures that transportation investments support both mobility and broader community goals. In a time of lingering economic uncertainty and declining revenues for transportation projects, these issues need to be thoughtfully addressed to achieve the maximum return in community benefits from a given transportation investment. A well crafted transportation project can be the catalyst for achieving a range of other community or regional livability goals including economic growth and job creation. Communities across the country are looking for ways to develop transportation networks that serve these broader goals, such as supporting quality economic and community redevelopment, providing greater accessibility for people of varying income and ability, and helping reduce the cost of housing and transportation so people have more economic freedom. Safety is another major driver of livability. There is growing demand to design facilities for all users – Complete Streets – while balancing the different access and mobility needs of motorists, truckers, bicyclists, pedestrians and transit riders. As our society ages and becomes more diverse, how our transportation networks connect and function, how they support Main Street businesses and regional economies, and how they protect environmental and public health will become increasingly relevant to our long term economic prosperity and community quality of life. This booklet provides strategies on how to effectively consider and incorporate livability objectives in transportation investment decisions. KW - Accessibility KW - Complete streets KW - Cost control KW - Decision making KW - Economic development KW - Investments KW - Livable communities KW - Mobility KW - Quality of life KW - Strategic planning KW - Transportation planning KW - Transportation safety UR - http://www.fhwa.dot.gov/livability/creating_livable_communities/livabilitybooklet.pdf UR - https://trid.trb.org/view/1323586 ER - TY - RPRT AN - 01537437 AU - Anderson, Neil AU - Myat, Maung AU - Center for Transportation Infrastructure and Safety/NUTC program AU - Research and Innovative Technology Administration TI - Geophysical Investigation, Lake Sherwood Dam Site, East-Central Missouri PY - 2011/10//Final Report SP - 9p AB - Electrical resistivity and self potential (SP) data were acquired across selected segments of the Lake Sherwood earth-fill dam and in designated areas immediately adjacent to the dam. The 2-D electrical resistivity profile data were acquired with the objectives of imaging the subsurface to depths on the order of 60 ft and identifying constructed keyway. The SP data were acquired with the objective of identifying active seepage/flow pathways in the subsurface. KW - Earth dams KW - Electrical resistivity KW - Geophysical imaging KW - Geophysical prospecting KW - Missouri KW - Seepage KW - Subsurface anomalies UR - http://transportation.mst.edu/media/research/transportation/documents/R223.pdf UR - https://trid.trb.org/view/1322357 ER - TY - RPRT AN - 01537410 AU - Anderson, Neil AU - Center for Transportation Infrastructure and Safety/NUTC program AU - Research and Innovative Technology Administration TI - Interpretation of Reflection Seismic Data Acquired for Knight Hawk Coal, LLC PY - 2011/10//Final Report SP - 10p AB - The Missouri University of Science and Technology geophysical crew acquired approximately 3000 lineal feet of reflection seismic data along five separate traverses (1-5) at the PEUG South mine site. The objective was to determine if any of the traverses overlie previously mined ground. The interpretation of the acquired reflection seismic data suggests that the five traverses probably do not overlie previously mined ground, with the possible exception of a segment of traverse 1. KW - Data analysis KW - Geophysical prospecting KW - High resolution data KW - Mining KW - Missouri KW - Seismic profiles KW - Subsidence (Geology) KW - Underground anomalies UR - http://transportation.mst.edu/media/research/transportation/documents/R256-cr.pdf UR - https://trid.trb.org/view/1322157 ER - TY - RPRT AN - 01516525 AU - Rizek, Jodi M AU - Sutherland, Pamela J AU - Battelle AU - Federal Transit Administration TI - Immediate Actions for Transit Employees: Protecting Against Life-Threatening Emergencies. A Resource Document for Transit Agencies PY - 2011/10 SP - 34p AB - Prepared by the Federal Transit Administration’s (FTA) Office of Safety and Security, this document is part of FTA’s technical assistance to transit agencies. An immediate action is an action taken by a transit employee beginning immediately after he/she observes an actual or potential emergency and before he/she can report the emergency to the control center. Immediate actions are taken to protect life and property, including the lives of transit employees, patrons, and the public. This document addresses immediate actions in response to acute health events, safety accidents, criminal and terrorists threats and actions, natural disasters, and emergencies of unknown cause. It is written specifically for transit agencies and employees, whose safety and security responsibilities often extend beyond themselves, to include the safety and security of their patrons as well as transit property. It includes example immediate actions that transit agencies can adapt to conform and integrate into their own operating procedures. It applies to all modes of transit. It also applies to all transit employees except transit police, transit security personnel, and other emergency responders who have specific procedures and training for responding to emergencies. KW - Emergency management KW - Emergency training KW - Employees KW - Hazards and emergency operations KW - Public transit KW - Transit operating agencies KW - Transit operators UR - http://www.fta.dot.gov/documents/IA_Update_Final(1).pdf UR - https://trid.trb.org/view/1298646 ER - TY - RPRT AN - 01478156 AU - Ross, Catherine L AU - Georgia Institute of Technology, Atlanta AU - Federal Highway Administration TI - Megaregions: Literature Review of Organizational Structures and Finance of Multi-jurisdictional Initiatives and the Implications for Megaregion Transportation Planning in the U.S PY - 2011/10 SP - 133p AB - Transportation infrastructure forms network s both within and between cities and regions and as such, is inherently a megaregion issue. Therefore, conceiving a framework for governing megaregion transportation planning in the United States, particularly across political boundaries, requires a thorough understanding of the background of current megaregion planning initiatives. At present, transportation planning is typically conducted by individual states regions, cities or towns or it may be undertaken by the Federal government where multiple states are involved. Megaregions: Literature Review of Organizational Structures and Finance of Multi-jurisdictional Initiatives and the Implications for Megaregion Transportation Planning in the U.S. was prepared for the U.S. Department of Transportation, Federal Highway Administration. The report provides theoretical concepts of governing structures, reviews case studies of innovative international and national approaches to analyze structures under which successful transportation projects were undertaken under non-traditional, inter-regional and trans-boundary geography and discusses opportunities and challenges in megaregion transportation planning. KW - Case studies KW - Federal government KW - Finance KW - Infrastructure KW - Literature reviews KW - Megaregions KW - Multijurisdictional planning KW - Transportation planning KW - United States UR - http://www.fhwa.dot.gov/planning/megaregions/reports/megaregions_report_2011/megaregions2011.pdf UR - https://trid.trb.org/view/1247038 ER - TY - RPRT AN - 01473202 AU - Ghorbanpoor, Al AU - Puerto, Sofia AU - University of Wisconsin, Milwaukee AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Bridge Integrated Analysis and Decision Support: Case Histories Phase II PY - 2011/10//Final Report SP - 147p AB - In 2004, the Wisconsin Highway Research Program (WHRP) initiated project # 0092-04-15, entitled, “Bridge Integrated Analysis and Decision Support – Case Histories (Phase I)” at the University of Wisconsin-Milwaukee (UWM) to document the existing knowledge related to Wisconsin bridge incidents in the form of a database of case histories. That study was completed in 2007 where for the database for each case study included detailed information on the bridge, past repair and maintenance, description of the events, reporting, and initial and subsequent responses by the responsible parties, and any resulting remediation. The database entitled “Bridge Incident Response Database” (BIRD) is web-based and searchable with “keywords” and it is detailed in the final report (SPR # 0092-04-15) that was published in January 2008. In January 2008, the WHRP approved this study, “Bridge Integrated Analysis and Decision Support – Phase II,” to enhance the database from the Phase I study (BIRD) and to develop a decision support system (DSS) that could aid the Wisconsin Department of Transportation (WisDOT) personnel in making appropriate decisions in cases of bridge emergencies. The DSS developed under this study, “Bridge Emergency Expert System” (BEES), utilizes rules and procedures in the form of a decision tree that is built based on information from visual inspection at the time of the incident and existing records to recommend appropriate initial actions at the site of the incident. BEES interacts with the user through a “user interface” and makes recommendations on following safety procedures appropriate with the level of damage present in the structure. It should be noted that the recommended actions from the expert system under this study are not based on performing structural analysis or rating of the bridge at the time of the incident. As such, these recommendations should be considered and implemented by experienced staff or in consultation with experienced bridge engineers. KW - Bridge Emergency Expert System (BEES) KW - Bridges KW - Case studies KW - Crashes KW - Databases KW - Decision support systems KW - Decision trees KW - Emergencies KW - Wisconsin UR - http://wisdotresearch.wi.gov/wp-content/uploads/WisDOT-WHRP-project-0092-04-15-final-report.pdf UR - https://trid.trb.org/view/1239124 ER - TY - RPRT AN - 01470337 AU - Muraleetharan, K K AU - Miller, Gerald AU - Kirupakaran, Karrthik AU - Bright, Zachary AU - University of Oklahoma, Norman AU - Oklahoma Department of Transportation AU - Federal Highway Administration TI - Overturning Forces at Bridge Abutments and the Interaction of Horizontal Forces from Adjacent Roadways: Annual Report for FY 2011 PY - 2011/10 SP - 10p AB - Oklahoma Department of Transportation (ODOT) is experiencing a number of problems related to the interactions between bridge abutments and adjacent roadways. These problems include expansion joints closing, roller support bearings tilting, and beams pushing against abutment backwalls. Through field observations, instrumentation of selected bridges, and computer simulations, this project will develop design, construction, and repair guidelines to alleviate adverse effects of interactions between ODOT bridge abutments (non-integral), bridge decks, and adjacent roadways. KW - Bridge abutments KW - Bridge decks KW - Distress KW - Expansion joints KW - Field studies KW - Horizontal forces KW - Instrumentation KW - Oklahoma Department of Transportation KW - Simulation UR - http://www.okladot.state.ok.us/hqdiv/p-r-div/spr-rip/library/reports/rad_spr2-i2228-fy2011-rpt-ann-muralee.pdf UR - https://trid.trb.org/view/1237836 ER - TY - RPRT AN - 01470331 AU - Ley, Tyler AU - Materer, Nicholas AU - Apblett, Allen AU - Oklahoma State University, Stillwater AU - Oklahoma State University, Stillwater AU - Oklahoma Department of Transportation AU - Federal Highway Administration TI - Expected Life of Silane Water Repellant Treatments on Bridge Decks: Annual Report for FY 2011 PY - 2011/10 SP - 22p AB - The Oklahoma Department of Transportation (ODOT) commonly uses a silane chemical sealer on new bridge decks to reduce the penetration of external chemicals and help extend the life of the bridge. Currently, it is unknown how long these sealers are effective, and if these sealers can be reapplied to existing concrete after the silane has stopped performing. In this project the research team will evaluate the effectiveness of silane coatings of bridge decks at different ages through laboratory and non-destructive field techniques to determine their effective life. Methods to reapply the silanes to mature concrete will also be investigated. The tasks for this project are: literature review; establish laboratory procedures to evaluate silane performance; investigate non-destructive field techniques to evaluate silane performance; determine the effectiveness of silanes for in-service bridge decks; investigate methods of reapplication on the silanes to mature concrete; and create a final report. KW - Bridge decks KW - Evaluation KW - Laboratory tests KW - Maintenance KW - Performance measurement KW - Sealing compounds KW - Service life KW - Silane UR - http://www.okladot.state.ok.us/hqdiv/p-r-div/spr-rip/library/reports/rad_spr2-i2229-fy2011-rpt-ann-ley.pdf UR - https://trid.trb.org/view/1237835 ER - TY - RPRT AN - 01454003 AU - Thompson, Eric AU - Comlavi, Kanou AU - Dimmit, Mallory AU - Mid-America Transportation Center AU - Nebraska Department of Roads AU - Federal Highway Administration TI - Model for Predicting the Impact upon Economic Development Resulting from Highway Improvement Projects PY - 2011/10//Final Report SP - 43p AB - The Nebraska Department of Roads (NDOR) has an interest in integrating state economic development impact as another factor in prioritizing transportation investments. Such efforts require the development of a comprehensive model that can be used to estimate a consistent final measure of economic development impact that can be readily integrated into existing prioritization formulas. This report summarizes the efforts of the University of Nebraska-Lincoln Bureau of Business Research (UNL-BBR) to develop such a model, by measuring the impact of expressway, viaduct, and other major investments projects around the state. Specifically, UNL-BBR developed an economic model to predict the economic impact of transportation investments based on relevant factors such as the magnitude of the investment and the region's population or economic activity. This report summarizes the model and explains how it was developed. The model itself is contained in a separate Excel workbook which can be utilized to make estimates of the economic impact of highway investments. We estimated that the economic impact of the highway investment projects in Nebraska based on 47 major investment projects in the state from the last two decades. The authors found mixed evidence that highway capital investments led to faster growth in manufacturing wages and total wages in the decades that followed. Generally speaking, larger investments taking place in larger counties tended to yield a positive economic impact; that is, growth in the county receiving the investment was faster than growth in control counties. Small investments in smaller counties, however, did not clearly generate an economic impact. These empirical findings were used to generate an economic model to predict the economic impact of highway investments in Nebraska. This model can be utilized by NDOR in the coming years and can be readily updated for continued use in the future. KW - Capital investments KW - Economic development KW - Economic impacts KW - Economic models KW - Highways KW - Improvements KW - Nebraska UR - http://nlc1.nlc.state.ne.us/epubs/R6000/B016.0172-2011.pdf UR - https://trid.trb.org/view/1222354 ER - TY - RPRT AN - 01449679 AU - Alam, Ashraful AU - Haselbach, Liv AU - Cofer, William AU - Transportation Northwest Regional Center X (TransNow) AU - Washington State Department of Transportation AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Finite Element Evaluation of Pervious Concrete Pavement for Roadway Shoulders PY - 2011/10//Final Report SP - 79p AB - Stormwater quantity control is an important issue that needs to be addressed in roadway and ancillary transportation facility design. Pervious concrete has provided an effective solution for storm runoff for parking lots, sidewalks, bike trails, and other applications. It should be readily adaptable for use on roadway shoulders. Being a relatively new material for use in pavement for roadways, there is a lack of knowledge of the strength and behavior of pervious concrete slabs. While standard procedures for rigid pavement design with Portland cement concrete have been recommended, there are fundamental differences with pervious concrete pavement. These include a variation in concrete strength and stiffness through the depth of a slab and differences in the subgrade. Also, the main concern for a shoulder is the need to withstand wheel loadings from encroaching truck traffic. Both the strength of the pervious concrete pavement and the interface with the mainline pavement must be evaluated. Typically, tiebars are used at the interface to connect the shoulder and mainline slabs. The capacity and durability of pervious concrete at the tiebars is unknown, and steel reinforcing may not be an option with pervious systems. While full-scale testing of pervious concrete pavement is desirable, a preliminary evaluation can be performed quickly and economically through computer simulation. The Finite Element Method is a proven technique for the evaluation of solids and structures. With this approach, a number of loading scenarios can be applied to various pavement configurations to determine pavement capacity and evaluate the importance of connections with tiebars. The results of these analyses can be used to guide a full-scale testing program and help develop design procedures. KW - Bearing capacity KW - Concrete pavements KW - Durability tests KW - Evaluation and assessment KW - Finite element method KW - Pavement design KW - Pervious concrete KW - Road shoulders KW - Simulation KW - Strength of materials UR - http://ntl.bts.gov/lib/46000/46200/46258/TNW2012-07_Finite_Element_Evaluation_of_Pervious_Concrete_Pavement_for_Roadway_Shoulders.pdf UR - https://trid.trb.org/view/1213874 ER - TY - RPRT AN - 01448978 AU - Goodin, Ginger AU - Ford, Heather AU - Battelle Memorial Institute AU - Texas Transportation Institute AU - Federal Highway Administration TI - Final Proceedings of "Getting Started with Congestion Pricing: A Workshop for Local Partners" PY - 2011/10//Technical Report SP - 19p AB - In 2010, a one-day workshop was developed to provide local agencies with a means to come together and learn more about the process of planning and implementing a congestion pricing facility. Two regional workshops were conducted, one in Hartford, Connecticut and the other in Charlotte, North Carolina. These workshops brought together transportation practitioners and policy makers on a local level, who were interested in learning how to go about planning and implementing pricing projects in their areas. This paper provides a broad review of the congestion pricing introductory workshop for local agencies. The purpose of this review is to provide feedback to the Federal Highway Administration (FHWA) regarding the effectiveness of the workshop in accomplishing the objectives outlined by the sponsor and in gathering information on the needs of the local agencies that are considering a future transportation system with lane pricing. KW - Charlotte (North Carolina) KW - Congestion pricing KW - Hartford (Connecticut) KW - Highway traffic control KW - Local government agencies KW - Road pricing KW - Travel demand management KW - Workshops UR - http://ops.fhwa.dot.gov/publications/fhwahop11035/trdp.htm UR - https://trid.trb.org/view/1216395 ER - TY - RPRT AN - 01446497 AU - Mielke, Jon AU - Upper Great Plains Transportation Institute AU - Federal Transit Administration TI - 5311(c) Tribal Transit Funding: Assessing Impacts and Determining Future Program Needs PY - 2011/10 SP - 33p AB - The federal government has invested a significant amount of money in tribal transit in recent years. Since the enactment of the current highway bill (Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU)) in 2005, the Federal Transit Administration’s (FTA) 5311(c) tribal transit program has distributed $60 million to federally recognized tribes and Alaska Native villages in rural areas. The money has been used to plan, start, and enhance local transit services. In 2009, an additional $17 million in American Recovery and Reinvestment Act (ARRA) stimulus money was granted to tribes and Alaska Native villages to finance transit-related capital improvement projects. This report draws on prior and ongoing research regarding the transportation needs of Native American and Alaska Native communities. It also presents information on existing tribal transit services, much of which was collected via a survey of the entities that have received 5311(c) tribal transit funding to either start or enhance transit services on reservations or in Alaska Native villages. KW - Alaska KW - Financing KW - Government funding KW - Indigenous peoples KW - Native Americans KW - Public transit KW - Rural transit KW - Surveys UR - http://www.ugpti.org/pubs/pdf/DP243.pdf UR - http://ntl.bts.gov/lib/45000/45900/45935/DP243.pdf UR - https://trid.trb.org/view/1213985 ER - TY - RPRT AN - 01446049 AU - Subbotin, Nicholas AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Development of an Airport Ground Vehicle Runway Incursion Warning System PY - 2011/10//Final Report SP - 40p AB - The Federal Aviation Administration continues to assess ways to prevent runway incursions and other airport operational incursions, especially during ground vehicle operations at airports. The minimum operational performance specifications described in this report identify a stand-alone incursion warning system for a ground vehicle driver. A global positioning system (GPS) was used to provide vehicle location information for this warning system. The objectives of this research were to evaluate current navigation devices for use in airport ground vehicles to prevent airport incursions, provide recommendation criteria for the design and operation of a system defining both minimum performance and optimal features, and provide cost estimates for the procurement of equipment. The two types of devices that were evaluated could be modified and used as an airport ground vehicle runway incursion warning system to prevent runway incursions. The first device demonstrated a preconfigured system that functions without additional modifications for all airports. The second device was a custom system with software and hardware components that can be modified to the airport user’s needs. Based on this report, minimum performance criteria for an airport ground vehicle incursion warning system were established. Minimum performance criteria included the vehicle location accuracy equal to a wide area augmentation system GPS accuracy of <3 meters 95% of the time, location receiver placement on a vehicle, proximity warnings, alert areas, audible and visual signals to the driver, system updates, and compliance. An airport ground vehicle runway incursion warning system should not give directions for navigating on an airport, and must not take the place of airport familiarization and air traffic control instructions. The system should be used as a situational awareness tool. Optional features that were not critical to preventing a runway incursion but would provide additional benefits to airport users are discussed in this report. Cost estimates for the preconfigured system ranged from $1500 to $2000. The cost for the custom system depended on the requirements specified by the airport user. A single, independently operated device ranged from $2000 to $4000. If an airport user requested a network infrastructure to take full advantage of the custom system’s capabilities, the cost reached upwards of $100,000. KW - Airport ground transportation KW - Airport runways KW - Aviation safety KW - Costs KW - Crash avoidance systems KW - Evaluation KW - Global Positioning System KW - Navigation devices KW - Recommendations KW - Runway incursions UR - http://www.tc.faa.gov/its/worldpac/techrpt/ar11-26.pdf UR - https://trid.trb.org/view/1212691 ER - TY - RPRT AN - 01445983 AU - Rushing, John F AU - U.S. Army Engineer Research and Development Center AU - Federal Aviation Administration TI - Development of Criteria for Using the Superpave Gyratory Compactor to Design Airport Asphalt Pavement Mixtures PY - 2011/10//Final Report SP - 247p AB - Asphalt mix design for commercial airports in the United States is performed in accordance with guidelines set forth in the Federal Aviation Administration (FAA) Advisory Circular AC 150/5370-10D, “Standard for Specifying Construction of Airports, Item P-401—Plant Mix Bituminous Pavements.” Currently, two methods are used to compact asphalt pavement mixtures used in transportation surfaces. The Marshall method, the standard method for commercial airports, uses an impact device that imparts a repetitive stress to the mixture. The Superpave design method provides a kneading action to compact the mixture under constant strain conditions. Design of asphalt mixtures for airfields has been successfully accomplished using the Marshall method since the 1940s. The Superpave design method was developed and adopted by state departments of transportation beginning in the mid-1990s. Currently, most transportation departments have adopted this concept. Since most of the paving work by the asphalt industry is funded by state departments of transportation and private work (which typically use department of transportation criteria), it is becoming more difficult to find laboratories and contractors that continue to use the Marshall method. Hence, it is important that the Superpave method be adopted for airfield pavements. Prior to adopting Superpave as the primary method, it was necessary to determine the number of gyrations required to provide an adequate compactive effort for airfield pavements. This study evaluated the number of gyrations for a number of mixtures required to provide a density equal to 75 blows with the Marshall hammer. Since the 75-blow Marshall mixtures had performed well in the past, it was believed that providing a density with the gyratory compactor equal to that obtained with Marshall compaction would be a good way to adopt Superpave and still have confidence of good performance. This report describes the details of the study and provides a recommended number of gyrations with the Superpave gyratory compactor to provide a mixture that will perform similar to the 75-blow Marshall mixture. The study recommended that 70 gyrations are required to produce a mix similar to the 75-blow Marshall mixture. Additional research is also needed to correlate field performance of asphalt mixtures designed using Superpave methodologies. KW - Airport runways KW - Asphalt concrete pavements KW - Compaction KW - Gyratory testing machines KW - Hot mix asphalt KW - Laboratory tests KW - Marshall test KW - Superpave UR - http://www.tc.faa.gov/its/worldpac/techrpt/ar10-35.pdf UR - https://trid.trb.org/view/1212713 ER - TY - RPRT AN - 01383565 AU - Green, Paul E AU - Matteson, Anne AU - University of Michigan Transportation Research Institute AU - Federal Motor Carrier Safety Administration TI - Evaluation of 2009 Oregon Crash Data Reported to the MCMIS Crash File PY - 2011/10//Special Report SP - 37p AB - This report is part of a series evaluating the data reported to the Motor Carrier Management Information System (MCMIS) Crash File undertaken by the Center for National Truck and Bus Statistics at the University of Michigan Transportation Research Institute. Earlier studies have shown that reporting to the MCMIS Crash File was generally incomplete. This report examines reporting by the State of Oregon. Because key variables used in the evaluation process are not recorded in the computerized state data files, it was not possible to calculate an overall reporting rate for Oregon. It appears that Oregon reported 28 of 30 qualifying vehicles in fatal crashes, and the 1,120 total vehicles actually reported is reasonably close to the number predicted by a model that estimates the number of vehicles reportable to the MCMIS Crash file. However, it was not possible to evaluate the extent of underreporting or overreporting. An evaluation of timeliness in reporting shows that Oregon tended to upload records to the MCMIS Crash file well after the 90-day grace period ended. Only about 5 percent of records submitted were uploaded within the grace period. Missing data rates are low for most variables, though specific problems were noted with the hazmat variables. Corresponding data elements in the MCMIS and Oregon crash files were reasonably consistent except as noted with the straight truck and truck tractor configurations. KW - Bus crashes KW - Crash data KW - Crash records KW - Crash severity KW - Missing data KW - Motor Carrier Management Information System Crash File KW - Oregon KW - Traffic crashes KW - Truck crashes UR - http://deepblue.lib.umich.edu/bitstream/2027.42/89597/1/102789.pdf UR - https://trid.trb.org/view/1147898 ER - TY - RPRT AN - 01380415 AU - Volpe National Transportation Systems Center AU - Minnesota Department of Transportation AU - Metropolitan Council of Twin Cities TI - Twin Cities Metro Freight Initiative: Performance Management Framework PY - 2011/10 SP - 19p AB - As the demand for freight and passenger transportation continues to increase faster than our ability to manage current transportation facilities or provide new ones, we can expect increased congestion and lower mobility, as well as degradation of safety, environmental and other factors by which we evaluate freight transportation quality. Consequently, freight performance measures and indicators become important by enabling us to understand freight system problems better. At the same time, they help us generate more viable solutions to address root causes when we organize them in a framework for: (1) balancing competing goals and objectives, (e.g., safety, mobility, environmental quality); and (2) setting priorities among alternative actions to resolve freight issues. The following framework is intended as a reference for Minnesota Department of Transportation (MnDOT) and Met Council as they develop the details of and seek input on a strategy for improving the Twin Cities’ freight system. The project leaves as a future step the identifying of a core set of measures and indicators on which to focus in terms of data collection, data analysis, as well as planning and policy application. Such a core set could be the basis for a dashboard to reference in managing the Twin Cities’ freight system. KW - Data collection KW - Environmental quality KW - Freight Performance Measures KW - Freight transportation KW - Mobility KW - Safety KW - Transportation planning KW - Twin Cities Metropolitan Area (Minnesota) UR - http://ntl.bts.gov/lib/44000/44700/44775/Twin_Cities_Metro_Freight_Initiative_Performance_Management_Framework_October_2011.pdf UR - https://trid.trb.org/view/1147323 ER - TY - RPRT AN - 01380355 AU - Federal Highway Administration AU - Battelle AU - Research and Innovative Technology Administration TI - Developments in Weather Responsive Traffic Management Strategies. Summary Report: 1st National Workshop and Stakeholder Meeting on Weather Responsive Traffic Management (WRTM), October 6-7, 2011, Portland, Oregon PY - 2011/10//Summary Report SP - 27p AB - The first national workshop and stakeholder meeting on weather responsive traffic management (WRTM) was held on October 6-7, 2011 in Portland, Oregon, following up on the Traffic Management Center Pooled Fund annual meeting held at the same location. Invited participants discussed the state of the practice and future directions in traffic and transportation management during adverse weather. The WRTM workshop was planned and conducted to achieve the following objectives: (1) create and sustain an engaged and diverse stakeholder group to support and champion WRTM; (2) disseminate research results, available tools, and best practices in WRTM; (3) identify gaps, challenges and issues with implementing WRTM strategies; (4) gather research, development and deployment needs and identify ways that the Federal Highway Administration (FHWA) can effectively support State and local needs for implementation; and (5) encourage adoption of WRTM practices, tools and techniques by stakeholders. The participants included private contractors, researchers, and representatives from FHWA, state departments of transportation, city agencies, and a turnpike authority. This report summarizes the discussions, key themes and the twelve action items emerging from the workshop. KW - Highway operations KW - Highway safety KW - Highway traffic control KW - Road weather information systems KW - State of the practice KW - Weather conditions KW - Workshops UR - http://tti.tamu.edu/group/sysreliability/files/2011/11/WRTM_Workshop-Summary-Report_FINAL_v2.pdf UR - https://trid.trb.org/view/1148124 ER - TY - RPRT AN - 01378867 AU - Khwaja, Nabeel AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Implementing a Project and Portfolio Management System for TxDOT Project Development PY - 2011/10 SP - 16p AB - Beginning in the summer of 2009, Texas Department of Transportation (TxDOT) started developing the framework for implementing a sophisticated new system to manage its large and diverse portfolio of projects during their development phase. This was followed by the implementation itself for managing project schedules, project and portfolio resources and costs during their development cycle. This unique and challenging implementation across TxDOT encompassed all functional areas involved in the project development phase. It was successfully completed by overcoming technical, technological, and cultural challenges inherent with any implementation of this scale and magnitude. During the course of this implementation, hundreds of TxDOT employees spread across various district and division offices were trained. The needs and benefits of this system were continuously communicated vertically and horizontally across TxDOT. Technical constraints in the use of a new and sophisticated system were overcome and technological barriers in integrating various information systems were surmounted to provide a seamless and integrated system from which internal and external stakeholders can obtain project and portfolio related information. The system is now populated with several thousand project schedules, with work calendars and resource assignments for a large subset of the portfolio. It is capable of providing decision-support that was not previously possible. Moreover, since all functional areas of project development process are represented in the system, the system can be used to analyze various issues using the same portfolio of projects. This was not possible in the past, due to the lack of a standardized enterprise platform for such needs. During this implementation, the Center for Transportation Research (CTR) at the University of Texas at Austin provided critically needed experience and expertise. Today, the system is helping TxDOT develop and manage its four-year portfolio of active projects by helping define the portfolio of projects that can be developed in the next four fiscal years within the resource and fiscal constraints of its revenue projections. Through this system, TxDOT staff can monitor and track the progress and ensure timely delivery of projects, meeting commitments to the public on thousands of projects. This report summarizes work performed by CTR under the RTI Implementation Project 9-9012-01. KW - Decision support systems KW - Implementation KW - Project management KW - Texas Department of Transportation KW - Training UR - http://www.utexas.edu/research/ctr/pdf_reports/9_9012_01_1.pdf UR - https://trid.trb.org/view/1145132 ER - TY - RPRT AN - 01376385 AU - Mills, Alison AU - Duthie, Jen AU - Machemehl, Randy AU - Ferguson, Erin AU - Waller, Travis AU - Sun, Dazhi AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Texas Roundabout Guidelines: Final Report PY - 2011/10//Technical Report SP - 120p AB - Although roundabouts have now been implemented in many parts of the U.S., very few have been built in Texas. This report contains best practices for choosing appropriate locations and design concepts for Texas roundabouts. This research effort is comprised of the following components: synthesis of available literature and analysis methods, development of capacity analysis methods, validation and enhancement of existing tools, and a spreadsheet tool to aid in roundabout planning and implementation. KW - Best practices KW - Geometric design KW - Guidelines KW - Highway capacity KW - Highway operations KW - Highway safety KW - Literature reviews KW - Location KW - Roundabouts KW - Texas UR - http://www.utexas.edu/research/ctr/pdf_reports/0_6414_1.pdf UR - https://trid.trb.org/view/1144164 ER - TY - RPRT AN - 01376325 AU - Nezamuddin, N AU - Jiang, Nan AU - Zhang, Ti AU - Waller, S Travis AU - Sun, Dazhi AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Traffic Operations and Safety Benefits of Active Traffic Strategies on TxDOT Freeways PY - 2011/10//Technical Report SP - 139p AB - Traffic congestion is an increasing problem in the nation’s urban areas, leading to personal inconvenience, increased pollution, hampered economic productivity, and reduced quality of life. While traffic congestion tends to continuously increase, growth in transportation infrastructure is limited by financial and land availability constraints. This has placed an increasing emphasis on using active traffic management strategies (ATM), such as speed harmonization, peak-period shoulder use, and ramp metering, to efficiently manage congestion using existing freeway capacity. Safety implication of these strategies is of prime concern before they can be implemented on the ground. This project developed a series of interdependent models and a simulation framework to evaluate the traffic operations and safety benefits of ATM strategies. Four ATM scenarios were evaluated in this study: variable speed limits (VSL), peak-period shoulder use, VSL and shoulder use, and ramp metering. Overall these ATM strategies were found to homogenize traffic and create safer driving conditions, but did not increase the throughput of the freeway. The study calls for caution and comprehensive evaluation in the case of shoulder use as sudden one-lane drop at the end of the shoulder-use section may have adverse effect on traffic operations and safety. The intelligent transportation system (ITS) devices required to implement these strategies, enforcement issues, potential impediments in their implementations, and a framework for cost-benefit analysis to determine the economic viability are also discussed. KW - Active traffic management KW - Freeways KW - Highway traffic control KW - Ramp metering KW - Road shoulders KW - Texas KW - Traffic congestion KW - Traffic safety KW - Variable speed limits UR - http://www.utexas.edu/research/ctr/pdf_reports/0_6576_1.pdf UR - https://trid.trb.org/view/1144068 ER - TY - RPRT AN - 01376225 AU - Meyer, Michael D AU - Rosbury, Adam AU - Georgia Institute of Technology, Atlanta AU - Georgia Institute of Technology, Atlanta AU - Georgia Transportation Institute University Transportation Center (GTI-UTC) AU - Georgia Department of Transportation AU - Federal Highway Administration TI - Institutional and Financial Analysis of Weigh Station Performance in Georgia PY - 2011/10//Final Report SP - 23p AB - This report examines the State of Georgia’s commercial vehicle oversize and overweight enforcement program over the past 10 years. An overview of the federal and state regulations for both oversize and overweight vehicles is presented, which includes state responsibilities for reporting data to the federal government. Data from states surrounding Georgia along with that from Georgia were used to assess the changes in commercial vehicle inspections and violations that occurred from 2007 to 2010. In all cases, the number of inspections and violations (reported to the federal government) has declined over this period, with Georgia showing the largest reduction of 54 percent in weight and size violations. Given the consistent reduction in inspections and violations for the states examined, the reduction of 54 percent in Georgia can be partially explained by factors that seem to be affecting each of the states (e.g., changes in truck travel due to economic conditions). However, the 54 percent reduction for Georgia is significantly higher than the average reduction for the surrounding states of 32 percent, suggesting that the reduction in Georgia is also partially explained by changes in resources allocated to the program and perhaps different administrative approaches. The report notes that the revenues obtained from the program would seem to more than cover the costs of inspection and enforcement and that Georgia should examine options to privatize some aspects of the commercial vehicle inspection program. KW - Commercial vehicles KW - Financial analysis KW - Georgia KW - Law enforcement KW - Oversize vehicles KW - Overweight loads KW - Size and weight regulations KW - Trucking KW - Trucks KW - Vehicle size KW - Vehicle weight KW - Weigh stations KW - Weight violations UR - http://www.nctspm.gatech.edu/sites/default/files/u46/Meyer%20and%20Rosbury_Institutional%20and%20Financial%20Analysis%20%20_10-19.pdf UR - http://www.utc.gatech.edu/sites/default/files/projects/reports/meyer_and_rosbury_institutional_and_financial_analysis___10-19.pdf UR - https://trid.trb.org/view/1144008 ER - TY - RPRT AN - 01376096 AU - Koch, Scott AU - Huntington, George AU - Ksaibati, Khaled AU - University of Wyoming, Laramie AU - Wyoming Department of Transportation AU - Federal Highway Administration TI - Performance of Reclaimed Asphalt Pavement on Unpaved Roads PY - 2011/10//Final Report SP - 176p AB - The University of Wyoming's Local Technical Assistance Program (LTAP) Center conducted a study examining the performance of reclaimed, recycled asphalt pavement (RAP) on unpaved roads in three Wyoming counties. Fifteen material and dust suppression treatment combinations were examined. Materials included three RAP sources from Wyoming interstate millings and one milled cement-treated base (CTB) from Interstate 80. Dust suppressants included calcium chloride flakes, magnesium chloride brine, and brines made from blends of magnesium chloride with either lignin sulfonate or a proprietary polymer.Three different construction methods were used: RAP was placed with haul trucks and shaped and blended with a motor grader; RAP was placed with haul trucks and blended with a reclaimer and shaped with a motor grader; and RAP was blended with virgin aggregate at the stockpile, then the blend was hauled to the roadway, shaped with a motor grader, and compacted with a single steel drum roller. The most critical element of placing, blending and shaping the RAP blends was the method's ability to provide complete blending, thereby avoiding segregation that led to several distresses including loose aggregate, dust and rutting. Performance was assessed using Colorado State University's dustometer, the unsurfaced road condition index (URCI), and a variety of other materials tests and performance evaluations. The following conclusions can be drawn based on the analysis performed: CTB is not recommended as a surfacing material on unpaved roads. RAP was shown to be an effective surfacing material for unpaved roads when blended with other aggregates. Dust was reduced. Further reductions were, in most cases, achieved by adding a dust suppressant to the RAP and aggregate blends. However, dust suppressants increased the RAP-blend surfaces' vulnerability to rutting and other surface distortions when compared to the RAP blends alone. Economic analysis indicates that RAP should not be used when the alternative use is as an additive to hot plant mix asphalt. However, if the alternative use is as a road base material, it is likely that using the RAP as an additive to an unpaved road's surface is the most economically advantageous use of RAP. KW - Aggregate mixtures KW - Asphalt mixtures KW - Asphalt pavements KW - Dust KW - Reclaimed asphalt pavements KW - Recycled materials KW - Unpaved roads KW - Wyoming (Iowa) UR - http://www.dot.state.wy.us/files/live/sites/wydot/files/shared/Planning/Research/RAP%20on%20Unpaved%20Roads.pdf UR - http://ntl.bts.gov/lib/44000/44300/44318/RAP_on_Unpaved_Roads.pdf UR - https://trid.trb.org/view/1143115 ER - TY - RPRT AN - 01375840 AU - Prozzi, Jolanda AU - Grebenschikov, Sergey AU - Banerjee, Ambarish AU - Prozzi, Jorge AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Impacts of Energy Developments on the Texas Transportation System Infrastructure PY - 2011/10//Technical Report SP - 234p AB - Texas’s energy sector has a critical impact—historically and currently—on both the state economy and the Texas transportation system. The state’s various transportation modes, including rail, highways, pipelines, and ports, form a system that supports the energy sector in a number of ways. Examples include the (a) movement of various components during the construction and implementation of the energy source (e.g., wind turbines and solar farms), (b) provision of enabling infrastructure (e.g., transmission lines), and (c) movement of the intermediate and final products in some energy supply chains (e.g., low sulfur mid-west coal by Class 1 unit trains to the major coal burning plants in Texas). It is thus critical that TxDOT develop a better understanding of the current and future impacts of the energy sector on Texas’s transportation system, as well as quantify these impacts to ensure both adequate maintenance and its future sustainability. KW - Coal KW - Energy KW - Impacts KW - Solar energy KW - Supply chain management KW - Texas KW - Transmission lines KW - Transportation infrastructure KW - Wind turbines UR - http://www.utexas.edu/research/ctr/pdf_reports/0_6513_1a.pdf UR - https://trid.trb.org/view/1142368 ER - TY - RPRT AN - 01375424 AU - Waller, S Travis AU - Walewski, John AU - Chang, Carlos AU - Fajardo, David AU - Lasdon, Leon AU - Montes, Edith AU - Ruiz-Juri, Natalia AU - Sadatsafavi, Hessam AU - Yager, Christine AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - An Assessment and Framework of Management Science Applications for TxDOT PY - 2011/10//Technical Report SP - 113p AB - For this project researchers implemented a systematic approach to identify the domains within the Texas Department of Transportation (TxDOT) where Operations Research and Management Science (OR/MS) techniques can lead to substantial improvements. A comprehensive study of TxDOT's operations was conducted based on existing documentation, and complemented by a two-part survey of TxDOT personnel. Researchers used their expertise in OR/MS modeling to define themes, or functional mappings, based on survey responses. Such themes, common across a wide range of TxDOT organizational substructures, consist of applications that share a common set of models and/or methods in the OR/MS literature, and they represent research avenues that have the largest potential to benefit TxDOT operations. Seven key areas of research were identified, including utility accommodation and right of way acquisition, work load and productivity analysis for forecasting future staffing needs, workload analysis for performance-based compensation, right of way acquisition management, management of design and planning processes, project prioritization for financial allocation, and enhancement of internal communications. For each of the key areas identified in this work, researchers developed problem statements, which address a range or family of issues, thus maximizing their potential impacts. Another major outcome of this project involves the detailed documentation of the methodology used to arrive at effective problem statements, which provides TxDOT with a framework to continuously improve its decision support system. KW - Management science KW - Operations research KW - Organizational effectiveness KW - Planning and design KW - Productivity KW - Property acquisition KW - Public utilities KW - Right of way (Land) KW - Selection and appointment KW - Strategic planning KW - Texas Department of Transportation KW - Workload UR - http://www.utexas.edu/research/ctr/pdf_reports/0_6637_1.pdf UR - https://trid.trb.org/view/1143340 ER - TY - RPRT AN - 01375423 AU - Fan, Wei AU - Brown, Leonard AU - Patterson, Casey AU - Winkler, Mike AU - Schminkey, Justin AU - Western, Kevin AU - McQuigg, Jason AU - Tilley, Heather AU - Machemehl, Randy AU - Kortum, Katherine AU - Gemar, Mason AU - University of Texas, Tyler AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Equipment Replacement Optimization PY - 2011/10//Technical Report SP - 162p AB - The Texas Department of Transportation (TxDOT) has a fleet value of approximately $500,000,000 with an annual turnover of about $50,000,000. Substantial cost savings with fleet management has been documented in the management science literature. For example, a 1983 Interfaces article discussed how Phillips Petroleum saved $90,000 annually by implementing an improved system for a fleet of 5300 vehicles. Scaling up to the TxDOT fleet, the corresponding savings would be around $350,000 in 2008 dollars. Similar savings were reported in a 2008 presentation by Mercury Associates. TxDOT Research Project 7-4941 (1997), Equipment Replacement Criteria Based on LCCBA, created a SAS decision analysis tool to be used by the department in its equipment replacement process. While the 7-4941 analysis tool met project scope within the data limitations existing at the time of its delivery, an improved vehicle cost data base will now allow a more normative decision support tool for fleet replacement optimization. In this sense, optimization means minimizing the life-cycle sum of maintenance cost and replacement cost (new equipment price minus resale value). The Department needs a system which recommends whether to retain or replace a unit of equipment, given that class of equipment’s age, mileage, resale value, and the cost of replacement equipment. TxDOT categorizes, accounts for, and replaces equipment based on classes of equipment; the new automated fleet optimization system must use these class codes. The objective of this project is to (1) determine the best optimization methodology; (2) evaluate commercial fleet management systems; (3) develop the model if this is cost-effective relative to purchasing a commercial model; and (4) validate the new model as needed using data available on TxDOT’s current fleet. To accomplish this project, the research team will formulate the equipment replacement optimization problem as a Mixed-Integer Linear Programming (MILP) model, and propose both Deterministic Dynamic Programming (DDP) and Stochastic Dynamic Programming (SDP) approaches to solving the Equipment Replacement Optimization (ERO) problem. Certainly, this system will be user-friendly and designed so that it can be easily used by non-technical district personnel (to evaluate individual district units against a class) and by technical division personnel (Fleet Manager) to develop optimal aggregate classcode replacement cycles. KW - Decision support systems KW - Dynamic programming KW - Equipment replacement KW - Fleet management KW - Life cycle costing KW - Mixed integer programming KW - Optimization KW - Texas Department of Transportation UR - http://www.utexas.edu/research/ctr/pdf_reports/0_6412_1.pdf UR - https://trid.trb.org/view/1143342 ER - TY - RPRT AN - 01375345 AU - Smit, Andre de Fortier AU - Prasad, Sivaram AU - Prozzi, Jorge AU - Tahmoressi, Maghsoud AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - CAM Mix Design with Local Aggregates PY - 2011/10//Technical Report SP - 199p AB - This study provides revised mix design recommendations for crack attenuating mixtures (CAM) with local aggregates. The use of lower quality aggregates is cost beneficial but limits the application of these mixes in terms of reduced performance. Aggregate guidelines and aggregate quality criteria are provided to enhance the rutting and cracking performance of these mixes. It is recommended to design CAM using local aggregates with the Superpave gyratory compactor with the capability of measuring the shear stress of the mix during compaction. CAM is susceptible to shear failure if the voids in these mixes become over filled with asphalt to the point that hydrostatic pore pressures negate the shear strength of the mix. CAM with local aggregates are very susceptible to stripping and the Hamburg wheel tracking test is useful test to mobilize pore pressures in these mixtures to address stripping. The overlay tester is used to evaluate cracking performance but was found to be highly variable even for these fine-graded mixes. The semi-circular bending (SCB) test is evaluated as an alternative and SCB cracking parameters are recommended to characterize cracking performance. The overall poor performance of CAM with local aggregates prompted the evaluation of alternative rut-resistant crack attenuating mixes, specifically stone-matrix asphalt (SMA) and coarse matrix high binder (CMHB) stone skeleton mixes using local aggregates, which were less susceptible to rutting and cracking compared to CAM. The mix design recommendations as well as aggregate guidelines and quality criteria provided in the report are based on laboratory investigations and field validation is strongly recommended before implementation. KW - Aggregates KW - Air voids KW - Asphalt mixtures KW - Coarse matrix high binder mixtures KW - Gyratory compactors KW - Local materials KW - Mix design KW - Pavement cracking KW - Quality control KW - Rutting KW - Shear strength KW - Shear stress KW - Stone matrix asphalt KW - Stripping (Pavements) UR - http://www.utexas.edu/research/ctr/pdf_reports/0_6435_1.pdf UR - https://trid.trb.org/view/1143226 ER - TY - RPRT AN - 01374500 AU - Kalina, R D AU - MacLean, S AU - Ahern, M E AU - Breen, J E AU - Wood, S L AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Evaluation of Corrosion Resistance of Improved Post-tensioning Materials after Long-term Exposure Testing PY - 2011/10//Technical Report SP - 185p AB - Ten full-scale post-tensioned beam specimens were subject to 4 years of aggressive cyclic ponded saltwater exposure. Three of those specimens were additionally exposed to saltwater spray once per month on one anchorage face. Non-destructive monitoring was conducted during the exposure period. This consisted of half-cell potential measurements, AC impedance measurements (for specimens with fully encapsulated tendons), and regular visual inspections. Chloride samples were extracted from the specimens at the end of exposure. After 4 years, the specimens were autopsied, and all reinforcing elements from the middle of each specimen were examined for corrosion and damage. Anchorage regions were also autopsied and examined for corrosion. Duct systems included galvanized metal ducts, plastic ducts, and encapsulated duct systems. Strand types included conventional strand, hot dipped galvanized strand, copper clad strand, and stainless steel strand. Complete observations are presented. KW - Accelerated tests KW - Anchorages KW - Beams KW - Chloride exposure KW - Chlorides KW - Corrosion KW - Ducts KW - Encapsulation KW - Galvanized metals KW - Half-cell potentials KW - Laboratory tests KW - Plastics KW - Posttensioning KW - Reinforcing materials KW - Tendons (Materials) UR - http://www.utexas.edu/research/ctr/pdf_reports/0_4562_4.pdf UR - http://ntl.bts.gov/lib/55000/55800/55872/FHWA-TX-0_4562_4_EVALUATION.PDF UR - https://trid.trb.org/view/1142175 ER - TY - RPRT AN - 01374401 AU - Kim, Y Richard AU - Jadoun, Fadi M AU - Hou, Tian AU - Muthadi, Naresh AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Local Calibration of the MEPDG for Flexible Pavement Design PY - 2011/10//Final Report SP - 528p AB - In an effort to move toward pavement designs that employ mechanistic principles, the American Association of State Highway and Transportation Officials (AASHTO) Joint Task Force on Pavements initiated an effort in 1996 to develop an improved pavement design guide. The project called for the development of a design guide that employs existing state-of-the-practice mechanistic-based models and design procedures. The product of this initiative became available in 2004 in the form of software called the Mechanistic-Empirical Pavement Design Guide (MEPDG). The performance prediction models in the MEPDG were calibrated and validated using performance data measured from hundreds of pavement sections across the United States. However, these nationally calibrated performance models in the MEPDG do not necessarily reflect local materials, local construction practices, and local traffic characteristics. Therefore, in order to produce accurate pavement designs for the State of North Carolina, the MEPDG distress prediction models must be recalibrated using local materials, traffic, and environmental data. The North Carolina Department of Transportation (NCDOT) has decided to adopt the MEPDG for future pavement design work and has awarded a series of research projects to North Carolina State University. The primary objective of this study is to calibrate the MEPDG performance prediction models for local materials and conditions using the data and findings generated from this series of research projects. The work presented in this report focuses on four major topics: (1) the development of a GIS-based methodology to enable the extraction of local subgrade soils data from a national soils database; (2) the rutting and fatigue cracking performance characterization of twelve asphalt mixtures commonly used in North Carolina; (3) the characterization of local North Carolina traffic; and (4) calibration of the flexible pavement distress prediction models in the MEPDG to reflect local materials and conditions. KW - Calibration KW - Fatigue cracking KW - Flexible pavements KW - Mechanistic-Empirical Pavement Design Guide KW - North Carolina KW - Pavement design KW - Pavement distress KW - Rutting KW - Soil characterization KW - Traffic characteristics UR - http://www.ncdot.gov/doh/preconstruct/tpb/research/download/2007-07FinalReport.pdf UR - https://trid.trb.org/view/1141997 ER - TY - RPRT AN - 01374272 AU - Flynn, Jennifer AU - Thole, Cheryl AU - Perk, Victoria AU - Samus, Joseph AU - Van Nostrand, Caleb AU - National Bus Rapid Transit Institute AU - Federal Transit Administration TI - Metro Orange Line BRT Project Evaluation PY - 2011/10 SP - 163p AB - In partnership with the Los Angeles County Metropolitan Transportation Authority (Metro) and the Federal Transit Administration (FTA), the National Bus Rapid Transit Institute (NBRTI) conducted an evaluation of the Metro Orange Line BRT service, which debuted in October 2005 as one of the first full-service BRT lines in the U.S. and the first exclusive busway in Los Angeles. The 14.5-mile Orange Line runs east-west through the San Fernando Valley, connecting the Warner Center mall and office complex in Woodland Hills to the Red Line subway in North Hollywood. The Orange Line runs almost entirely along an at-grade, dedicated busway within an abandoned rail right-of-way. The line’s 14 stations are similar in design to light rail stations, with canopied platforms, real-time information, covered seating, lighting, bicycle parking, automated fare collection machines, and public art. The project also includes extensive native landscaping along the corridor and a bicycle and pedestrian path parallel to the busway. The Orange Line operates on a headway-based schedule and uses a pre-paid, proof-of-payment fare system. The final evaluation report contains a comprehensive overview of the Orange Line, including a historical narrative; a profile of project elements, project costs, issues in planning, design, and implementation; technology applications; and a “lessons learned” summary. The report also provides an evaluation of project performance by analyzing data on capacity, travel time, reliability, and safety and security. For the examination of travel-time performance, run-time data were collected and analyzed, providing insight into the directional and temporal components of running time, and producing a useful “before” dataset for future study of the project. The performance evaluation also includes an analysis of data from NBRTI’s on-board survey of user perceptions and satisfaction and an assessment of the project’s image and brand identity. The report concludes with an overall appraisal of the Orange Line’s benefits, including assessments of ridership, financial feasibility, transit supportive land development, environmental quality, and overall performance of the Orange Line in meeting project goals. KW - Benefits KW - Bus rapid transit KW - Costs KW - Environmental quality KW - Evaluation and assessment KW - History KW - Lessons learned KW - Los Angeles County (California) KW - Los Angeles County Metropolitan Transportation Authority KW - Planning and design KW - Ridership KW - Safety and security KW - Service reliability KW - Transit capacity KW - Travel time UR - http://www.fta.dot.gov/documents/FTA_Research_Report_0004_FINAL_2.pdf UR - http://ntl.bts.gov/lib/55000/55500/55533/FTA_Research_Report_0004_FINAL_2.pdf UR - https://trid.trb.org/view/1141802 ER - TY - RPRT AN - 01372282 AU - Senadheera, Sanjaya AU - Prozzi, Jorge AU - Smit, Andre AU - Banerjee, Ambarish AU - Tubb, Andrew A AU - Niu, Lei AU - Texas Tech University, Lubbock AU - Texas Department of Transportation AU - Federal Highway Administration TI - Laboratory Evaluation of Constructability Issues with Surface Treatment Binder PY - 2011/10//Technical Report SP - 230p AB - Texas Department of Transportation (TxDOT) depends greatly on sprayed seals for new road construction (surface treatment) and on preventive maintenance (seal coat). It is very important for TxDOT to have emulsified asphalt (EA) as a key binder type at its disposal to reduce costs. However, EA brings its own set of challenges. Compared to other binder types, EAs are more complex in composition, have a much shorter shelf life, and their behavior under different construction scenarios is difficult to predict. TxDOT field personnel can effectively use EAs if tools are available to test binder quality as received at the site and to predict their behavior. It is useful for the designers to rank the most effective binder-aggregate combinations and to predict the rate at which EA will achieve stiffness and bond strength with aggregate to be able to open the road for traffic. This research project was launched by TxDOT to address these issues and find solutions that are of benefit to field personnel. A field evaluation of selected seal coat projects was conducted to help design laboratory experiments for this study. For each field project, extensive construction-related data was collected. The same aggregate-binder combinations used in these field projects were also included in the laboratory test programs at Texas Tech Center for Multidisciplinary Research in Transportation (TechMRT) and Center for Transportation Research, University of Texas (CTR). The CTR team conducted additional weather-rack related tests using a wider range of binders available from the TxDOT Cedar Park lab. Laboratory test data clearly showed that some binder-aggregate combinations become ready for opening to traffic and/or brooming sooner than others. This delay also depends on the climatic conditions. The ASTM D7000 Sweep Test, used in other states to determine the effectiveness of binder-aggregate combinations for seal coats, was also conducted. A statistics-based curing model that incorporates the amount of water lost to evaporation is proposed. The experimental data was used to develop a second statistical model to predict the rate of setting of binder when in contact with different aggregates under different climatic conditions. Two field tests were developed to assess the quality of the emulsion received at the job site. The first is a simple field test that determines mass loss and calculates the dilution ratio in EA. This test showed commendable repeatability of results. The second field test used Shell cups to determine the Saybolt-Furol Viscosity (SFV) of the binder. The repeatability of the test improved drastically when a water bath was introduced to control specimen temperature. Finally, six construction projects were used for field evaluation of the new field tests and to calibrate the statistical models that were developed. For the prediction models to be ready for widespread use, additional tests are needed to increase the model reliability. KW - Bituminous binders KW - Calibration KW - Emulsified asphalt KW - Field tests KW - Laboratory tests KW - Mathematical models KW - Road construction KW - Seal coats UR - http://www.depts.ttu.edu/techmrtweb/reports/complete_reports/0-5893_1.pdf UR - https://trid.trb.org/view/1140044 ER - TY - RPRT AN - 01370178 AU - Vachal, Kimberly AU - Malchose, Donald AU - Benson, Laurel AU - Upper Great Plains Transportation Institute AU - North Dakota Department of Transportation AU - Federal Highway Administration TI - Using Laws, Enforcement, and Sanctions to Increase Seat Belt Use on Rural Roads PY - 2011/10 SP - 40p AB - Seat belt use on rural roads is especially important due to the relatively high risk for injury compared to urban areas. In the northern plains, where nearly 90% of travel occurs on rural roads, addressing this issue is particularly critical. A cohort group of 32 states was used to study seat belt use on rural roads. Means tests and regression models were designed to identify influential factors in state-level seat belt use rates as well as individual driver seat belt decisions. Results show state-level seat belt use rates are inversely related to the share of annual miles traveled on rural roads. Higher citation rates are positively related to seat belt use in the case of state-level rates. Fatal crash event analysis shows that higher shares of urban population in the state where the crash occurred increases likelihood for seat belt use. Primary enforcement is associated with a 14% greater probability for seat belt use among cohort drivers. Higher fines also have a significant influence. Cohort drivers were 21% less likely to be belted when fines were $20 or less. This effect is more pronounced in primary states than secondary states. Drivers in those states are 36% less likely to be wearing seat belts when fines are at $20 or less. Findings also show that increased driver compliance with seat belt laws in secondary states is influenced by enforcement intensity – drivers were 18% more likely to be belted in states with high enforcement activity. Among drinking drivers and young adults, primary enforcement produces a substantial increase in likelihood a driver was belted. Findings will be useful in promoting more efficient seat belt interventions for rural areas based on alignment with state and local driver characteristics. KW - Compliance KW - Rural highways KW - Sanctions KW - Seat belts KW - State laws KW - Traffic law enforcement KW - Utilization KW - Vehicle miles of travel UR - http://www.ugpti.org/pubs/pdf/DP245.pdf UR - https://trid.trb.org/view/1137363 ER - TY - RPRT AN - 01370161 AU - Kane, Stephanie L AU - Foltz, Barbara E AU - University of Idaho, Moscow AU - Idaho Transportation Department AU - Federal Highway Administration TI - Idaho Transportation Department 2011 Customer Satisfaction Survey PY - 2011/10//Final Report SP - 166p AB - In the spring and summer of 2011, the Idaho Transportation Department (ITD) commissioned a statewide customer satisfaction survey of Idaho residents to assess their perception of ITD’s performance in several key areas of customer service. The areas of service assessed by the survey were highway maintenance, Division of Motor Vehicle (DMV) services, alternative transportation, public involvement in the planning process, communication from ITD, direct customer service, and the value and focus of ITD. This study repeats a similar study conducted in 2009 and is part of an effort to track changes in customer satisfaction over time. As in 2009, in most areas of service ITD was rated relatively highly, with approximately two-thirds or more of respondents awarding ITD a grade of “A” or “B” in the areas of highway maintenance, DMV services, communication, and direct customer services. In the area of public involvement in the planning process, residents expressed higher satisfaction than they had in 2009, although improvements could still be made in this area. This report also provides recommendations for how ITD could continue to improve in the various areas of customer service. KW - Attitudes KW - Customer satisfaction KW - Customer service KW - Idaho KW - State departments of transportation KW - Surveys UR - http://ntl.bts.gov/lib/45000/45100/45136/2011_Customer_Survey_Report_-_Final_110711.pdf UR - https://trid.trb.org/view/1136579 ER - TY - RPRT AN - 01369575 AU - Hu, Jiong AU - Hahn, Dittmar AU - Rudzinski, Walter AU - Wang, Zhuo AU - Estrada, Luzelva AU - Texas State University, San Marcos AU - Texas Department of Transportation AU - Federal Highway Administration TI - Evaluation, Presentation and Repair of Microbial Acid-Produced Attack of Concrete PY - 2011/10//Technical Report SP - 228p AB - The Texas Department of Transportation (TxDOT) has approximately 50,000 bridges in its inventory and the deterioration of concrete under these bridges, most of which are reinforced, has been a critical issue affecting the service condition. Recent research on deteriorated concrete columns on bridges in Texas indicated that microbial colonization might be a factor promoting the surface deterioration of bridge columns continuously exposed to water. Although microbial activities may be involved in the surface deterioration, it is however not clear how severe the deterioration is and whether it is a significant contributor to the deterioration. Field and laboratory investigations are needed to identify the impact of microbial induced deterioration (MID) on TxDOT bridges. To evaluate the severity of the deterioration and determine whether MID is a significant contributor to the deterioration, visual inspection and a number of in situ tests were performed on columns of twelve selected TxDOT bridges. Laboratory tests including microbial, chemical composition, mineralogy and petrographic analyses were performed to investigate the potential cause and extent of the deterioration. Results from this comprehensive study were used to provide evidence of concrete degradation and ascertain the degree of deterioration caused by microbial attack. The study also evaluated the effectiveness and consistency of various measurements used in this study and provided a suggested test procedure to identify microbial attack on concrete and evaluate the integrity of deteriorated concrete due to the attack. In addition, a preliminary evaluation of the microbial attack resistance of commonly used TxDOT mixes was performed through evaluation of resistance of a series of mixes subjected to field and/or sulfuric acid solution exposure. KW - Biodeterioration KW - Bridge substructures KW - Columns KW - Concrete bridges KW - Deterioration KW - Field tests KW - Inspection KW - Laboratory tests KW - Texas UR - http://tti.tamu.edu/documents/0-6137-1.pdf UR - https://trid.trb.org/view/1138288 ER - TY - RPRT AN - 01369372 AU - Syrrakou, Christina AU - Pinder, George AU - University of Vermont, Burlington AU - Vermont Agency of Transportation AU - University of Vermont, Burlington AU - Research and Innovative Technology Administration TI - Numerical Modeling and Experimental Investigation of the Local Hydrology of a Porous Concrete Site PY - 2011/10 SP - 86p AB - Although porous pavement use has been accepted as a successful stormwater management practice in warm climates, application in regions with colder climates, like New England, is still under investigation. The Randolph Park and Ride Site, which is the area of interest of this specific study, is the first porous concrete site constructed in Vermont. The site, which was built in 2008 and is under use up to today, is quite unique in terms of the geology of the underlying materials and also the extensive instrumentation that has been applied in the field. The purpose of building this site was in part commercial, to provide the town of Randolph with a public parking lot, and part experimental, aimed at giving insight to the optimal design of porous pavements in New England. This study focuses on the experimental use of the site. The study initially aims at investigating the interaction between porous concrete utilization and local hydrology at porous concrete sites in New England. With this part achieved, a mathematical model can be developed and used prior to construction as a design tool for other porous concrete sites. It is also a secondary goal of this study to combine the mathematical model created with an optimization algorithm that will allow for optimal design of porous concrete sites in terms of minimal expense. KW - Algorithms KW - Hydrology KW - Least cost design KW - Mathematical models KW - New England KW - Optimization KW - Parking lots KW - Pavement design KW - Porous pavements KW - Vermont UR - http://www.uvm.edu/~transctr/research/trc_reports/UVM-TRC-11-008.pdf UR - https://trid.trb.org/view/1138041 ER - TY - RPRT AN - 01367864 AU - Jenness, James W AU - Huey, Richard W AU - McCloskey, Shawn AU - Walrath, Jeremy AU - Westat AU - National Highway Traffic Safety Administration TI - Effect of Daytime Running Lights on Left Turning Drivers’ Gap Acceptance PY - 2011/10//Final Report SP - 38p AB - An observational field study was conducted by video recording traffic in clear weather during afternoon rush hours at two intersections. The purpose of the study was to determine whether drivers turning left from the main road onto the minor road across the path of approaching traffic were influenced in their gap acceptance decisions by daytime running lights (DRL) on approaching vehicles. Video recordings were analyzed to extract information about the size of 6711 temporal gaps available to turning drivers, whether the approaching vehicle had DRL or not, and several other factors. Clearance times between the turning vehicle exiting the intersection and the approaching vehicle entering the intersection were also determined from the video recordings. “Potential conflicts” between turning vehicles and approaching vehicles were defined based on short clearance times and decreases in the approaching vehicle’s speed. To determine the effect of DRL on gap acceptance at each site, the probability of gap acceptance was modeled (for 5125 available gaps less than seven seconds) with a logistic regression procedure that included effects of available gap size, DRL status of the approaching vehicle, approaching vehicle speed, approaching vehicle size, turning vehicle size, whether the available gap was the first gap encountered by the turning driver, and whether there were any vehicles queued behind the turning vehicle. Similar analyses were conducted for each site with available gaps less than four seconds. For all gaps taken, a separate model predicted potential conflicts based on effects of DRL, available gap size, and all other factors mentioned above. The results indicated that DRL on approaching vehicles did not significantly decrease the probability of gap acceptance suggesting that DRL may not encourage turning drivers to be more cautious. Despite the finding from one site that turning drivers were more likely to accept 3‐ to 4‐second gaps in front of approaching vehicles with DRL as compared to approaching vehicles without DRL, there was no evidence from this study to suggest that this effect would influence crash rates for left‐turn‐across‐path scenarios. DRL status of the approaching vehicle was not a reliable predictor of potential vehicle conflicts at either study site. Overall, the results do not provide evidence to support the use of daytime running lights as a countermeasure for fair weather daytime crashes involving right‐of‐way violations. KW - Behavior KW - Daytime running lamps KW - Drivers KW - Field studies KW - Gap acceptance KW - Left turns KW - Operating speed KW - Right of way (Traffic) KW - Traffic conflicts KW - Vehicle size UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2011/811506.pdf UR - https://trid.trb.org/view/1136536 ER - TY - RPRT AN - 01367794 AU - National Highway Traffic Safety Administration AU - Research and Innovative Technology Administration TI - USDOT Connected Vehicle Research Program: Vehicle-to-Vehicle Safety Application Research Plan PY - 2011/10 SP - 13p AB - The connected-vehicle research program is a major initiative under USDOT’s Connect Vehicle Research Program and includes both vehicle-to-vehicle (V2V) and vehicle-to-infrastructure research activities. The goal of the Vehicle-to-Vehicle Safety Application Research Plan is to describe the research needed to support this decision. The objectives of the research plan are to determine if vehicle-to-vehicle communication safety applications meet a safety need, are practicable technologically and economically, have objectively measurable compliance, have driver acceptance, and are effective. This research plan only reflects the V2V communication research portion of the connected-vehicles program. The research plan provides background, vision, goals and objectives, and an overview, as well as a detailed roadmap and summary descriptions of the major research tracks that make up the V2V safety application research activities. KW - Crash avoidance systems KW - Highway safety KW - Intelligent transportation systems KW - Research KW - Vehicle to vehicle communications UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2011/811373.pdf UR - https://trid.trb.org/view/1136513 ER - TY - RPRT AN - 01367554 AU - Federal Motor Carrier Safety Administration TI - 2009 Large Truck Crash Overview PY - 2011/10 SP - 6p AB - The mission of the Federal Motor Carrier Safety Administration (FMCSA) is to promote the safe operation of commercial vehicles on our Nation’s highways. Of the 33,808 people killed in motor vehicle crashes in 2009, 10% (3,380) died in crashes that involved a large truck. Another 74,000 people were injured in crashes involving large trucks. Only 15% of those killed and 22% of those injured were occupants of large trucks. KW - Crash injuries KW - Fatalities KW - Large trucks KW - Traffic crashes KW - Traffic safety KW - Truck crashes KW - Truck drivers KW - Trucking safety KW - Trucks by number of axles KW - Vehicle occupants UR - http://ai.fmcsa.dot.gov/CarrierResearchResults/PDFs/2009LargeTruckCrashOverview.pdf UR - https://trid.trb.org/view/1136253 ER - TY - RPRT AN - 01367546 AU - Proctor, Gordon D AU - Gordon Proctor and Associates, Incorporated AU - Idaho Transportation Department AU - Federal Highway Administration TI - Assessing the Idaho Transportation Department’s Customer Service Performance PY - 2011/10//Final Report SP - 64p AB - This report assesses customer satisfaction with the Idaho Transportation Department. It also compares and contrasts the results of customer satisfaction surveys conducted for the Idaho Transportation Department with the results from other state transportation agencies. In addition, the report suggests means by which customer service performance could be improved. KW - Customer satisfaction KW - Customer service KW - Idaho KW - State departments of transportation KW - Surveys UR - http://ntl.bts.gov/lib/45000/45100/45137/2011_Customer_Service_Performance_Report-_Final_110711.pdf UR - https://trid.trb.org/view/1136371 ER - TY - RPRT AN - 01367389 AU - Lewis, Sharon AU - Travare, Papa S AU - Texas Southern University, Houston AU - Southwest Region University Transportation Center AU - Research and Innovative Technology Administration TI - An Alternative Transportation Fuels Update: A Case Study of the Developing E85 Industry PY - 2011/10 SP - 55p AB - As the United States imports more than half of its oil and overall consumption continues to climb, the 1992 Energy Policy Act established the goal of having “alternative fuels” replace at least ten percent of petroleum fuels used in the transportation sector by 2000, and at least thirty percent by 2010. Currently, alternative fuels consumed in Alternative Fuel Vehicles (AFVs) account for less than one percent of total consumption of gasoline. This paper examines how alternative fuel E85 can be used to reverse that trend. In addition, this research paper will take a look at some of the ongoing government decisions concerning the use of the alternative fuel E85, and will discuss what policy makers might hold for the future in terms of the supply and demand of alternative fuels in the United States. This case study will be useful to all stakeholders involved in the transportation industry, including, but not limited to the government, policy makers, automakers, motorists, and researchers, eager to find a just balance with both a better transportation system and a healthy and clean environment. KW - Alternate fuels KW - Case studies KW - Decision making KW - Energy Policy Act of 1992 KW - Environmental impacts KW - Ethanol KW - Fuel consumption KW - Fuel mixtures KW - Policy KW - United States UR - http://swutc.tamu.edu/publications/technicalreports/167360-1.pdf UR - https://trid.trb.org/view/1136116 ER - TY - RPRT AN - 01366363 AU - Eudy, Leslie AU - Chandler, Kevin AU - National Renewable Energy Laboratory AU - Battelle Memorial Institute AU - Federal Transit Administration TI - National Fuel Cell Bus Program: Proterra Fuel Cell Hybrid Bus Report, Columbia Demonstration PY - 2011/10 SP - 36p AB - This report summarizes the experience and early results from a fuel cell bus demonstration funded by the Federal Transit Administration (FTA) under the National Fuel Cell Bus Program. A team led by the Center for Transportation and the Environment and Proterra developed a new concept fuel cell hybrid bus for demonstration. The National Renewable Energy Laboratory has been tasked by FTA to evaluate the bus in service. This report documents the early development and implementation of the bus and includes a summary of the performance results at the first demonstration site—Columbia, South Carolina. KW - Demonstration projects KW - Fuel cell vehicles KW - Hybrid vehicles KW - Transit buses UR - http://www.fta.dot.gov/documents/FTA_Report_No_0003_FINAL.pdf UR - http://ntl.bts.gov/lib/55000/55500/55532/FTA_Report_No_0003_FINAL.pdf UR - https://trid.trb.org/view/1134409 ER - TY - RPRT AN - 01365968 AU - Maheshwari, Sharad K AU - D'Souza, Kelwyn A AU - Eastern Seaboard Intermodal Transportation Applications Center AU - Research and Innovative Technology Administration TI - Modeling and Predicting Traffic Accidents at Signalized Intersections in the City of Norfolk, VA PY - 2011/10//Final Report SP - 93p AB - This research project was an extension of a previously completed study of accident-patterns in the City of Norfolk, Virginia. The objectives of this research were to develop comprehensive statistical exploratory and predictive models for intersection accidents in the City of Norfolk. The research analysis was conducted in three phases. First, a linear regression model was developed using the same techniques applied in the previous study. This was done to establish a baseline model for a comparison of results. At the second stage, an exploratory data analysis technique (two-step cluster method) was used in which the study sample of 58 intersections was divided into two separate groups of clusters according to the type of roads meeting at the intersection arterial, collector and/or local roads. The first cluster consisted of the intersections between a major arterial road and a collector or local road, whereas the second cluster was made up of intersections of a major arterial road with another arterial or a large collector road. Two separate linear regression models were developed for each cluster. During the third phase, an independent sample of 15 intersections was used for validation of these regression models. All models showed about 15% to 21% variation between actual and predicted accident rate values. In each case, however, the deviation between actual and predicted accident values was statistically insignificant. The second cluster deviation was the least, suggesting that the regression model for the intersections between major arterial roads or large collector roads had a somewhat better predictive power than the model for intersections between major arterial roads and collector or local roads. KW - Cluster analysis KW - Linear regression analysis KW - Mathematical models KW - Norfolk (Virginia) KW - Signalized intersections KW - Traffic crashes KW - Validation UR - http://biz.hamptonu.edu/esitac/docs/Investigation_of_Accident_Data_City_of_Norfolk.pdf UR - https://trid.trb.org/view/1134961 ER - TY - RPRT AN - 01365966 AU - Nodine, Emily AU - Lam, Andy AU - Stevens, Scott AU - Razo, Michael AU - Najm, Wassim AU - Volpe National Transportation Systems Center AU - National Highway Traffic Safety Administration TI - Integrated Vehicle-Based Safety Systems (IVBSS) Light Vehicle Field Operational Test Independent Evaluation PY - 2011/10//Final Report SP - 156p AB - This report presents the methodology and results of the independent evaluation of a prototype integrated crash warning system for light vehicles as part of the Integrated Vehicle-Based Safety Systems initiative of the United States Department of Transportation’s Intelligent Transportation System program. The system integrates rear-end crash, curve-speed warning, lane change crash, and lane departure warning functions. The goals of the independent evaluation are to assess the safety impact, gauge driver acceptance, and characterize the capability of the integrated safety system. The evaluation is based on naturalistic driving data collected from a field operational test using 108 subjects who drove 16 passenger vehicles equipped with a prototype integrated safety system and a data acquisition system. The test subjects accumulated over 213,000 miles during a 12-month period throughout parts of southeast Michigan. For each driver, the test period was divided into a 12 day baseline condition with the system disabled and a 28 day treatment condition with the system enabled to compare the effect of the system on driving performance. The results of the analysis suggest that driving with the integrated safety system improves driver behavior and increases driver safety, that drivers feel that the system provides a safety benefit, and that the system alerts had a high degree of accuracy. This report delineates the methodology of the different analyses and discusses their results. KW - Collision warning systems KW - Driver vehicle interfaces KW - Field tests KW - Integrated Vehicle Based Safety Systems (Initiative) KW - Intelligent vehicles KW - Naturalistic driving data KW - Onboard warning systems KW - Prototypes KW - Vehicle safety KW - Warning systems UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2011/811516.pdf UR - https://trid.trb.org/view/1134964 ER - TY - RPRT AN - 01365500 AU - Fell, James C AU - Fisher, Deborah A AU - McKnight, A Scott AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - A Guide for Local Impaired-Driving Task Forces Volume II: Local Task Force Case Studies PY - 2011/10//Final Report SP - 116p AB - The purpose of this guide is to assist officials and members of the public interested in establishing an impaired-driving task force at a local or regional level (city, county, or region, not statewide) or who are exploring ways to improve their current task forces. This guide is based on case studies of nine local task forces in Costa Mesa, California; Pikes Peak Region, Colorado; Leon County, Florida; Southeastern Louisiana; Gallatin County, Montana; Broome County, New York; Bexar County, Texas; Fairfax County, Virginia; and Kent, Washington. The task forces selected represent a range of histories, structures, and approaches. This guide addresses several issues: (1) how local task forces are formed, (2) the structure and operation of local task forces, (3) the types of activities in which local task forces are involved, (4) how local task forces obtain and manage funding and other resources, (5) task force strengths and weaknesses, and (6) how to avoid pitfalls and obstacles that confront task forces. The task force contacts for this study are included in Appendix A in Volume I. Complete case studies are included in this volume, Volume II. KW - Case studies KW - Drunk driving KW - Guidelines KW - Impaired drivers KW - Local government agencies KW - Public participation UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811460b.pdf UR - https://trid.trb.org/view/1132958 ER - TY - RPRT AN - 01365485 AU - Yen, Wen-Huei Phillip AU - Chen, Genda AU - Buckle, Ian AU - Allen, Tony AU - Alzamora, Daniel AU - Ger, Jeffrey AU - Arias, Juan G AU - Federal Highway Administration AU - Missouri University of Science and Technology, Rolla AU - University of Nevada, Reno AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Postearthquake Reconnaissance Report on Transportation Infrastructure Impact of the February 27, 2010, Offshore Maule Earthquake in Chile PY - 2011/10//Final Report SP - 218 AB - This report documents the findings and lessons learned from the February 27, 2010, M8.8 offshore Maule earthquake in Chile. Fewer than 0.15 percent of the bridges in Chile’s inventory, most built after 1995, collapsed or suffered damage that rendered them useless. Many spans of precast prestressed discontinuous girder bridges with continuous decks fell off their supports, probably due to significant in-plane rotation of the superstructure as a result of severe shaking. Lateral steel stoppers used to provide both vertical and lateral restraints on girders were largely unsuccessful due to their inadequate connection detail to cap beams and abutments. Reinforced concrete shear keys performed well as fuses limiting the transfer of excessive seismic loads from the superstructure to the foundation of bridges even though they could be optimized for maximum energy dissipation as part of the lateral restraint system at the bottom flange of girders. Vertical seismic bars were widely used to restrain the vertical motion of decks, and they also performed well. Bridge substructures (foundation, column, and cap beam) generally behaved satisfactorily except for two columns that suffered shear failure due to ground settlement and lateral spreading. All mechanically stabilized earth walls exceeded the expected performance. KW - Bridge substructures KW - Bridge superstructures KW - Earth walls KW - Earthquake engineering KW - Earthquake resistant design KW - Maule Earthquake (Chile), February 27, 2010 KW - Mechanically stabilized earth KW - Reinforced concrete UR - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/11030/11030.pdf UR - https://trid.trb.org/view/1132948 ER - TY - RPRT AN - 01365448 AU - Fell, James C AU - Fisher, Deborah A AU - McKnight, A Scott AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - A Guide for Local Impaired-Driving Task Forces Volume I: Final Report PY - 2011/10//Final Report SP - 64p AB - The purpose of this two-volume guide is to assist officials and members of the public interested in establishing an impaired-driving task force at a local or regional but not statewide level or who are exploring ways to improve their current task forces. Volume I is based on case studies of nine local task forces in Costa Mesa, California; Pikes Peak Region, Colorado; Leon County, Florida; Southeastern Louisiana; Gallatin County, Montana; Broome County, New York; Bexar County, Texas; Fairfax County, Virginia; and Kent, Washington. These task forces represent a range of histories, structures, and approaches. This guide addresses (1) how local task forces were formed, (2) the structure and operation of local task forces, (3) the types of activities the task forces perform, (4) how local task forces obtain and manage funding and other resources, (5) task force strengths and weaknesses, and (6) how to avoid pitfalls and obstacles that confront task forces. The task force contacts for this study are included in Appendix A to this volume. Complete case studies are included in Volume II. KW - Case studies KW - Drunk driving KW - Guidelines KW - Impaired drivers KW - Local government agencies KW - Public participation UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811460a.pdf UR - https://trid.trb.org/view/1132955 ER - TY - RPRT AN - 01363784 AU - Sriraj, P S AU - Metaxatos, Paul AU - Figler, Scott AU - Midwest Regional University Transportation Center AU - Wisconsin Department of Transportation AU - Research and Innovative Technology Administration TI - Scoping Data Access and Integration Needs to Facilitate Better Management of Research Innovation PY - 2011/10//Final Report SP - 65p AB - Public agencies are charged with the difficult task of balancing the interests on each side of the data sharing equation. On one side are the users: private consultants, researchers, and other public entities. Proper planning and evaluation of public assets by these groups requires the best information available. The objective of this research is to understand the data access experience of one group of users, i.e., the researchers who have had a history of data requests made to the Wisconsin Department of Transportation (WisDOT) and provide recommendations to WisDOT for improving their data sharing practice and protocol. The report is divided into a literature Review documenting the theory and practice of data sharing in public agencies followed by the results of a Survey of researchers. The results of the survey are then used to identify a group of respondents who form the core for Case Studies involving their individual experiences in requesting data from WisDOT. The report concludes with a set of recommendations to the Wisconsin DOT; and some broad conclusions. The survey reflected that identifying the appropriate contact person was a major challenge, while the data processing time was the single biggest factor once the data was acquired. This also seemed to have an impact on the research findings with poor data quality leading to a compromised research effort. The respondents also seemed to agree that the WisDOT needed to have an integrated database or approach towards data dissemination or data sharing. KW - Data collection KW - Data quality KW - Data sharing KW - Researchers KW - Transportation KW - Wisconsin UR - http://wisdotresearch.wi.gov/wp-content/uploads/WisDOT-WHRP-project-0092-07-16-final-report.pdf UR - https://trid.trb.org/view/1132650 ER - TY - RPRT AN - 01363313 AU - Schneider, James A AU - Hotstream, Jonathan N AU - University of Wisconsin, Madison AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Cone Penetrometer Comparison Testing PY - 2011/10 SP - 298p AB - A total of 61 cone penetration tests were performed at 14 sites in the state of Wisconsin. Data reinforced conclusions from practice in Minnesota and previously performed test programs related to the Marquette Interchange and Mitchell interchange project that use the Cone Penetration Testing (CPT) can be successful in glacial geologies. Within this study CPTs were performed to depths in excess of 75 feet in alluvial deposits, outwash, and lacustrine soils. Difficulties were encountered in claytills and fill placed for highway structures. However, previous experience in Milwaukee by commercial CPT operators had success in clayey tills of eastern Wisconsin.CPT data are discussed in relation to: (1) soil classification; (2) assessment of water flow characteristics of soils; (3) assessment of compressibility of clayey soils; (4) assessment of shear stiffness of clays and sands; (5) assessment of undrained strength of clay soils; (6) assessment of drained strength of sandy soils; and (7) design applications for shallow foundations, axially loaded piles, and embankments. It is recommended to continue to perform CPTs on transportation projects in Wisconsin as a complement to drilling operations. Boreholes should be performed adjacent to a number of CPTs for each project and targeted sampling of critical and representative layers should be performed. Sampling and laboratory testing procedures for Wisconsin Department of Transportation (WisDOT) projects needs to be improved such that consistency is observed between in-situ and laboratory test results. KW - Clay soils KW - Compressible soils KW - Cone penetrometers KW - Soil penetration test KW - Soil water KW - Wisconsin UR - http://minds.wisconsin.edu/handle/1793/55380 UR - http://www.wistrans.org/cfire/documents/FR_0421.pdf UR - http://ntl.bts.gov/lib/44000/44200/44259/Final-Report-10-10.pdf UR - https://trid.trb.org/view/1131860 ER - TY - RPRT AN - 01363075 AU - Arrington, Dusty R AU - Bligh, Roger P AU - Menges, Wanda L AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - MASH Test 3-11 on the 5-Inch Cast in Place Deck Barrier Anchors PY - 2011/10//Test Report SP - 82p AB - A full-scale crash test was performed to evaluate the impact performance of a Texas T223 concrete beam and post bridge rail anchored to a 5-inch cast-in-place deck (CIPD). The testing followed the Manual for Assessing Safety Hardware (MASH) standards for Test Level 3 (TL-3) longitudinal barriers. The test performed was American Association of State Highways and Transportation Officials (AAHSTO) MASH)test 3-11, which involves a 2270P (5000 lb) pickup truck impacting the critical impact point (CIP) of the barrier at a nominal impact speed and angle of 62 mi/h and 25 degrees, respectively. This test evaluated the strength of the barrier and its anchorage to the 5-inch CIPD. The T223 bridge rail anchored to a 5-inch CIPD successfully met all required MASH evaluation criteria. The rail anchorage withstood the design impact without any visible distress. The rail anchorage detail is considered suitable for implementation when concrete bridge rails are attached to 5-inch decks cast on prestressed box and slab beams. The anchorage detail is considered acceptable for use with the T223 bridge rail, other concrete bridge rails, and metal rails mounted on concrete parapets KW - AASHTO Manual for Assessing Safety Hardware KW - Anchors (Structural connectors) KW - Bridge railings KW - Cast in place structures KW - Critical impact point KW - Impact tests UR - http://tti.tamu.edu/documents/9-1002-7.pdf UR - http://ntl.bts.gov/lib/43000/43500/43564/9-1002-7.pdf UR - https://trid.trb.org/view/1131568 ER - TY - RPRT AN - 01362945 AU - Willemsen, Peter AU - University of Minnesota, Duluth AU - Intelligent Transportation Systems Institute AU - Research and Innovative Technology Administration TI - Snow Rendering for Interactive Snowplow Simulation – Supporting Safety in Snowplow Design PY - 2011/10//Final Report SP - 61p AB - During a snowfall, following a snowplow can be extremely dangerous. This danger comes from the human visual system’s inability to accurately perceive the speed and motion of the snowplow, often resulting in rear-end collisions. For this project, the researchers' goal is to use their understanding of how the human visual system processes optical motion under the conditions created by blowing snow to create a simulation framework that could be used to test emergency lighting configurations that reduce rear-end collisions with snowplows. Reaction times for detecting the motion of the snowplow will be measured empirically for a variety of color set-ups on a simulated snowplow that slows down while driving on a virtual road with curves and hills. The simulated driving environment will utilize a head-mounted, virtual reality display to render an improved snow cloud model behind the snowplow. This driving simulator environment will serve as the basis for testing the effects of color and lighting alternatives on snowplows. The results of this work will move the researchers closer to determining optimal color and lighting configurations on actual snowplows. KW - Driving simulators KW - Reaction time KW - Rear end crashes KW - Snowplows KW - Traffic safety KW - Vehicle design KW - Vehicle lighting KW - Virtual reality KW - Visibility UR - http://www.its.umn.edu/Publications/ResearchReports/pdfdownload.pl?id=1594 UR - https://trid.trb.org/view/1127561 ER - TY - RPRT AN - 01362902 AU - Wu, Ximing AU - Chang, Meng-Shiuh AU - Fuller, Steven AU - Zhang, Yu Yvette AU - Texas A&M University, College Station AU - University Transportation Center for Mobility AU - Research and Innovative Technology Administration TI - Statistical Analysis of Vessel Waiting Time and Lockage Times on the Upper Mississippi Rivers PY - 2011/10//Final Draft Report SP - 40p AB - This project uses statistical methods to analyze traffic congestion of the upper Mississippi and the Illinois Rivers, in particular, locks 18, 20, 21, 22, 24, and 25 on the upper Mississippi and the Lagrange and Peoria locks on the Illinois River. The main purpose of this project is identifying and evaluating non-structural alternatives (those not requiring construction, but rather procedural or policy changes, for instance, congestion fee, excess lockage time charges, helper boats, switch boats, deck winches, and moorings) that might be employed to offer nearby congestion relief. The first objective of this study was to carry out statistical analysis on locking activity at each lock site for each locked vessel to gain insight on forces that affect congestion and to examine the possibilities for congestion mitigation through nonstructural alternatives. The second objective was to measure the effect of inland waterway congestion on barge transportation rates as well as other costs associated with the predetermined lock chokepoints and develop methodology increasingly appropriate for such measures. KW - Illinois River KW - Inland waterways traffic KW - Lift gates (Locks) KW - Locks (Waterways) KW - Mississippi River KW - Statistical analysis KW - Vessel operations KW - Waiting time UR - http://utcm.tamu.edu/publications/final_reports/Wu_09-16-14.pdf UR - https://trid.trb.org/view/1128285 ER - TY - RPRT AN - 01362844 AU - Schooley, Benjamin AU - Horan, Thomas A AU - Hilton, Brian AU - University of Minnesota, Twin Cities AU - Claremont Graduate University AU - Intelligent Transportation Systems Institute AU - Research and Innovative Technology Administration TI - ITS and Transportation Safety: EMS System Data Integration to Improve Traffic Crash Emergency Response and Treatment - Phase III Report PY - 2011/10//Final Report SP - 73p AB - The transportation safety and Emergency Medical Services (EMS) literature has called for the development of better information system tools to support EMS to aid in reducing the human impact of medical emergencies. Building upon previous research by the researchers, this project seeks to advance a prototype of a mobile and web-based information service, known as CrashHelp, designed for use by various emergency medical practitioners involved in the end-to-end continuum of emergency patient care. The broad objective in this report was to examine the potential to provide – through a geographic information system (GIS)-based visual and interactive platform -- an easy to use analytical tool that can provide a holistic view of crash information (such as distance, age, severity of crash) that can better serve practitioners and agencies in planning for and responding to traffic crashes. The specific research objectives were to: (1) collect and examine information regarding the potential for using the CrashHelp system in the state of Idaho as a case-study; (2) identify and develop aggregate performance metrics for end-to-end EMS responses to automobile crashes for inclusion in CrashHelp; and (3) expand the CrashHelp prototype to include aggregate level clinical and operational performance metrics that would provide valuable decision-level information for planners and practitioners. KW - Case studies KW - Disasters and emergency operations KW - Emergency medical services KW - Geographic information systems KW - Idaho KW - Internet KW - Traffic crashes KW - Web applications UR - http://www.its.umn.edu/Publications/ResearchReports/pdfdownload.pl?id=1598 UR - https://trid.trb.org/view/1128510 ER - TY - RPRT AN - 01362662 AU - National Highway Traffic Safety Administration TI - Traffic Safety Facts 2009 Data: Motorcycles PY - 2011/10 SP - 8p AB - In 2009, 4,462 motorcyclists were killed—a decrease of 16 percent from the 5,312 motorcyclists killed in 2008. There were 90,000 motorcyclists injured during 2009. In 2009, motorcyclists accounted for 13 percent of total traffic fatalities, 15 percent of all occupant fatalities, and 4 percent of all occupants injured. Motorcycles made up 3 percent of all registered vehicles in the United States in 2009 and accounted for only 0.7 percent of all vehicle miles traveled. Per vehicle mile traveled in 2009, motorcyclists were about 25 times more likely than passenger car occupants to die in a motor vehicle traffic crash and 5 times more likely to be injured. Per registered vehicle, the fatality rate for motorcyclists in 2009 was 6 times the fatality rate for passenger car occupants. The injury rate for motorcyclists was 0.8 times the injury rate for passenger car occupants. Definitions often vary across publications with respect to individuals on motorcycles. For this document, the following terms will be used: the motorcycle rider refers only to individual operating the motorcycle; the passenger refers to any person seated on, but not operating, the motorcycle; the motorcyclist is a more general term that refers to either the rider and/or passenger. NHTSA publications prior to 2007 may not reflect this terminology. For the purpose of this fact sheet the following vehicles are include in the definition of motorcycle: mopeds, scooters, two- or three-wheeled motorcycles, off-road motorcycles, scooters, mini bikes, pocket bikes, and all-terrain vehicles (ATV). KW - Fatalities KW - Motorcycle crashes KW - Motorcycle driving KW - Motorcycling KW - Motorcyclists UR - http://www-nrd.nhtsa.dot.gov/Pubs/811389.pdf UR - https://trid.trb.org/view/1128264 ER - TY - RPRT AN - 01362654 AU - Wu, Jingshu AU - Austin, Rory AU - Chen, Chou-Lin AU - National Highway Traffic Safety Administration TI - Incidence Rates of Pedestrian And Bicyclist Crashes by Hybrid Electric Passenger Vehicles: An Update PY - 2011/10//Technical Note SP - 32p AB - Hybrid electric (HE) passenger vehicles first became available to consumers in 2000, and their numbers as well as their proportion of the passenger vehicle fleet have risen every year since their introduction. Advocacy groups have raised pedestrian safety concerns regarding HE vehicles because a vehicle using the electric motor may be relatively quieter than a vehicle using an internal combustion engine (ICE) and may not emit the sounds that non-motorists rely on for warning as vehicles approach them. In 2009 the National Highway Traffic Safety Administration released the report “Incidence of Pedestrian and Bicyclist Crashes by Hybrid Electric Passenger Vehicles” with the finding that an HE vehicle was two times more likely to be involved in a pedestrian crash than an ICE vehicle in situations involving low-speed maneuvers. This report aims to update the previous report with more data by adding additional years of State crash files as well as by increasing the number of States included in the analysis from 12 to 16. This analysis was conducted on a total of 24,297 HE and 1,001,000 ICE Honda and Toyota selected vehicles in 16 States. A total of 186 and 5,699 HE and ICE vehicles respectively were involved in pedestrian crashes, and a total of 116 and 3,052 HE and ICE vehicles respectively were involved in bicycle crashes. Overall, the odds ratios indicate that the odds of an HE vehicle being in either a pedestrian or bicycle crash are greater, 35 percent and 57 percent respectively, than the odds of an ICE vehicle being in a similar crash. The crash factors of speed limit, vehicle maneuver, and location were examined to determine the relative incidence rates of HE versus ICE vehicles and whether the odds ratio (OR) was different under different circumstances. While the results did not provide an apparent set of scenarios for bicycle crashes, the findings provide a clearer picture regarding pedestrian crashes. The largest differences between the involvement of HE and ICE vehicles in pedestrian crashes occur with speed limits of 35 mph and lower (OR = 1.39), during low-speed maneuvers (OR = 1.66) and when the crash is on the roadway (OR = 1.50). This update further extends the analysis to various other vehicle samples with similar results. For example a comparison of all HE versus ICE passenger vehicles regardless of makes and models indicates that the odds of any HE passenger vehicle being in a pedestrian crash are 22 percent greater than the odds of any ICE passenger vehicle. KW - Bicycle crashes KW - Crash rates KW - Electric vehicles KW - Hybrid vehicles KW - Pedestrian-vehicle crashes KW - Risk analysis KW - Sound UR - http://www-nrd.nhtsa.dot.gov/Pubs/811526.pdf UR - https://trid.trb.org/view/1128262 ER - TY - RPRT AN - 01362643 AU - Research and Innovative Technology Administration TI - Multimodal Transportation Indicators PY - 2011/10 SP - 36p AB - This document presents economic indicators for multimodal transportation. It reports on the transportation services index, various transportation related prices, ridership for different transportation modes, revenue, and expenditures. Freight transportation and passenger transportation are both covered, and transportation system performance is described. KW - Economic indicators KW - Expenditures KW - Multimodal transportation KW - Performance KW - Prices KW - Revenues KW - Ridership UR - http://www.bts.gov/publications/multimodal_transportation_indicators/october_2011/pdf/entire.pdf UR - https://trid.trb.org/view/1127547 ER - TY - RPRT AN - 01361620 AU - Lewis, Russell J AU - Angier, Mike K AU - Johnson, Robert D AU - Rains, Brittany M AU - Nepal, Sarik AU - Federal Aviation Administration AU - University of Central Oklahoma, Edmond AU - Federal Aviation Administration TI - Analysis of Citalopram and Desmethylcitalopram in Postmortem Fluids and Tissues Using Liquid Chromatography-Mass Spectrometry PY - 2011/10//Final Report SP - 16p AB - Citalopram is a selective serotonin reuptake inhibitor that is a commonly prescribed drug for the treatment of depression, obsessive-compulsive disorder, panic disorder, anxiety disorder, and post-traumatic stress disorder. While the use of citalopram is relatively safe, certain side effects could negatively affect a pilot’s performance and become a factor in an aviation accident. The side effects of this medication include nausea, tiredness, drowsiness, dizziness, and blurred vision. Due to the severity of aviation accidents, blood samples are often not available, so tissues must be relied upon for analysis. Therefore, understanding the distribution of a drug throughout postmortem fluids and tissues is important when trying to interpret drug impairment and/or intoxication. Our laboratory investigated the distribution of citalopram and its main active metabolite, desmethylcitalopram, in various postmortem tissues and fluids obtained from 15 fatal aviation accident cases. When available, 10 specimen types were analyzed for each case, including blood, urine, vitreous humor, liver, lung, kidney, spleen, muscle, heart, and brain. Whole blood citalopram concentrations obtained from these 15 cases ranged from 0.079 to 1.06 μg/mL. Distribution, expressed as specimen/blood ratio, for citalopram was 12 ± 19 in urine, 0.42 ± 0.21 in vitreous humor, 16 ± 8 in liver, 15 ± 15 in lung, 3.6 ± 2.5 in kidney, 8.1 ± 3.7 in spleen, 0.83 ± 0.40 in muscle, 2.3 ± 1.2 in brain, and 1.9 ± 1.0 in heart. Distribution coefficients obtained for citalopram had coefficient of variations (CV) ranging from 46-158%. With such large CV’s, the distribution coefficients have very little use in aiding in the interpretation of citalopram-positive tissue specimens. Furthermore, no consistent citalopram/desmethylcitalopram ratio was identified within any specimen group. This study suggests that citalopram likely undergoes postmortem concentration changes. KW - Antidepressants KW - Aviation safety KW - Forensic medicine KW - Toxicology UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201117.pdf UR - https://trid.trb.org/view/1127345 ER - TY - RPRT AN - 01361416 AU - Pratt, Michael P AU - Bonneson, James A AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Traffic Signal Operations Handbook: Workshop Training. Instructor Guide PY - 2011/10 SP - 338p AB - A "Traffic Signal Operations Handbook" was developed in TxDOT Project 0-5629 to document the best practices for operating traffic signals in Texas. The Handbook contains discussion of concepts related to signal timing, procedures for developing timing plans, and guidelines on when and how to use specific procedures and settings. An Excel®-based spreadsheet program called Texas Signal Coordination Optimizer (TSCO) was also developed to assist with the numerous calculations required to implement the procedures. This Instructor Guide provides a course instructor with the information needed to prepare and present the Traffic Signal Operations Handbook Workshop Training course. Specifically, guidance is provided regarding course handouts and visual aids, equipment requirements, and emphasis of the key messages of the various workshop slides. The front portion of this Guide, titled “Instructor’s Notes”, explains the objectives and intended audience of the workshop, describes the necessary materials for the instructor and the participants, and provides a checklist of tasks to be completed before, during, and after the workshop. The second portion, titled “Workshop Lesson Slides”, provides detailed information on specific slides in the presentation, including key messages to emphasize during the presentation and background information that can help answer questions from participants. The third section provides additional helpful information in the forms of solutions to the interactive exercises, an acronym and abbreviation list, and a list of references and source documents. KW - Best practices KW - Handbooks KW - Highway operations KW - Highway traffic control KW - Signalized intersections KW - Specialized training KW - Texas KW - Traffic signal control systems KW - Traffic signal controllers KW - Traffic signal timing KW - Traffic signals KW - Workshops UR - http://tti.tamu.edu/documents/5-5629-01-P2.zip UR - https://trid.trb.org/view/1126664 ER - TY - RPRT AN - 01361349 AU - Pratt, Michael P AU - Bonneson, James A AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Traffic Signal Operations Handbook: Workshop Training (IPR011). Course Notes PY - 2011/10 SP - 122p AB - A "Traffic Signal Operations Handbook" was developed in TxDOT Project 0-5629 to document the best practices for operating traffic signals in Texas. The Handbook contains discussion of concepts related to signal timing, procedures for developing timing plans, and guidelines on when and how to use specific procedures and settings. An Excel®-based spreadsheet program called Texas Signal Coordination Optimizer (TSCO) was also developed to assist with the numerous calculations required to implement the procedures. These Course Notes are for the use of participants in the Traffic Signal Operations Handbook Workshop Training (IPR011) course. The Course Notes booklet contains handout-sized copies of PowerPoint slides developed for the course (with 3 slides per page and space to take notes), worksheets used in the example problems, and workshop evaluation forms. Workshop lesson slides are also available in a PDF file containing screen-size, color reproductions of the PowerPoint presentation. KW - Best practices KW - Handbooks KW - Highway operations KW - Highway traffic control KW - Signalized intersections KW - Specialized training KW - Texas KW - Traffic signal control systems KW - Traffic signal controllers KW - Traffic signal timing KW - Traffic signals KW - Workshops UR - http://tti.tamu.edu/documents/5-5629-01-P1.zip UR - https://trid.trb.org/view/1126674 ER - TY - RPRT AN - 01361216 AU - Carolan, Michael AU - Jacobsen, Karina AU - Llana, Patricia AU - Severson, Kristine J AU - Perlman, Benjamin AU - Tyrell, David AU - Research and Innovative Technology Administration AU - Federal Railroad Administration TI - Technical Criteria and Procedures for Evaluating the Crashworthiness and Occupant Protection Performance of Alternatively Designed Passenger Rail Equipment for Use in Tier I Service PY - 2011/10 SP - 177p AB - Criteria and procedures have been developed for assessing crashworthiness and occupant protection performance of alternatively designed trainsets to be used in Tier I (not exceeding 125 mph) passenger service. These criteria and procedures take advantage of the latest technology in rail equipment crashworthiness and include aspects that are fundamentally different from current regulations, such as the scenario-based train-level requirements, which have no counterpart in Federal Railroad Administration (FRA)‘s current Tier I regulations. Numerical values of the pass/fail criteria have been selected to provide an equivalent level of crashworthiness as the current Tier I regulations. For example, while the occupied volume integrity requirements have been relaxed from the current regulations, the criteria for preservation of the occupied volume for a collision with a locomotive-led train have been added to compensate. In other cases, such as roof integrity, the existing regulations can be applied to alternative equipment. KW - Crashworthiness KW - Equipment KW - Multiple unit trains KW - Passenger trains KW - Procedures KW - Railroad safety KW - Regulations KW - Standards KW - Technological innovations KW - Waivers UR - http://www.fra.dot.gov/Elib/Document/90 UR - http://ntl.bts.gov/lib/43000/43000/43066/DOT_FRA_ORD-11_22.pdf UR - https://trid.trb.org/view/1126770 ER - TY - RPRT AN - 01361210 AU - Federal Railroad Administration TI - Railroad Industry Modal Profile: An Outline of the Railroad Industry Workforce Trends, Challenges, and Opportunities PY - 2011/10//Release_v3.0 SP - 48p AB - The Department of Transportation (DOT) has initiated a National Workforce Development Strategy team, with representatives from each mode to establish a single DOT-wide profile of the Transportation Industry workforce. The profile will highlight the needs across the Department and the industry each mode represents. The Federal Railroad Administration (FRA) has identified a team to represent FRA on the DOT team and to develop a rail industry-wide workforce strategy. To provide an overview of the railroad industry and workforce, as well as specific workforce issues, extensive research and topical interviews were conducted with representatives of the railroad industry including Class I railroads, labor unions, short line railroads, major associations, academia, and specialty experts. The railroad industry, as defined in this document, consists of Class I freight and passenger rail, short line railroads, labor unions, major associations, and academia. This document serves as a central living repository for descriptive data pertinent to the broad railroad industry workforce. This document must be revisited periodically to ensure accuracy due to the dynamic nature of the railroad industry and its sensitivity to numerous market factors. As information changes, this document will be updated and republished. It is anticipated that a formal document update will be published at least once annually. KW - Freight trains KW - Industry structure KW - Labor force KW - Labor unions KW - Passenger trains KW - Railroad transportation KW - Short line railroads KW - Strategic planning UR - http://www.fra.dot.gov/eLib/Details/L01294 UR - https://trid.trb.org/view/1126782 ER - TY - RPRT AN - 01361162 AU - Federal Motor Carrier Safety Administration TI - Large Truck and Bus Crash Facts, 2009 PY - 2011/10 SP - 80p AB - This annual edition of Large Truck and Bus Crash Facts contains descriptive statistics about fatal, injury, and property damage only crashes involving large trucks and buses in 2009. Selected crash statistics on passenger vehicles are also presented for comparison purposes. KW - Annual reports KW - Bus crashes KW - Crash data KW - Crash injuries KW - Fatalities KW - Loss and damage KW - Property damage KW - Statistics KW - Truck crashes UR - http://ntl.bts.gov/lib/51000/51300/51322/LargeTruckandBusCrashFacts2009.pdf UR - https://trid.trb.org/view/1127143 ER - TY - RPRT AN - 01361153 AU - Burris, Mark AU - Huang, Chao AU - Texas A&M University, College Station AU - University Transportation Center for Mobility AU - Research and Innovative Technology Administration TI - The Short-Run Impact of Gas Prices on Toll Road Use PY - 2011/10//Final Report SP - 124p AB - One of the primary functions of transportation planning is to predict future travel behavior. Using estimated travel patterns, planners can then help decision makers select the array of projects that will best suit the needs of their community. Travel behavior is a function of many variables, with cost being among the most important. Recent fluctuations in the price of gas provide an excellent opportunity to observe the impact of the price of gas on travel behavior. This project goes a step beyond looking at the elasticity of travel with respect to gas price by examining how recent changes in gas prices have impacted travel on specific facilities: toll facilities. Data from around the US was used to examine how traffic levels on toll roads have been affected by fluctuations in gas prices over the last several years. This study developed models that account for the many other exogenous factors influencing toll road use (such as local economy, population, and toll rates), and provide an elasticity of toll road demand with respect to gas price independent of those other factors. This study will provide planners and toll road authorities with valuable information on how travelers react to increasing cost of travel when already selecting a mode with an added cost (the toll). The research findings indicated that travel demand elasticity estimates with respect to gas price were inelastic and mostly negative. Elasticities found here for the period from 2000 to 2010 ranged from −0.36 to +0.14, similar to those found in the literature for non-toll facilities. However, the average value of the elasticities found here were much smaller (closer to −0.06) than those found for non-toll facilities. KW - Elasticity (Economics) KW - Fuel prices KW - Gasoline KW - Impact studies KW - Toll roads KW - Travel behavior KW - Travel costs KW - Travel demand KW - Travel patterns UR - http://utcm.tamu.edu/publications/final_reports/Burris_09-01-03.pdf UR - https://trid.trb.org/view/1127144 ER - TY - RPRT AN - 01361136 AU - Smith, Brian AU - Brosseau, Joseph AU - Dasher, Jeremy AU - Transportation Technology Center, Incorporated AU - Federal Railroad Administration TI - Passenger Train Braking Model Development - Phase I PY - 2011/10 SP - 58p AB - Transportation Technology Center, Inc., identified the requirements for developing a passenger train braking performance model, which herein results in submission of a stand-alone model requirements document, a summary of responses to an industry survey of passenger equipment and brake hardware, and suggestions to move forward with a passenger train braking performance model capable of evaluating positive train control braking enforcement algorithms. KW - Algorithms KW - Braking performance KW - Control devices KW - Evaluation and assessment KW - Mathematical models KW - Passenger trains KW - Positive train control KW - Surveys UR - http://www.fra.dot.gov/Elib/Document/91 UR - https://trid.trb.org/view/1126772 ER - TY - RPRT AN - 01359616 AU - Jeihani, Mansoureh AU - Ardeshiri, Anam AU - Ighodaro, Osas AU - Mazloomdoost, Gholamhossein AU - Morgan State University AU - Maryland State Highway Administration AU - National Transportation Center AU - Research and Innovative Technology Administration TI - Cumulative Impact of Developments on the Surrounding Roadways’ Traffic PY - 2011/10//Final Report SP - 79p AB - In order to recommend a procedure for cumulative impact study, four different travel demand models were developed, calibrated, and validated. The base year for the models was 2005. Two study areas were used, and the models were run for three periods (AM peak, PM peak, and average daily traffic). The models were developed based on the two regional models of the Baltimore- Washington, D.C. area. The calibrated models were utilized to forecast traffic for the years 2010, 2020, and 2030. The 2010 forecast results were compared to the ground counts. In total, 72 different models were developed and run. It was concluded that the Sub-TAZ model forecasted traffic more realistically and this model was best suited for the cumulative impact study. It was recommended that the base regional model should be zoomed-in by the Sub-TAZ model for the study area, in order to conduct a cumulative impact study. The Sub-TAZ model can also simply be applied to the regional model. The researchers also investigated the feasibility of using TRANSIMS to develop an Activity- Based regional model. The research team developed and calibrated TRANSIMS Trip-Based (Track 1) and Activity-Based (Track 2) for one study area. The research team concluded that the regional Activity-Based model can be developed and calibrated in three steps, transitioning from a Four-Step model to Sub-TAZ, then to TRANSIMS Track 1, and finally to TRANSIMS Track 2. KW - Baltimore-Washington Corridor KW - Impact studies KW - Traffic forecasting KW - Traffic impact analysis KW - TRANSIMS (Computer model) KW - Transportation planning KW - Travel demand UR - http://www.morgan.edu//Documents/ACADEMICS/CENTERS/NTC/Cumulative_Jeihani_1112.pdf UR - http://ntl.bts.gov/lib/43000/43100/43105/Cumulative_Jeihani_1112.pdf UR - https://trid.trb.org/view/1125539 ER - TY - RPRT AN - 01359273 AU - Pruden, Sean AU - Vijayaraghavan, Krishna AU - Rajamani, Rajesh AU - University of Minnesota, Twin Cities AU - Intelligent Transportation Systems Institute AU - Research and Innovative Technology Administration TI - Enhancement and Field Test Evaluation of New Battery-Less Wireless Traffic Sensors PY - 2011/10//Final Report SP - 110p AB - This project focused on the enhancement of a previous battery-less wireless traffic flow sensor so as to enable it to provide weigh-in-motion (WIM) measurements and provide enhanced telemetry distance. The sensor consists of a 6-feet-long device which is embedded in a slot in the road flush with the pavement. As a vehicle travels over the sensor, vibrations are induced in the sensor. Using piezoelectric elements, energy is harvested from the vibrations and used to power the electronics in the sensor for signal measurements and wireless transmission. The sensor’s performance was evaluated by embedding it in a slot in concrete pavement and driving various vehicles of known weight over it at a number of different speeds on different days. The sensor was found to meet the specification of 500 feet telemetry distance. It was able to provide WIM measurements with an accuracy of better than ±15% in the absence of vehicle suspension vibrations. However, much of the WIM data during the latter period of sensor testing was obtained in the presence of significant suspension vibrations. The project also evaluated the use of 4 consecutive WIM sensors in the road to remove the influence of suspension vibrations. KW - Energy transfer KW - Field tests KW - Measurement KW - Piezoelectric transducers KW - Sensors KW - Traffic flow KW - Weigh in motion scales UR - http://www.cts.umn.edu/Publications/ResearchReports/pdfdownload.pl?id=1590 UR - https://trid.trb.org/view/1125319 ER - TY - RPRT AN - 01358982 AU - Federal Motor Carrier Safety Administration TI - Large Truck Crash Overview, 2009 PY - 2011/10 SP - 6p AB - The mission of the Federal Motor Carrier Safety Administration (FMCSA) is to promote the safe operation of commercial vehicles on our Nation’s highways. This report presents an overview of statistics and trends concerning large truck crashes in 2009. From 2007 to 2009, the number of large trucks involved in fatal crashes dropped from 4,633 to 3,215—down by 31%. The number of large trucks in fatal crashes per 100 million vehicle miles traveled by large trucks declined in these years from 1.52 to 1.12—down 26%. The corresponding rate for passenger vehicles fell from 1.66 to 1.38— down 17%. From 2007 to 2009, the number of large trucks involved in injury crashes per 100 million vehicle miles traveled by large trucks declined by 26%, while the rate for passenger vehicles dropped by 8%. Of the 33,808 people killed in motor vehicle crashes in 2009, 10% (3,380) died in crashes that involved a large truck. Another 74,000 people were injured in crashes involving large trucks. Only 15% of those killed and 22% of those injured were occupants of large trucks. KW - Crash causes KW - Crash data KW - Crash injuries KW - Crash rates KW - Crash severity KW - Fatalities KW - Heavy duty trucks KW - Traffic crash victims KW - Traffic crashes KW - Trend (Statistics) KW - Truck crashes KW - Trucking safety UR - https://www.fmcsa.dot.gov/facts-research/LTCO2009/2009LargeTruckCrashOverview.pdf UR - https://trid.trb.org/view/1124333 ER - TY - RPRT AN - 01358948 AU - William, Rexella S AU - Telvent AU - New York State Department of Transportation AU - Federal Highway Administration TI - 511 Travel Information Service Development & Documentation PY - 2011/10//Final Report SP - 7p AB - 511 New York was deployed as a free, comprehensive travel information system geared to meet the multimodal needs of commuters, long-distance and local travelers, tourists and commercial-vehicle operators. The up-to-the-minute, comprehensive transportation information available to customers through this new 511 system strengthens efforts to improve mobility, allowing people and goods to move efficiently through New York State. This report outlines the development and scope of the 511 New York Travel Information Service. The information can be used to understand the foundations of 511 New York as well as best practices used for establishing a statewide system offering real time traffic, transit and trip planner information. KW - Best practices KW - Commercial drivers KW - Commuters KW - Information dissemination KW - Information services KW - Mobility KW - New York (State) KW - Plan implementation KW - Public information programs KW - Real time information KW - Tourists KW - Travel KW - Traveler information and communication systems KW - Travelers UR - https://www.dot.ny.gov/divisions/engineering/technical-services/trans-r-and-d-repository/C-07-18%20Final%20Report_October%202011.pdf UR - https://trid.trb.org/view/1124550 ER - TY - RPRT AN - 01358939 AU - Rainwater, Chase AU - Milburn, Ashlea AU - Gwaltney, Jeff AU - Mack-Blackwell Transportation Center AU - Research and Innovative Technology Administration TI - Rail Transportation Models for Rural Populations PY - 2011/10//Final Report SP - 50p AB - Population growth in rural areas has led to new interest in rail transportation. Planning a passenger rail system involves numerous difficult decisions, most representing a trade-off between customer service and cost. In this work, the authors attempt to integrate many of these planning decisions. Strategic decisions such as station location and vehicle procurement, as well as tactical issues that include vehicle scheduling are considered. The integrated model exploits the linear network structure that best suits many rural American communities, including Northwest Arkansas. Due to the intractability of the integrated rail planning problem, a customized heuristic approach to solve real world instances is developed. The model and solution methodology is applied in a case study to investigate the possibility of implementing a passenger rail system in Northwest Arkansas. This work represents the first steps in a passenger rail feasibility study for Northwest Arkansas, while providing new mathematical modeling and solution methodology contributions to the area of transportation research. KW - Arkansas KW - Case studies KW - Decision making KW - Rail transit KW - Rural areas KW - Rural development KW - Rural transportation KW - Strategic planning UR - http://www.arkansastrc.com/MBTC%20REPORTS/MBTC%203024.pdf UR - https://trid.trb.org/view/1124068 ER - TY - RPRT AN - 01358664 AU - Pratt, Michael P AU - Bonneson, James A AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Traffic Signal Operations Handbook Workshop Series: Final Report PY - 2011/10//Technical Report SP - 14p AB - The Texas Department of Transportation (TxDOT) operates thousands of traffic signals along state highways in the state of Texas. The operation of these signals is the responsibility of the TxDOT districts in which they are located. This local operation serves Texas motorists well, but it has also resulted in differences in practice across the state. TxDOT research project 0-5629 developed the "Traffic Signal Operations Handbook" to (1) provide a uniform basis for signal operation throughout the state and (2) identify cost-effective procedures for maintaining safe and efficient signal operation. This report documents the development and conduct of a two-year series of workshops to share information with TxDOT engineers and technicians regarding the cost-effective design and operation of signalized intersections. Information in the Handbook was used as the basis for the workshop. The workshop was one day in length and was offered at six venues in Texas. Workshop topics include basic signal controller timing, coordination timing, signal phasing, rail preemption, detection design, and diamond interchange timing. The workshop participants applied the Handbook guidelines in several examples using a spreadsheet program called the Texas Signal Coordination Optimizer (TSCO). KW - Cost effectiveness KW - Diamond interchanges KW - Guidelines KW - Handbooks KW - Signalized intersections KW - Texas KW - Traffic signal control systems KW - Traffic signal phases KW - Traffic signal preemption KW - Traffic signal timing KW - Vehicle detectors KW - Workshops UR - http://tti.tamu.edu/documents/5-5629-01-1.pdf UR - https://trid.trb.org/view/1124291 ER - TY - RPRT AN - 01358662 AU - Bonneson, J AU - Sunkari, S AU - Pratt, M AU - Songchitruksa, P AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Traffic Signal Operations Handbook, Second Edition PY - 2011/10//Product; Second Edition SP - 180p AB - This handbook provides guidelines for timing traffic control signals at intersections that operate in isolation or as part of a coordinated signal system. The guidelines are intended to describe best practices, as identified through interviews with engineers and technicians, and to identify conditions where alternative practices are equally workable. The handbook is intended to make resource investment in signal timing maintenance cost effective and signal operation more consistent on an area-wide basis. It is likely to be most useful to engineers that desire quick-response methods for maintaining or improving the operation of existing signalized intersections. The second edition of the handbook includes new material focused on pedestrian safety at signalized intersections. One element of the new material is presented as guidelines for determining whether protected left-turn operation is appropriate based on consideration of pedestrian-vehicle crashes and vehicle delay. A second element is presented as guidelines for determining whether an exclusive pedestrian phase is needed. A third element is presented as a new appendix that describes alternative pedestrian treatments that can improve pedestrian safety at signalized intersections. KW - Best practices KW - Cost effectiveness KW - Exclusive phasing KW - Guidelines KW - Handbooks KW - Isolated intersections KW - Left turns KW - Maintenance KW - Pedestrian phase KW - Pedestrian safety KW - Signalized intersections KW - Traffic signal control systems KW - Traffic signal timing UR - http://tti.tamu.edu/documents/0-6402-P1.pdf UR - http://tti.tamu.edu/documents/0-6402-P3.zip UR - https://trid.trb.org/view/1124287 ER - TY - RPRT AN - 01358661 AU - Bonneson, James AU - Pratt, Michael AU - Songchitruksa, Praprut AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Pedestrian Safety Guidelines and Proposed Left-Turn Phase Warrant PY - 2011/10//Product SP - 28p AB - For intersections with a permissive or protected-permissive left-turn mode, pedestrians cross during the permissive period. This operation requires the left-turn driver to yield to both opposing vehicles and pedestrians, prior to accepting a gap and completing the turn. Pedestrian crash risks are increased in these complicated driving conditions because left-turn drivers sometimes fail to yield to pedestrians. Guidelines for the selection of left-turn mode (e.g., permissive, protected, and protected-permissive) focus mainly on vehicular traffic conditions at the intersection. Very few of these guidelines include a sensitivity to pedestrian volume or other pedestrian-safety-related factors. This report provides guidelines for determining whether protected left-turn operation is appropriate based on consideration of pedestrian safety and vehicle operation. These considerations include the road-user costs associated with pedestrian-vehicle crashes and vehicle delay. The report also describes a proposed warrant for left-turn phase determination that is based on the guidelines. KW - Exclusive permissive phasing KW - Exclusive phasing KW - Guidelines KW - Left turn phase KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Permissive phasing KW - Road user costs KW - Traffic delays KW - Warrants (Traffic control devices) UR - http://tti.tamu.edu/documents/0-6402-P3.pdf UR - http://tti.tamu.edu/documents/0-6402-P3.zip UR - https://trid.trb.org/view/1124289 ER - TY - RPRT AN - 01358582 AU - Carvalho, R AU - Ayres, M AU - Shirazi, H AU - Selezneva, O AU - Darter, M AU - Applied Research Associates, Incorporated AU - Federal Highway Administration TI - Impact of Design Features on Pavement Response and Performance in Rehabilitated Flexible and Rigid Pavements PY - 2011/10//Final Report SP - 261p AB - The primary focus of this research was to determine the effects of design and construction features, such as overlay thickness and mix type, presence of milling, and type of restoration, on pavement response and performance and to establish their importance in the prediction of future performances of rehabilitated pavements. Long-Term Pavement Performance program Specific Pavement Study (SPS)-5 and SPS-6 experiments provided information to obtain a better understanding of the effects of design and construction features on pavement response and performance of rehabilitated flexible and rigid pavements. The research findings provided guidance to identify appropriate features and rehabilitation alternatives for different pavement types and recommendations for improving data collection activities. The analyses results obtained in this study helped determine the causes of distress and helped formulate models for predicting performance of rehabilitated pavements. In addition, data from SPS-3 and SPS-4 experiments were used to determine effectiveness and timing of preventive maintenance treatments. The findings suggest that it is possible to determine significant differences between treatment alternatives with respect to pavement performance and treatment timing. Performance of rehabilitated pavement sections from SPS-5 and SPS-6 were also examined using the "Mechanistic Empirical Pavement Design Guide" and compared with the field performance. The results provide useful information about rehabilitated pavement section performance predictions and recommendations, for future model improvements. KW - Accelerometers KW - Calibration KW - Data collection KW - Deflection KW - Falling weight deflectometers KW - Pavements KW - Software UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/10066/10066.pdf UR - http://ntl.bts.gov/lib/43000/43200/43273/10066.pdf UR - https://trid.trb.org/view/1124154 ER - TY - RPRT AN - 01358581 AU - Irwin, Lynne H AU - Orr, David P AU - Atkins, Daniel AU - Cornell University AU - Federal Highway Administration TI - Falling Weight Deflectometer Calibration Center and Operational Improvements: Redevelopment of the Calibration Protocol and Equipment PY - 2011/10//Final Report SP - 268p AB - The objective of this project is to upgrade the existing falling weight deflectometer (FWD) calibration system to make calibration sustainable for the next decade without a loss of quality while ensuring that any new procedures are compatible with all brands of FWDs sold in the United States. This involves upgrading the hardware and software used in calibration to take advantage of improvements in technology. The primary result of the FWD calibration procedure is to obtain gain factors used to correct FWD load and deflection sensor data to agree with the calibration instrumentation. Changes incorporated in the new FWD calibration procedure include replacing the reference linear variable differential transducer with an accelerometer for deflection sensor calibration, developing a stiff multiple-sensor stand to allow calibration of all deflection sensors simultaneously, updating the calibration software to a modern programming language with the ability to electronically read data from each brand of FWD, and using modern data acquisition techniques to eliminate sensitivity problems from the older Strategic Highway Research Program FWD calibration protocol. The time to complete an FWD calibration was greatly reduced. This report outlines the updated procedures and provides details about the equipment and methods needed to perform the updated protocol. KW - Flexible pavements KW - Long-Term Pavement Performance Program KW - Mechanistic-Empirical Pavement Design Guide KW - Pavement design KW - Pavement performance KW - Preventive maintenance KW - Rehabilitation (Maintenance) KW - Rigid pavements KW - Specific Pavement Studies (LTPP) UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/07040/07040.pdf UR - https://trid.trb.org/view/1124150 ER - TY - RPRT AN - 01358512 AU - Douma, Frank AU - Aue, Sarah AU - University of Minnesota, Twin Cities AU - Intelligent Transportation Systems Institute AU - Research and Innovative Technology Administration TI - ITS and Locational Privacy: Suggestions for Peaceful Coexistence PY - 2011/10//Final Report SP - 42p AB - Continuing developments in the fields of transportation technology and privacy law present an abundance of opportunities for conflict. Without knowledge of the legal framework that applies to emerging technology, Intelligent Transportation System (ITS) developers set themselves up for frustration as ideas that appear flawless in an engineering office may become controversial when they reach the implementation stage. From the legal perspective, advocates of comprehensive privacy law struggle to update existing law at a pace that keeps up with innovative advancements in technology. This paper reviews several cases where implementation of transportation technologies has raised civil liberties arguments, examining them from legal and political perspectives. The understanding of privacy both as a political concept and a legal protection provides the foundation for future ITS progress, allowing new technologies to be developed in ways that can withstand these types of challenges or avoid them altogether. KW - Case studies KW - Civil liberties KW - Intelligent transportation systems KW - Law KW - Legal factors KW - Location KW - Political factors KW - Privacy KW - Technological innovations UR - http://www.its.umn.edu/Publications/ResearchReports/pdfdownload.pl?id=1592 UR - http://ntl.bts.gov/lib/44000/44100/44179/CTS11-21.pdf UR - https://trid.trb.org/view/1123869 ER - TY - RPRT AN - 01358510 AU - Callow, Michael AU - Austin, Nathan K AU - Morgan State University AU - National Transportation Center AU - Research and Innovative Technology Administration TI - The Mediating Role of Motorists’ Evaluation of Current Roadway Conditions in Determining Their Willingness to Pay for Future Improvements PY - 2011/10//Final Report SP - 54p AB - America’s transportation infrastructure significantly impacts the autonomy, mobility, and economic well-being of its citizens. However, there is growing concern for the vitality of the nation’s highways given the dwindling balances in the Federal Highway Trust Fund. Researchers have begun to focus on the citizens’ evaluation of various revenue-generating initiatives. This study adds to the existing literature by focusing on attitudinal, demographic, and behavioral criteria for segmenting the user base. A survey of Maryland residents was used to test the mediating role of motorists’ evaluation of current roadway conditions in determining their willingness to pay for future improvements. A total of 450 surveys were completed from a random sample of 4,300 residents. Though there were significant differences in opinion among the various segments, overall there was favorable opinion for three revenue-generating initiatives: (1) variable rates for inspection and licensing fees, (2) increases in registration and licensing fees, and (3) General Obligation Bonds. There were neutral opinions towards toll-related initiatives and increasing the state gas tax, and negative evaluations of non-road usage fees, sales tax increases, and a mileage fee. The findings also suggest that dissatisfaction with roadway conditions, pollution, safety, and congestion are important determinants for shaping motorists’ preferences for these alternatives. Even though there is a general level of dissatisfaction with current roadway conditions, motorists tend to be reluctant to support revenue-generating initiatives, unless it is clear that the additional revenue will be used for projects aimed at improving important roadway concerns. KW - Attitudes KW - Behavior KW - Bonds KW - Demographics KW - Fees KW - Financing KW - Fuel taxes KW - Highways KW - Improvements KW - Maryland KW - Mileage-based user fees KW - Road conditions KW - Sales tax KW - Surveys KW - Tolls KW - Willingness to pay UR - http://cdm16064.contentdm.oclc.org/cdm/ref/collection/p266901coll7/id/3671 UR - http://ntl.bts.gov/lib/43000/43000/43003/TheMediating_Callow_1112.pdf UR - https://trid.trb.org/view/1123488 ER - TY - RPRT AN - 01358015 AU - DeLuccie, Veronica AU - Goldbaum, Jay AU - Colorado Department of Transportation AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Hot Mix Asphalt Voids Acceptance Review of QC/QA Data 2000 through 2010 PY - 2011/10//Final Report SP - 55p AB - This report analyzes the quality control/quality assurance (QC/QA) data for hot mix asphalt (HMA) using voids acceptance as the testing criteria awarded in the years 2000 through 2010. Analysis of the overall performance of the projects is accomplished by reviewing the Calculated Pay Factor Composite (CPFC) and Incentive/Disincentive Payments (I/DP). Analysis of each of the elements: asphalt content, voids in mineral aggregate (VMA), air voids, mat density, and joint density is presented in tables, figures, and reports. Various data groupings are used to evaluate the data including: year, region, and grading. The specification and the projects are performing reasonably well. The results for the data show that quality of the projects is remaining fairly consistent. No definite upward or downward trends can be seen in the data. Over the eleven-year time period more projects have received incentive payments than disincentive payments. The average CPFC over the eleven years evaluation is 1.00569. The quality levels in the individual elements are at relatively high levels. The VMA and mat density elements show the best results being above 93 percent within the specification limits. The asphalt content and air voids elements are at approximately 90 percent. The joint density pay factor is under 1.0 but is expected to rise as contractors gain experience in this area. KW - Acceptance tests KW - Air voids KW - Contracting KW - Disincentives KW - Hot mix asphalt KW - Incentives KW - Quality assurance KW - Quality control KW - Quality of work KW - Road construction KW - Voids in mineral aggregate UR - http://www.coloradodot.info/programs/research/pdfs/2011/hmavoids2011/at_download/file UR - https://trid.trb.org/view/1122580 ER - TY - RPRT AN - 01357986 AU - Hastings, Aaron AU - Pollard, John K AU - Garay-Vega, Lisandra AU - Stearns, Mary D AU - Guthy, Catherine AU - Research and Innovative Technology Administration AU - National Highway Traffic Safety Administration TI - Quieter Cars and the Safety of Blind Pedestrians, Phase 2: Development of Potential Specifications for Vehicle Countermeasure Sounds PY - 2011/10//Final Report SP - 156p AB - This project performed research to support the development of potential specifications for vehicle sounds, (i.e., audible countermeasures) to be used in vehicles while operating in electric mode in specific low speed conditions. The purpose of the synthetic vehicle sound is to alert pedestrians, including blind pedestrians, of vehicle presence and operation. The project developed various options and approaches to specify vehicle sounds that could be used to provide information at least equivalent to the cues provided by ICE vehicles, including speed change. Acoustic data from a sample of ICE vehicles was used to determine the sound levels at which synthetic vehicle sounds, developed as countermeasures, could be set. Psychoacoustic models and human-subject testing were used to explore issues of detectability, masking, and recognition of ICE-like and alternative sound countermeasures. Data were used to develop potential options that could be pursued to develop specifications for synthetic vehicle sounds. Project results indicate that vehicle detectability could potentially be met through various options including: recording(s) of actual ICE sounds; synthesized ICE-equivalent sounds; alternative, non-ICE-like sounds designed for detectability; and a hybrid of the options listed above. KW - Auditory perception KW - Blind persons KW - Countermeasures KW - Detectability KW - Electric vehicles KW - Pedestrian safety KW - Sound KW - Traffic noise UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2011/811496.pdf UR - http://ntl.bts.gov/lib/42000/42800/42888/DOT-VNTSC-NHTSA-11-04.pdf UR - https://trid.trb.org/view/1122536 ER - TY - RPRT AN - 01357952 AU - Clevenger, Caroline M AU - Ozbek, Mehmet E AU - Colorado State University, Fort Collins AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Evaluation of Environmental Commitment Tracking Systems for Use at CDOT PY - 2011/10//Final Report SP - 117p AB - The purpose of this study is to review existing Environmental Tracking Systems (ETSs) used by other, select state Departments of Transportation (DOTs), as well as the existing Environmental Commitment Tracking System (ECTS) currently in use by Colorado Department of Transportation (CDOT) in an effort to determine which system would be the most beneficial for long-term implementation at CDOT. Implementation: Based on the quantitative evaluation assessing how well other state ETSs’ features correlate to CDOT’s preferences, this study recommends that CDOT adopt FDOT’s existing ETS for long-term implementation. Findings based on the Analytical Hierarchy Process (AHP) analysis performed comparing CDOT’s existing ECTS to eight other state DOT’s ETSs, show that FDOT’s existing ETS supports the highest number (93%) of CDOT’s weighted preferences, while CDOT’s existing ECTS supports only 35%. Secondary implementation recommendations are to have a number of CDOT end users familiar with CDOT’s ECTS test candidate ETSs for ease of use and user satisfaction, and that additional first cost and operational cost information be secured and analyzed to assist in making a final decision on which system to adopt. If CDOT elects to implement this second recommendation to further examine additional metrics prior to making a final decision, VDOT’s and TxDOT’s ETSs are the systems which currently provide the second (90%) and third highest (85%) number of desired features respectively. KW - Analytical hierarchy process KW - Colorado KW - Construction management KW - Environmental impacts KW - Environmental monitoring KW - Evaluation and assessment KW - Project management UR - http://www.coloradodot.info/programs/research/pdfs/2011/envtrack.pdf/at_download/file UR - https://trid.trb.org/view/1122574 ER - TY - RPRT AN - 01357895 AU - Maser, Kenneth R AU - Puccinelli, Jason AU - Punnackal, Timin AU - Carmichael, Adam AU - Infrasense, Incorporated AU - Nichols Consulting Engineers, Chartered AU - Montana Department of Transportation AU - Federal Highway Administration TI - Ground Penetrating Radar (GPR) Analysis: Phase II Field Evaluation PY - 2011/10//Phase II Report SP - 57p AB - The objective of this work was to evaluate the feasibility and value of expanding the Montana Department of Transportation's (MDT's) Ground Penetrating Radar (GPR) program to pavement design and rehabilitation, and to network level evaluation. Phase I of this project concluded that in order to investigate the feasibility and value of these program expansions, a Phase II field evaluation project be designed and implemented to evaluate the accuracy of GPR pavement thickness data on Montana pavements, and to correlate these findings with the accuracy requirements of the individual applications. This field evaluation began with identifying 26 pavement test sections of different composition and structure located throughout the diverse climatic regions of Montana. At each site, falling weight deflectometer (FWD) and GPR data were collected, followed by coring and augering to determine the thickness of the pavement layer structure and base moisture content. This testing was carried out both in the spring of 2010 and in the fall of 2010 to capture seasonal variations. The GPR data were analyzed for thickness, and the GPR thickness data were evaluated for seasonal changes, and compared to core and plan data to investigate thickness accuracy and the effectiveness of calibration methods. Compared to cores, the average GPR bound layer thickness error was 10.3% vs. 15.2% using plan data. A GPR data checking method was developed using FWD and plan data to identify potential analysis layer analysis inconsistencies and suggest alternative interpretation. Implementation of this method reduced the GPR error to 7.6%. A sensitivity study was carried out to investigate the impact of having the more accurate GPR data. This study showed that, on average, the use of GPR reduced the pavement life prediction error by 62% when compared to using as-built plan data. KW - Falling weight deflectometers KW - Ground penetrating radar KW - Mathematical prediction KW - Montana KW - Pavement design KW - Pavement layers KW - Seasonal variations KW - Service life KW - Test sections KW - Thickness UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/gpr/phaseii/final_report_oct11.pdf UR - http://ntl.bts.gov/lib/45000/45800/45848/final_report_oct11_70.pdf UR - https://trid.trb.org/view/1123391 ER - TY - RPRT AN - 01357319 AU - Dusicka, Peter AU - Roberts, Jeffery AU - Portland State University AU - Oregon Transportation Research and Education Consortium AU - Research and Innovative Technology Administration TI - Bridge Damage Models for Seismic Risk Assessment of Oregon Highway Network PY - 2011/10//Final Report SP - 110p AB - The highway transportation network of the United States relies on the health and integrity of major infrastructure elements such as bridges. Frequently traveled parts of Oregon are within the seismically active Pacific Northwest and many of the bridges were designed and built to lateral demands that were assumed to be less than the current expectation, a deficiency caused by our growing awareness of seismic hazard and our enhanced understanding of the non-linear response of bridges. This vulnerability to damage from earthquakes can result in not only immediate damage, but also in potentially lingering economic impact caused by the disruption to traffic and freight mobility. Using analytical methods, fragility curves were constructed assuming lognormal capacity and demand distributions. Probability of failure was determined for the four damage state conditions of slight, moderate, extensive, and complete levels of damage. These statistical values were compared to the median and dispersion values proposed by other researchers, in addition to those calculated using guidelines from the HAZUS Technical Manual. Older multiple-span Oregon bridges were found to be significantly more fragile than the HAZUS models. As a result of this modeling and analysis effort, the relative fragility of the modeled typical 3-span and 5-span bridges was determined and quantified. Possible causes of the relatively high fragilities were also considered. KW - Bridge design KW - Bridges KW - Damage models KW - Earthquake resistant design KW - Failure probability KW - Fragility KW - Multispan bridges KW - Oregon KW - Risk assessment KW - Structural analysis UR - http://otrec.us/main/document.php?doc_id=2013 UR - http://www.otrec.us/project/148 UR - https://trid.trb.org/view/1122762 ER - TY - RPRT AN - 01357314 AU - Jay, David A AU - Pan, Jiayi AU - Portland State University AU - Oregon Department of Transportation AU - Oregon Transportation Research and Education Consortium AU - Research and Innovative Technology Administration TI - Maintaining Safe, Efficient and Sustainable Intermodal Transport through the Port of Portland PY - 2011/10//Final Report SP - 60p AB - About $15 billion of freight passes annually through the Lower Columbia River (LCR) navigation channel to reach Portland and Vancouver, where most of it connects with land transport. This commerce plays a vital role in sustaining the regional economy and connecting Oregon to the global economy. The timely connection of truck and rail transport with vessels is vital, especially for export traffic. This link is susceptible to disruption if water depths in the navigation channel are shallower than expected, leading to delays and/or draft limitations. Moreover, ship drafts have increased in recent decades, 25% of the vessels calling in the river sail with a draft close to the channel depth at low water, and these carry roughly 70% of the cargo. A large vessel may have as little as 0.6 m bed clearance when it passes through a low-tide point in the river, which each vessel in transit must do. Thus, prediction and real-time communication of water level to vessels is vital to safety as well as efficiency. This has been implemented through the LOADMAX system, consisting of telemetered water-level gauges and a forecast model. Moreover, the dilemma has been made more critical by changes in the river – low water levels in the river channel between Wauna and Vancouver have decreased 0.3-1.2 m since 1940. The rate of decrease depends on location and riverflow, but appears to have accelerated in the last decade. The reasons for this decrease are not understood. For perspective, an ongoing 0.9 m channel deepening will cost about $150 million when completed, so unintended decreases in water depths are expensive as well as potentially dangerous. Lower water levels in the river also increase carbon emissions, because smaller loads mean more land and vessel transport trips. Further, navigation and salmon habitat restoration are closely connected. Dredging is used to maintain the channel, and habitat restoration is an integral part of the channel deepening. New dredging strategies are needed to maintain the newly deepened channel, but dredging that removes material permanently from the river may further lower water levels, limiting possibilities for habitat restoration and reducing bed clearance for large ships. These problems will be exacerbated by future decreases in summer river flows due to climate change. KW - Channel deepening KW - Channels (Waterways) KW - Climate change KW - Columbia River KW - Deep draft ships KW - Depth KW - Dredging KW - Habitat (Ecology) KW - Intermodal transportation KW - Low water conditions KW - Maritime safety KW - Port of Portland (Oregon) KW - Restoration ecology KW - Salmon KW - Streamflow KW - Sustainable transportation UR - http://otrec.us/main/document.php?doc_id=2012 UR - http://www.otrec.us/project/226 UR - https://trid.trb.org/view/1122743 ER - TY - RPRT AN - 01356795 AU - Sunkari, Srinivasa R AU - Charara, Hassan A AU - Songchitruksa, Praprut AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - A Portable Toolbox to Monitor and Evaluate Signal Operations PY - 2011/10//Technical Report SP - 80p AB - Researchers from the Texas Transportation Institute developed a portable tool consisting of a field-hardened computer interfacing with the traffic signal cabinet through special enhanced Bus Interface Units. The toolbox consisted of a monitoring tool and an analysis tool. The monitoring tool monitors and logs relevant events within the cabinet that provide input to analyze intersection operations. These inputs include signal status, detector status, preempt status, and coordination status. The user has to provide the basic signal timing data and coordination data as input data. The analysis tool then analyzes the log files for each day and produces easy to understand reports. The reports are available either in an hourly average format or individual cycle format for a selected time period. The measures of effectiveness (MOEs) presented include phase time, phase failures, queue clearance time, time to service; as well as counts on green, yellow, red, and split utilization during coordinated operations. Preempt data include the type of preempt, time of preempt, and the duration of preempt for each day. Detector failure data include type of detector failure and the time at which the detector failure occurred. The analysis tool analyzes the log files and generates user-specified MOEs in Microsoft Excel® format. This type of format provides the user with an opportunity to further analyze the data in a manner the user considers appropriate. KW - Diagnostic tools KW - Measures of effectiveness KW - Monitoring KW - Portable equipment KW - Signalized intersections KW - Traffic signal control systems KW - Traffic signal controllers KW - Traffic signal hardware KW - Traffic signal timing UR - http://tti.tamu.edu/documents/0-6177-1.pdf UR - http://ntl.bts.gov/lib/42000/42800/42884/0-6177-1.pdf UR - https://trid.trb.org/view/1122436 ER - TY - RPRT AN - 01356745 AU - Bradner, Chris AU - Schumacher, Thomas AU - Cox, Daniel AU - Higgins, Chris AU - Oregon State University, Corvallis AU - Oregon Transportation Research and Education Consortium AU - Research and Innovative Technology Administration TI - Large-Scale Laboratory Observations of Wave Forces on a Highway Bridge Superstructure PY - 2011/10//Final Report SP - 170p AB - The experimental setup and data are presented for a laboratory experiment conducted to examine realistic wave forcing on a highway bridge superstructure. The experiments measure wave conditions along with the resulting forces, pressures, and structural response of a 1:5 scale, reinforced concrete model of a typical section of the I-10 Bridge over Escambia Bay, Florida that failed during Hurricane Ivan in 2004. A unique feature of this model is its roller and rail system which allowed the specimen to move freely along the axis of wave propagation to simulate the dynamic response of the structure. The data are analyzed to study the relative importance of the impulse load versus the sustained wave load, the magnitudes of the horizontal to vertical forces, and their time histories to identify the modes of failure. The thesis examines the relationship between measured forces and wave momentum flux. The measured forces are also compared to recently published AASHTO guidelines. The author evaluates the distribution of forces under random wave conditions and proposes a method that calculates design loads based on exceedance probabilities. KW - Bridge superstructures KW - Design load KW - Dynamic response (Structures) KW - Escambia Bay (Florida) KW - Escambia Bay, Florida, Bridge Collapse, 2004 KW - Highway bridges KW - Hurricanes KW - Laboratory tests KW - Scale models KW - Water waves KW - Wave forces KW - Wave motion UR - http://otrec.us/main/document.php?doc_id=2011 UR - http://www.otrec.us/project/161 UR - https://trid.trb.org/view/1122219 ER - TY - RPRT AN - 01356744 AU - Scott, Michael H AU - Zhu, Minjie AU - Oregon State University, Corvallis AU - Oregon Transportation Research and Education Consortium AU - Research and Innovative Technology Administration TI - Combined Seismic Plus Live-Load Analysis of Highway Bridges PY - 2011/10//Final Report SP - 44p AB - The combination of seismic and vehicle live loadings on bridges is an important design consideration. There are well-established design provisions for how the individual loadings affect bridge response; structural components that carry vertical live loads are designed to remain well within the linear-elastic range, while lateral load carrying components are designed to yield under large seismic excitations. The weight of the bridge superstructure is taken into account as dead load in structural analysis for seismic loads; however, the effects of additional mass and damping of live loads on the bridge deck are neglected. To improve the design of highway bridges for multi-hazard effects of seismic plus live load, many questions arise and are addressed in this project via numerical simulations of short span bridges. Further extensions of this research can be extended to long span bridges whose seismic response is more heavily influenced by vehicle mass on the bridge deck. KW - Bridge design KW - Earthquake resistant design KW - Highway bridges KW - Live loads KW - Seismic loads KW - Short span bridges KW - Simulation UR - http://otrec.us/main/document.php?doc_id=2009 UR - http://www.otrec.us/project/261 UR - https://trid.trb.org/view/1122217 ER - TY - RPRT AN - 01356743 AU - Carrion-Madera, Carlos AU - Levinson, David AU - Harder, Kathleen AU - University of Minnesota, Twin Cities AU - University of Minnesota, Twin Cities AU - Oregon Transportation Research and Education Consortium AU - Research and Innovative Technology Administration TI - Value of Travel-Time Reliability: Commuters’ Route-Choice Behavior in the Twin Cities PY - 2011/10//Final Report SP - 156p AB - Travel-time variability is a noteworthy factor in network performance. It measures the temporal uncertainty experienced by users in their movement between any two nodes in a network. The importance of the time variance depends on the penalties incurred by the users. In road networks, travelers consider the existence of this journey uncertainty in their selection of routes. This choice process takes into account travel-time variability and other characteristics of the travelers and the road network. In this complex behavioral response, a feasible decision is spawned based on not only the amalgamation of attributes, but also on the experience travelers incurred from previous situations. Over the past several years, the analysis of these behavioral responses (travelers’ route choices) to fluctuations in travel-time variability has become a central topic in transportation research. These have generally been based on theoretical approaches built upon Wardropian equilibrium, or empirical formulations using Random Utility Theory. This report focuses on the travel behavior of commuters using Interstate 394 (I-394) and the swapping (bridge) choice behavior of commuters crossing the Mississippi River in Minneapolis. The inferences of this report are based on collected Global Positioning System (GPS) tracking data and accompanying surveys. Furthermore, it also employs two distinct approaches (estimation of Value of Reliability [VOR] and econometric modeling with travelers’ intrapersonal data) in order to analyze the behavioral responses of two distinct sets of subjects in the Minneapolis-Saint Paul (Twin Cities) area. KW - Commuters KW - Econometric models KW - Global Positioning System KW - Route choice KW - Surveys KW - Travel time KW - Travel time reliability KW - Twin Cities Metropolitan Area (Minnesota) KW - Value of reliability UR - http://otrec.us/main/document.php?doc_id=2010 UR - http://www.otrec.us/project/130 UR - http://ntl.bts.gov/lib/42000/42800/42823/OTREC-RR-11-21_Final.pdf UR - https://trid.trb.org/view/1122218 ER -