TY - RPRT AN - 01357963 AU - Marshall, Dawn C AU - Wallace, Robert B AU - Torner, James C AU - Leeds, Michelle Birt AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration TI - Enhancing the Effectiveness of Safety Warning Systems for Older Drivers: Project Report PY - 2010/12//Project Report SP - 131p AB - Older drivers seem to have the greatest difficulty negotiating intersections, as indicated by overrepresentation in intersection crashes. Older drivers are also the fastest growing segment of the general population and the fastest growing sector of the driving population. To address this area of concern, this research is an effort aimed to support technology development that can mitigate older driver intersection crashes. This project explored a vehicle-based technology countermeasure for crashes associated with failure-to-obey (running a stop sign or stop light) violations developed under the Intelligent Transportation Systems’ CICAS-V project. This system warned drivers when it determined it was likely the driver would violate a red light or stop sign. An evaluation was performed in the NADS-1 high-fidelity driving simulator. The experimental design used 36 participants from three age-related groups; 'middle-normal'(25-55), 'older normal'(>65) and 'older at-risk'(>65) drivers. The participants were presented two levels of vehicle system presence (present and not present). There was an overall benefit associated with the presence of the warning system as there were significantly fewer did-not-stop outcomes when the system was present than when it was not. The benefit associated with the system was also seen in the stopping position data. Participants who experienced the system warning stopped instead of driving through the intersection, resulting in more stops past the stop bar, but before the collision zone. From the survey data, there was also a general perception that the system improved driving safety and that the system aided drivers in driving more carefully. Older-at-risk drivers had the greatest decrease in did-not-stop outcomes when the system was present, although this trend did not reach statistical significance. This study shows promise for improving the safety of all drivers, including at-risk-older drivers, with intersection warning systems. However, this study did not thoroughly explore possible unintended consequences of intersection warning systems such as overreliance on or inappropriate reactions to warnings under certain situations. KW - Aged drivers KW - Countermeasures KW - Crash avoidance systems KW - Highway safety KW - Intersections KW - Red light running KW - Simulation KW - Stopping KW - Traffic crashes KW - Warning systems UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2010/811417.pdf UR - https://trid.trb.org/view/1122656 ER - TY - RPRT AN - 01357947 AU - Sayer, James R AU - Buonarosa, Mary Lynn AU - Bao, Shan AU - Bogard, Scott E AU - LeBlanc, David J AU - Blankespoor, Adam D AU - Funkhouser, Dillon S AU - Winkler, Christopher B AU - University of Michigan Transportation Research Institute AU - Research and Innovative Technology Administration TI - Integrated Vehicle-Based Safety Systems Light-Vehicle Field Operational Test Methodology and Results Report PY - 2010/12 SP - 191p AB - This document presents the methodology and results from the light-vehicle field operational test conducted as part of the Integrated Vehicle-Based Safety Systems program. These findings are the result of analyses performed by the University of Michigan Transportation Research Institute to examine the effects of a prototype integrated crash warning system on driving behavior and driver acceptance. The light-vehicle platform included four integrated crash-warning subsystems (forward crash, curve speed, lateral drift, and lane-change/merge crash warnings) installed on a fleet of Honda Accords driven by 108 lay-drivers for a period of six weeks each. Each vehicle was instrumented to capture detailed data on the driving environment, driver behavior, warning system activity, and vehicle kinematics. Data on driver acceptance was collected through a post-drive survey, debriefings, and focus groups. Key findings indicate that use of the integrated crash warning system resulted in improvements in lane-keeping, fewer lane departures, and increased turn signal use. Research also indicated that drivers were slightly more likely to maintain shorter headways with the integrated system. No negative behavioral adaptation effects were observed as a result of drivers’ involvement in secondary task behaviors. Drivers generally accepted the integrated system, and 72 percent of the drivers reported they would like to have such a system in their personal vehicles. Drivers also reported that the blind-spot detection component of the lane-change/merge crash warning system was the most useful aspect of the integrated system. KW - Acceptance KW - Behavior KW - Blind spots KW - Crash avoidance systems KW - Demonstration projects KW - Drivers KW - Highway curves KW - Highway safety KW - Intelligent vehicles KW - Lane changing KW - Lateral drift KW - Light vehicles KW - Rear end crashes KW - Speed KW - Test procedures KW - Warning systems UR - http://hdl.handle.net/2027.42/84381 UR - https://trid.trb.org/view/1122811 ER - TY - RPRT AN - 01357899 AU - Osborn, David A AU - Gulsby, William D AU - Stull, Daniel W AU - Cohen, Bradley S AU - Warren, Robert J AU - Miller, Karl V AU - Gallagher, George R AU - University of Georgia, Athens AU - Berry College AU - Georgia Department of Transportation AU - Federal Highway Administration TI - Development and Evaluation of Devices Designed to Minimize Deer-Vehicle Collisions (Phase II) PY - 2010/12//Final Report SP - 169p AB - The authors evaluated behavioral responses of captive white-tailed deer to visual and physical barriers designed to minimize deer-vehicle collisions, determined effects of exclusion fencing on movements of free-ranging deer, and further tested the visual capabilities of deer, as related to potential mitigation strategies. They tested the efficacy of several fencing designs and that of a layer of rip-rap rock for restricting movements of captive deer. Woven-wire fences <1.8 m tall, similar heights of opaque fencing, and rip-rap rock were ineffective. Both 1.8-m and 2.4-m woven-wire fences were relatively more effective. Woven-wire fences >2.1-m tall and 1.2-m woven-wire fences with a top-mounted outrigger were most effective. The authors studied movements of free-ranging deer before and after construction of 1.6-km of 2.4-m woven-wire and 1.6-km of 1.2-m woven-wire with a top-mounted outrigger. Fencing did not affect deer home range size, and deer often circumvented fence ends. Daily deer movements in response to fencing were reduced by 98% and 90% for the 2.4-m and outrigger designs, respectively. The outrigger design has potential for reducing collisions because of its relative affordability and ability to function as a 1-way barrier. To further test deer vision, as related to deterrents to roadway crossing, the authors developed an automated system for training deer to associate a white-light stimulus with a food reward. Each of six captive deer correctly identified the positive reward in >75% of trials by Day 19. This system will be used to further characterize the visual thresholds of deer, and to test innovative roadside mitigation strategies. KW - Animal vehicle collisions KW - Barriers (Roads) KW - Before and after studies KW - Countermeasures KW - Crashes KW - Deer KW - Deer-vehicle collisions KW - Fences KW - Height KW - Visual threshold KW - White light KW - Wildlife fencing UR - http://ntl.bts.gov/lib/42000/42900/42989/07-02_Phase_II.pdf UR - https://trid.trb.org/view/1123389 ER - TY - RPRT AN - 01354592 AU - Hannon, Daniel J AU - Research and Innovative Technology Administration AU - Federal Railroad Administration TI - Guidelines for the Specification of Blue Safety Flags in Railroad Operations PY - 2010/12//Final Report SP - 37p AB - Blue flag protection in the railroad industry provides safety to workers from the inadvertent movement of equipment on which they are working. Current Federal regulations provide minimum specifications for the devices that can be used as blue flags, allowing many devices to be used as long as they are blue. Safety standards developed by national and international committees that have been adopted throughout a wide variety of high hazard industries, however, require greater specificity in the design of safety signs and signals. An analysis of 11 commercially available blue safety flag products revealed that 5 did not meet any safety standards beyond the minimum government regulations, and only 1 met the requirements of the most stringent safety code. Recommendations are provided for blue safety flags that are consistent with the current meaning and use in the railroad industry and that meet current safety code guidelines. KW - Blue safety flags KW - Equipment KW - Occupational safety KW - Railroad facility operations KW - Railroad safety KW - Standards KW - Train crews KW - Train operations UR - http://www.fra.dot.gov/Elib/Document/105 UR - https://trid.trb.org/view/1118158 ER - TY - RPRT AN - 01349500 AU - Commuri, Sesh AU - Zaman, Musharraf AU - Singh, Dharamveer AU - Mai, Anh AU - Beainy, Fares AU - University of Oklahoma, Norman AU - Oklahoma Transportation Center AU - Research and Innovative Technology Administration TI - Continuous Real Time Measurement of Pavement Quality during Construction PY - 2010/12//Final Report SP - 80p AB - Intelligent Compaction has been investigated as a means of improving the quality of asphalt pavements during their construction. The long term performance of an asphalt pavement is directly related to its load bearing capability and is determined by the stiffness achieved during the construction process. Early deterioration of pavements due to rutting, fatigue cracking and other types of distresses can be traced to inadequate stiffness. While dependence of pavement performance on stiffness is well known, this parameter is rarely measured during construction of the pavements. Instead, current quality control in the field during the construction of asphalt pavements focuses on the measurement of density of the finished pavement at specific locations. In this research project, the use of OU’s Intelligent Asphalt Compaction Analyzer (IACA) in determining the modulus of the entire pavement under construction is demonstrated. The ability to continuously monitor the modulus of the pavement will help identify and address improper compaction during construction. Low stiffness resulting from inadequate compaction can be addressed while the asphalt mat is still hot and pliable thereby leading to longer lasting roads. The IACA-based approach for estimating the stiffness of the pavement during construction is shown to be a cost effective technique for assessing the quality, and it provides a means to improve the overall quality of asphalt pavements during construction. KW - Asphalt pavements KW - Compaction KW - Dynamic modulus of elasticity KW - Intelligent compaction KW - Paving KW - Quality of work KW - Stiffness UR - http://www.oktc.org/otc/files/finalReports/OTCREOS7.1-10-F.pdf UR - https://trid.trb.org/view/1107962 ER - TY - RPRT AN - 01345011 AU - Holmes, Jonathan F AU - Holcombe, Wiley AU - Daley, Wayne AU - Usher, Colin AU - Robertson, Steven AU - Georgia Institute of Technology, Atlanta AU - Georgia Department of Transportation AU - Federal Highway Administration TI - Development of an Automated Pavement Crack Sealing System PY - 2010/12//Final Report SP - 125p AB - Pavement crack sealing operations remain predominantly manual due to the challenges associated with automation. The research performed by the Georgia Tech Research Institute in conjunction with the Georgia Department of Transportation has proved in many ways that a commercial-scale automated crack sealing system is viable. Solutions related to the high-speed firing of nozzles, automated crack detection, and navigation in a real-time system have been demonstrated on a limited-scale system. Additional work remains on the testing of longitudinal crack sealing solutions, and fine tuning of crack detection algorithms. Once these issues have been properly addressed, the remaining tasks will primarily be associated with scaling the system from 12" of width to a full-lane width. The future of automated crack sealing operations is promising as this research has demonstrated that the technical barriers to commercialization have been addressed, thus opening the door for increases in productivity and worker safety. KW - Automation KW - Crack sealing KW - Pavement cracking KW - Pavement maintenance KW - Sealing (Technology) UR - http://www.dot.ga.gov/BuildSmart/research/Documents/2047.pdf UR - https://trid.trb.org/view/1106013 ER - TY - RPRT AN - 01343376 AU - Krechmer, Daniel AU - Rakha, Hesham AU - Mark Howard AU - Huang, Weimin AU - Zohdy, Ismail AU - Cambridge Systematics, Incorporated AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Research and Innovative Technology Administration TI - Data Mining and Gap Analysis for Weather Responsive Traffic Management Studies PY - 2010/12//Final Report SP - 149p AB - Weather causes a variety of impacts on the transportation system. An Oak Ridge National Laboratory study estimated the delay experienced by American drivers due to snow, ice, and fog in 1999 at 46 million hours. While severe winter storms, hurricanes, or flooding can result in major stoppages or evacuations of transportation systems and cost millions of dollars, the day-to-day weather events such as rain, fog, snow, and freezing rain can have a serious impact on the mobility and safety of the transportation system users. Despite the documented impacts of adverse weather on transportation, the linkages between inclement weather conditions and traffic flow in existing analysis tools remain tenuous. This is primarily a result of limitations on the data used in research activities. The overall goal of this research was to identify gaps in the data necessary to develop weather responsive traffic management (WRTM) studies. Activities conducted to achieve this included 1) A comprehensive search and documentation of traffic and weather data in the United States and abroad that could be used for weather WRTM; 2) surveys, phone calls and site visits with organizations that have suitable traffic data on inclement weather; 3) identification of critical gaps in regards to the collection and processing of traffic data on inclement weather conditions; and 4) recommendation of strategies for gathering and processing data that will be used in WRTM studies. The study found that there are a number of useful research efforts underway both domestically and internationally that are yielding useful data for WRTM analysis. In some cases the scopes are limited and confidentiality issues were found in a number of European studies. There is increasing availability of quality traffic and weather data being generated by transportation and public/private weather information sources in the U.S. The analysis conducted for this project found that this data can be helpful in identifying adverse weather impacts on speed and lane usage. The report recommends that Federal Highway Administration (FHWA) work closely with agencies as they expand their road weather information system (RWIS) to assure that weather data is of adequate quality for WRTM analysis. FHWA also should continue to fund specific research and evaluation activities in conjunction with the Integrated Corridor Management Program or other WRTM initiatives. KW - Highway traffic control KW - Mobility KW - Real time information KW - Road weather information systems KW - Statistical analysis KW - Traffic delays KW - Traffic flow KW - Traffic safety KW - Weather conditions UR - http://ntl.bts.gov/lib/38000/38100/38165/HTML/dmga.pdf UR - http://ntl.bts.gov/lib/38000/38100/38165/HTML/index.htm UR - https://trid.trb.org/view/1105148 ER - TY - RPRT AN - 01343373 AU - Kociolek, Angela AU - Cuelho, Eli AU - Fenster, Roy AU - Huijser, Marcel P AU - Western Transportation Institute AU - Montana Department of Transportation AU - Research and Innovative Technology Administration TI - Assessment of Burrowing Mammal Impacts on Paved Highways in Montana PY - 2010/12//Final Report SP - 73p AB - The burrowing behavior of some rodents, insectivores, and mustelids has the potential to cause damage to paved roads or exacerbate existing deterioration. The main objective of this project was to characterize the nature and extent of burrowing mammal damage to paved roadways across Montana through 1) a targeted survey of Montana Department of Transportation (MDT) personnel, 2) follow-up interviews with a subset of survey respondents, and 3) site visits to several locations in Montana to document burrowing mammal damage to roadways. In general, the findings indicate that burrowing mammal activity does not inherently constitute a widespread maintenance problem for paved roads in Montana. However, there are localized cases where burrowing mammal activities do appear to contribute to pavement deterioration. It is recommended that MDT consider employing techniques to mitigate areas where chronic burrowing mammal activities are coincident with distresses in the pavement surface and support. KW - Damage (Pavements) KW - Environmental impacts KW - Maintenance KW - Mammals KW - Montana KW - Pavement distress KW - Pavement maintenance KW - Rodents KW - Structural deterioration and defects KW - Wildlife UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/burrow_mammal/final_report.pdf UR - http://ntl.bts.gov/lib/38000/38100/38154/BURMAM-FINAL-REPORT.PDF UR - https://trid.trb.org/view/1105145 ER - TY - RPRT AN - 01343200 AU - Odom, Edwin AU - Beyerlein, Steven AU - Law, Joe AU - National Institute for Advanced Transportation Technology AU - Research and Innovative Technology Administration TI - Hybrid FSAE Vehicle Realization PY - 2010/12//Final Report SP - 46p AB - The goal of this multi-year project is to create a fully functional University of Idaho entry in the hybrid FSAE competition. Vehicle integration is underway as part of a variety of 2010-11 senior design projects. This leverages a variety of analytical and empirical studies undertaken in FY 2010 that demonstrate feasibility of the electromechanical powertrain, the energy management system, and the chassis layout. This project has engaged a broad population of graduate and undergraduate students in implementing sustainable transportation technology as well as creation of knowledge management systems that will benefit current and future competition teams. Approximately 1/3 of the allowed 20 MJ for the 22 mile endurance event will be supplied in the initial charge state of the battery pack. The remaining 2/3 is stored in the vehicle‟s gas tank. Accomplishments to date include a road load energy model, performance testing of the electric motor/controller, solid modeling of a reconfigured YZ250F motorcycle engine, suspension modeling, frame design, and a preliminary electronic archive designed to serve as a resource for just-in-time learning of hybrid terminology, subsystem descriptions, analysis methods, and performance tests. Specifications are given for all major subsystems and components. KW - Electric batteries KW - Energy management systems KW - Hybrid vehicles KW - Motors KW - Power trains UR - http://www.webs1.uidaho.edu/niatt/research/Final_Reports/KLK757_N10-08.pdf UR - https://trid.trb.org/view/1104775 ER - TY - RPRT AN - 01343111 AU - Park, Byungkyu (Brian) AU - Jones, Theresa K AU - Griffin, Stephen O AU - Science Applications International Corporation AU - University of Virginia, Charlottesville AU - Federal Highway Administration TI - Traffic Analysis Toolbox Volume XI: Weather and Traffic Analysis, Modeling and Simulation PY - 2010/12 SP - 87p AB - This document presents a weather module for the traffic analysis tools program. It provides traffic engineers, transportation modelers and decision makers with a guide that can incorporate weather impacts into transportation system analysis and modeling. The module describes how users can implement weather analysis using mesoscopic or microscopic traffic simulation modeling tools. It also includes weather and traffic data sources and discusses various weather responsive traffic operations and management strategies. KW - Highway traffic control KW - Mesoscopic traffic flow KW - Microscopic traffic flow KW - Traffic analysis tools KW - Traffic models KW - Traffic simulation KW - Weather conditions UR - http://ntl.bts.gov/lib/37000/37800/37841/TAT%20Vol%20XI%20-%20508%20Files/tat_xi.pdf UR - https://trid.trb.org/view/1104942 ER - TY - RPRT AN - 01342974 AU - Mattson, Jeremy AU - Upper Great Plains Transportation Institute AU - Federal Transit Administration TI - Transportation, Distance, and Health Care Utilization for Older Adults in Rural and Small Urban Areas PY - 2010/12 SP - 62p AB - Transportation is a vital issue for access to health care, especially in rural areas where travel distances are great and access to alternative modes such as transit is less prevalent. This study estimates the impacts of transportation and geography on utilization of health care services for older adults in rural and small urban areas. Using data collected from a survey, a model was developed based on the Health Behavior Model that considered transportation and distance as factors that could enable or impede health care utilization. A random sample of individuals aged 60 or older living in the rural Upper Great Plains states of North Dakota, South Dakota, Montana, and Wyoming was surveyed by mail. With a response rate of 20%, responses were received from 543 individuals. An ordered probit model was used to estimate trip frequency, and a binary probit model was used to estimate the likelihood that an individual would miss or delay a health care trip. Distance and transportation variables were not found to significantly influence the total number of routine or chronic care trips made overall, while emergency care visits were impacted by transportation options. However, additional results showed that those who cannot drive make more trips if someone else in the household can drive; distance and access to transportation impact the likelihood that someone will miss or delay a trip; and difficulty reported in making trips is significantly affected by distance and transportation options. The greatest problems for people using public transportation for health care trips is inconvenient schedules, the need to match transit and medical schedules, and infrequent service. KW - Access KW - Aged KW - Health care KW - Montana KW - North Dakota KW - Probits KW - Public inconvenience KW - Public transit KW - Rural areas KW - Service frequency KW - Small towns KW - South Dakota KW - Surveys KW - Transportation modes KW - Trip length KW - Wyoming UR - http://www.ugpti.org/pubs/pdf/DP236.pdf UR - https://trid.trb.org/view/1104772 ER - TY - RPRT AN - 01342263 AU - Ley, Tyler AU - Rotithor, Hari AU - Oklahoma State University, Stillwater AU - Oklahoma Department of Transportation AU - Federal Highway Administration TI - Performance of Ultra-Thin Whitetopping (UTW) in Oklahoma PY - 2010/12//Final Report SP - 72p AB - With the current level of deterioration of pavements in Oklahoma and the United States, a satisfactory repair technique that is economical and can be applied rapidly while resisting a significant volume of traffic is becoming important. Thin concrete overlays have been used in increasing numbers over hot-mix asphalt (HMA) pavements and at intersections as a rapid and economical method of repair. These repairs have shown outstanding service in the state of Oklahoma with service lives over 10 years when used in areas with moderate truck traffic. These overlays are commonly referred to as white toppings as the overlay material is much lighter than the asphalt it is overlaying. This report is organized in three major sections. In section 2 the current condition of whitetoping projects is reviewed in Oklahoma. The inspection of these projects was primarily done with visual inspection, but some work was done with cores from the projects and also with Falling Weight Deflectometer measurements. In section 3 a review of the different whitetopping design methodologies is presented. In section 4 specific unanswered questions over whitetoppings are covered that the Oklahoma DOT felt were important to address from the existing literature. KW - Concrete overlays KW - Oklahoma KW - Pavement maintenance KW - Pavement performance KW - Repairing KW - Ultra-thin whitetopping KW - Whitetopping UR - http://ntl.bts.gov/lib/42000/42400/42429/FY10_2222_Ley_FinalRpt.pdf UR - https://trid.trb.org/view/1104056 ER - TY - RPRT AN - 01342259 AU - Jackson, Eric D AU - Mahoney, James M AU - Oliveira, Dionysia F AU - Sime, James M AU - University of Connecticut, Storrs AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - Development of the Connecticut Product Evaluation Database Application - Phase 1B PY - 2010/12//Final Report SP - 45p AB - The Federal Highway Administration (FHWA), the American Association of State Highway Transportation Officials (AASHTO) and the Transportation Research Board (TRB), a division of the National Research Council (NRC), maintain databases to store national transportation data that cover many aspects of the transportation system and its operation. Much of these data are collected by the state transportation agencies. In many instances, the state-level database management systems and/or information tracking systems do not automatically generate output appropriate for direct submission to FHWA, AASHTO or TRB. Therefore, there was a need to develop a digital protocol and database management system to streamline tracking and reporting of transportation proprietary product evaluation information for internal use and submittal to the national databases. Increasing the efficiency of this reporting process will allow ConnDOT, and potentially other DOTs, to more efficiently conduct this business function and with greater detail and accuracy. The first phase of this research developed the application. The second phase of this research developed the protocol and local-area-network connectivity necessary to provide wider access to the database. KW - Connecticut Department of Transportation KW - Connectivity KW - Database management systems KW - Databases KW - Local area networks KW - Product evaluation UR - http://ntl.bts.gov/lib/37000/37800/37842/CT-2239-F-09-7.pdf UR - https://trid.trb.org/view/1104422 ER - TY - RPRT AN - 01341960 AU - Yu, Xun AU - University of Minnesota, Duluth AU - Intelligent Transportation Systems Institute AU - Research and Innovative Technology Administration TI - Real-Time Nonintrusive Detection Drowsiness – Phase II PY - 2010/12//Final Report SP - 37p AB - This project is the extension of the Northland Advanced Transportation System Research Laboratory (NATSRL) FY 2008 project titled “Real-time Nonintrusive Detection of Driver Drowsiness,” which aims to develop a real-time, nonintrusive driver drowsiness detection system to reduce drowsiness-caused accidents. Biosensor is built on the vehicle steering wheel to measure driver’s heartbeat signals. Heart rate variability (HRV), a physiological signal that has established links to waking/sleepiness stages, thus can be analyzed from the pulse signals for the detection of driver drowsiness. The novel design of measuring heartbeat signals from biosensors on the steering wheel and seatback makes this drowsiness detection system one with almost no annoyance to the driver, and the use of this physiological signal can ensure the accuracy of drowsiness detection. In Phase I, a biosensor with a pair of electrodes built on steering wheel was tested for the measurement of heartbeat for HRV analysis. However, this design requires the driver put both hands on the steering wheel to measure the heart rate. In Phase II, a new biosensor is designed that can measure heart rate even when only one hand is on the steering wheel, which happens very often in real driving situations. More extensive lab tests were carried out to study the change of HRV signals with driver drowsiness. KW - Biosensors KW - Drowsiness KW - Fatigue (Physiological condition) KW - Heart rate KW - Laboratory tests KW - Monitoring KW - Sensors KW - Traffic crashes UR - http://www.its.umn.edu/Publications/ResearchReports/pdfdownload.pl?id=1476 UR - https://trid.trb.org/view/1104370 ER - TY - RPRT AN - 01341164 AU - Zimmerman, Kathryn A AU - Pierce, Linda M AU - Krstulovich, James AU - Applied Pavement Technology, Incorporated AU - Federal Highway Administration TI - Pavement Management Roadmap – Executive Summary PY - 2010/12//Final Report Executive Summary SP - 18p AB - The Federal Highway Administration (FHWA) sponsored the development of a Pavement Management Roadmap to help identify the steps needed to address current gaps in pavement management and to establish research and development initiatives and priorities. This is the executive summary of the final report entitled "Pavement Management Roadmap" (FHWA-HIF-11-011). This document presents an overview of the 10-year Pavement Management Roadmap, which can be used to guide new research, development, and technology transfer opportunities that will lead to improved approaches to pavement management. The roadmap was intended from the beginning to be a collaborative process that would involve representatives from each of the various stakeholder groups that either use pavement management data, support the use of pavement management concepts, or provide technical assistance or training to current or future pavement management practitioners. The contents of this roadmap were derived from a series of stakeholder workshops in which representatives from state and local agencies, academia, private industry (including data collection and software vendors), FHWA, and others met to discuss and prioritize the needs of pavement management professionals. The resulting needs were organized and grouped into one of the following four themes that emerged from the process: Theme 1: Use of Existing Tools and Technology; Theme 2: Institutional and Organizational Issues; Theme 3: The Broad Role of Pavement Management; and Theme 4: New Tools, Methodologies, and Technology. KW - Asset management KW - Institutional issues KW - Needs assessment KW - Pavement management systems KW - Research management KW - Stakeholders KW - Technology KW - Technology transfer UR - http://www.fhwa.dot.gov/asset/hif11014/hif11014.pdf UR - https://trid.trb.org/view/1103127 ER - TY - RPRT AN - 01341163 AU - Zimmerman, Kathryn A AU - Pierce, Linda M AU - Krstulovich, James AU - Applied Pavement Technology, Incorporated AU - Federal Highway Administration TI - Pavement Management Roadmap PY - 2010/12//Final Report SP - 131p AB - The Federal Highway Administration (FHWA) sponsored the development of a Pavement Management Roadmap to help identify the steps needed to address current gaps in pavement management and to establish research and development initiatives and priorities. This document presents an overview of the 10-year Pavement Management Roadmap, which can be used to guide new research, development, and technology transfer opportunities that will lead to improved approaches to pavement management. The roadmap was intended from the beginning to be a collaborative process that would involve representatives from each of the various stakeholder groups that either use pavement management data, support the use of pavement management concepts, or provide technical assistance or training to current or future pavement management practitioners. The contents of this roadmap were derived from a series of stakeholder workshops in which representatives from state and local agencies, academia, private industry (including data collection and software vendors), FHWA, and others met to discuss and prioritize the needs of pavement management professionals. The resulting needs were organized and grouped into one of the following four themes that emerged from the process: Theme 1: Use of Existing Tools and Technology; Theme 2: Institutional and Organizational Issues; Theme 3: The Broad Role of Pavement Management; and Theme 4: New Tools, Methodologies, and Technology. The executive summary to this report is published as a stand alone document, entitled "Pavement Management Roadmap – Executive Summary" (FHWA-HIF-11-014). KW - Asset management KW - Institutional issues KW - Needs assessment KW - Pavement management systems KW - Research management KW - Stakeholders KW - Technology KW - Technology transfer UR - http://www.fhwa.dot.gov/asset/hif11011/hif11011.pdf UR - http://www.fhwa.dot.gov/pavement/concrete/pubs/hif09015/hif09015.pdf UR - https://trid.trb.org/view/1103129 ER - TY - RPRT AN - 01341157 AU - Sollenberger, Randy L AU - Williams, Ben AU - DiRico, John AU - Hale, Mark AU - Deshmukh, Atul AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Human-in-the-Loop Investigation of Automation Requirements for Separation Management PY - 2010/12//Technical Report SP - 81p AB - The Separation Management Project is part of the Federal Aviation Administrations (FAA) Next Generation Air Transportation System (NextGen) Plan. Human factors researchers from the FAA's William J. Hughes Technical Center conducted a human-in-the-loop simulation to investigate variable lateral separation standards in the en route environment. Twelve Certified Professional Controllers participated in the study. The authors simulated reduced separation requirements (i.e., 3 miles) using a single sensor radar site adaptation as well as for aircraft with either Automatic Dependent Surveillance-Broadcast or Performance-Based Navigation equipment. The authors simulated increased separation (i.e., 10 miles) for Unmanned Aircraft Systems. In addition, the authors simulated variable wake turbulence separation requirements for the Airbus 380 and Very Light Jets. The authors also developed a set of support tools to assist the controllers in using the variable separation procedures. The authors identified several human factors issues, and the results are discussed in terms of the automation requirements necessary to support the variable separation concept. KW - Air transportation KW - Aircraft pilotage KW - Aircraft separation KW - Automatic dependent surveillance-broadcast KW - Automation KW - Drone aircraft KW - Human in the loop simulation KW - Navigation systems KW - Next Generation Air Transportation System KW - Sensors KW - Simulation UR - http://www.tc.faa.gov/its/worldpac/techrpt/tc107.pdf UR - https://trid.trb.org/view/1103100 ER - TY - RPRT AN - 01340392 AU - Varner, Robert L AU - Burns Cooley Dennis, Incorporated AU - Mississippi Department of Transportation AU - Federal Highway Administration TI - Shrinkage and Durability Study of Bridge Deck Concrete PY - 2010/12//Final Report SP - 181p AB - The Mississippi Department of Transportation is incorporating changes to material specifications and construction procedures for bridge decks in an effort to reduce shrinkage cracking. These changes are currently being implemented into a limited number of projects to evaluate MDOT’s new Class BD concrete. This class of concrete was modeled after Kansas Department of Transportation’s special provision for low cracking, high performance concrete which was based on studies conducted by the University of Kansas. While Class BD concrete is based on recommendations of the research performed at the University of Kansas, there was limited data available for MDOT engineers to evaluate shrinkage characteristics of concrete made with gravel and cementitious materials available in Mississippi. This research generates shrinkage and permeability data for thirty mixtures developed with readily available materials in Mississippi. KW - Admixtures KW - Bridge decks KW - Cementitious materials KW - Concrete KW - Durability KW - Gravel KW - Mississippi KW - Permeability KW - Shrinkage UR - http://www.gomdot.com/Divisions/Highways/Resources/Research/pdf/Reports/InterimFinal/SS216.pdf UR - http://ntl.bts.gov/lib/37000/37800/37831/State_Study_216_Final_Report.pdf UR - https://trid.trb.org/view/1101883 ER - TY - RPRT AN - 01339692 AU - Hummer, Joseph E AU - Haley, Rebecca L AU - Ott, Sarah E AU - Foyle, Robert S AU - Cunningham, Christopher M AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Superstreet Benefits and Capacities PY - 2010/12//Final Report SP - 353p AB - This research evaluated operational, safety, and perceived effects of superstreets, called restricted crossing U-turn intersections by FHWA, and developed a useful level of service LOS) estimation program which could be used on North Carolina‘s urban and rural arterial roadway system. The operational analysis involved calibrating and validating VISSIM models of three existing signalized superstreets in North Carolina – two isolated intersections, and one five-intersection superstreet corridor. Results from the three models were compared to results from models of equivalent conventional intersections at various volume levels using travel time as the main measure of effectiveness. The superstreet outperformed the conventional intersection at each location studied, reducing the overall average travel time per vehicle traveling through the intersection. The safety analysis involved three separate methods – naïve, comparison-group, and Empirical Bayes. Only unsignalized superstreets were analyzed using the Empirical Bayes method. Three signalized superstreets were also evaluated using the Surrogate Safety Assessment Model (SSAM). The results from the analyses were inconclusive with signalized superstreets. Unsignalized superstreets, however, showed a significant reduction in total, angle and right turn, and left turn collisions in all analyses. Analyses also showed a significant reduction in fatal and injury collisions as well. Resident, commuter, and business perceptions of superstreets were evaluated using survey data. The perceptions were mixed within each of the three groups, with some positive and some negative feelings. A LOS program was developed to provide highway capacity and service volumes for superstreets for use in planning applications. The research outcomes will enable the North Carolina Department of Transportation to have a better understanding of superstreet performance, which can lead to cost saving by reductions in collisions and travel time. KW - Arterial highways KW - Crashes KW - Empirical Bayes method KW - Highway operations KW - Level of service KW - North Carolina KW - Public opinion KW - Signalized intersections KW - Superstreets KW - Surrogate Safety Assessment Model KW - Travel time KW - U turns KW - Unsignalized intersections KW - VISSIM (Computer model) UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2009-06finalreport.pdf UR - http://ntl.bts.gov/lib/37000/37800/37839/2009-06finalreport.pdf UR - https://trid.trb.org/view/1102462 ER - TY - RPRT AN - 01339673 AU - Hudson, Joan G AU - Qu, Tongbin Teresa AU - Turner, Shawn AU - Texas Transportation Institute AU - Capital Area Metropolitan Planning Organization AU - Federal Highway Administration TI - Forecasting Bicycle and Pedestrian Usage and Research Data Collection Equipment PY - 2010/12//Technical Report SP - 81p AB - During recent years, community leaders and transportation professionals in the Austin area have increased their interest in pedestrian and bicycle travel. Advocacy groups, task forces, bicycling clubs, and volunteer organizations encourage governmental agencies to do more to improve safety and accommodations for these vulnerable users. The sentiments have been upheld by the Federal Highway Administration with policy statements supporting livability concepts which include bicycle and pedestrian transportation improvements. With all of the attention on these forms of non-motorized transportation in the region, there is a need to know whether the programs are actually increasing the number of people who bike and walk. The Capital Area Metropolitan Planning Organization (CAMPO) hired the Texas Transportation Institute (TTI) to help them find the answer to these and other questions. The project’s scope of work includes the following tasks: 1. Research bicycle and pedestrian monitoring programs in order to recommend an appropriate method to collect data, 2. Collect existing bicycle and pedestrian traffic counts in the five-county Austin-Round Rock Metropolitan Statistical Area while testing data collection equipment, 3. Forecast potential use from bicycle and pedestrian infrastructure, 4. Integrate the sketch planning tool into the CAMPO transportation planning process, and 5. Complete a final report, executive summary, and data collection training. This document comprises the final report for the project and includes the results of each of the above tasks. It is organized by task with additional details provided in the appendixes. Best practices and lessons learned from agencies that have pedestrian and bicycle monitoring programs are included. Based on these findings, researchers made recommendations for CAMPO. The tool developed by TTI identifies missing links in the pedestrian and bicycle network. Included in this report are pedestrian and bicycle volume data at 15 locations around the region. KW - Austin (Texas) KW - Best practices KW - Bicycle counts KW - Bicycle travel KW - Capital Area Metropolitan Planning Organization (Texas) KW - Data collection KW - Forecasting KW - Lessons learned KW - Pedestrian counts KW - Pedestrians KW - Sketch planning KW - Travel demand UR - http://ntl.bts.gov/lib/37000/37800/37837/TTI-Forecasting_bicycle_and_pedestrian_usage_and_research_data_collection_equipment.pdf UR - http://ntl.bts.gov/lib/37000/37800/37837/TTI-Forecasting_bicycle_and_pedestrian_usage_and_research_data_collection_equipment.pdf UR - https://trid.trb.org/view/1102398 ER - TY - RPRT AN - 01339089 AU - Cunningham, Christopher M AU - Miller, Mike AU - Findley, Daniel J AU - Smith, Sarah AU - Carter, Daniel AU - Schroeder, Bastian AU - Katz, Donald AU - Foyle, Robert S AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Economic Effects of Access Management Techniques in North Carolina PY - 2010/12//Final Report SP - 45p AB - The North Carolina Department of Transportation has made significant strides to reduce collisions and increase capacity along strategic highway corridors across the state. Efforts have led to the implementation of many different access management techniques along corridors, such as installing medians versus two-way left turn lanes, using leftovers, closing median openings, and installing superstreets. The Department has continued to receive comments from businesses along these corridors indicating their concern that these new designs will have a negative economic impact because of the lack of direct access to their properties. This study employs a perception based survey technique with the use of comparison sites to create a pseudo before-after study. Owners of businesses along treatment corridors viewed access management techniques in a more positive light than the perceptions of those on comparison sites. Their similar performance in terms of business revenues indicates that there is no direct evidence of negative economic impacts due to access management installations. KW - Access control (Transportation) KW - Before and after studies KW - Businesses KW - Economic impacts KW - Highway corridors KW - Medians KW - North Carolina KW - Superstreets KW - Two way left turn lanes UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2009-12finalreport.pdf UR - https://trid.trb.org/view/1101701 ER - TY - RPRT AN - 01338174 AU - Nasrazadani, Seifollah AU - Mielke, David AU - Springfield, Tyler AU - Ramasamy, Naresh AU - University of North Texas, Denton AU - Texas Department of Transportation AU - Federal Highway Administration TI - Practical Applications of FTIR to Characterize Paving Materials PY - 2010/12//Technical Report SP - 163p AB - Practical applications of Fourier Transform Infrared Spectroscopy (FTIR) in determination of quality and uniformity of antistripping additives, curing membrane compounds, concrete spall repair epoxy materials, evaporation retardants, and concrete cement were investigated. Polymer content in a number of polymer modified asphalt samples were measured based on calibration curves developed for two sets of samples (received from asphalt suppliers to Texas Department of Transportation) with known polymer contents. Quantification of polymer in asphalt was based on the relationship between the intensity ratio of 966 cm-1/1375 cm-1absorption bands to the polymer concentration (wt%). Correlation factor for this relationship for the two sets of data was above 0.96. FTIR technique appears to be capable of quantifying alkali content in concrete cement. A linear relationship was observed relating absorption bands ratio of 750 cm-1/923 cm-1 to Na2O equivalent (as measured with X-ray Fluorescence) with R² =0.97. FTIR fingerprints of spall repair patching epoxy, concrete curing membrane, and evaporation retardants were obtained. A separate practical protocol for each kind of analysis was developed for identification and quantification (where applicable) for paving materials constituents. Despite successful applications of FTIR in the analysis of polymer content in asphalt binders, alkali content assessment in concrete cement, and fingerprinting of spall repair epoxy, curing membranes, and evaporation retardants, FTIR was not found to be a suitable technique to detect and quantify antistripping agents in asphalt materials due to low concentration of the antistripping agents and possibly band overlap in the spectra of organic compounds. KW - Alkali content KW - Antistrip additives KW - Asphalt emulsions KW - Bituminous binders KW - Cement KW - Curing agents KW - Epoxides KW - Evaporation reducers KW - Fourier transforms KW - Infrared spectroscopy KW - Membrane curing KW - Polymer asphalt KW - Polymer content KW - Spall repair materials UR - http://library.ctr.utexas.edu/pdf03/Final_0-5608-1_UNT.pdf UR - https://trid.trb.org/view/1100705 ER - TY - RPRT AN - 01337615 AU - Haselbach, Liv M AU - Navickis-Brasch, Aimee AU - Washington State University, Pullman AU - Transportation Northwest Regional Center X (TransNow) AU - Washington State Department of Transportation AU - Research and Innovative Technology Administration TI - Low Impact Development (LID) and Transportation Stormwater Practices PY - 2010/12//Final Research Report SP - 46p AB - The primary objective of this research was to determine how Low Impact Development (LID) approaches and technologies could be integrated into stormwater practices for the Pacific Northwest departments of transportation (DOTs). Based on evaluations of the DOTs’ stormwater practices, it was determined that there are many ways to maximize LID within the current practice. Recommendations for using LID to the maximum extent feasible are presented in this report. KW - Drainage KW - Highway design KW - Land use KW - Low impact development KW - Pacific Northwest KW - Runoff KW - State departments of transportation KW - Storm water management UR - http://ntl.bts.gov/lib/36000/36000/36097/TNW2010-08.pdf UR - https://trid.trb.org/view/1100471 ER - TY - SER AN - 01337309 JO - TechBrief PB - Federal Highway Administration AU - Federal Highway Administration TI - Superpave Gyratory Compactors PY - 2010/12 SP - 35p AB - The Superpave mix design procedure features the Superpave gyratory compactor (SGC) for compacting specimens of hot mix asphalt. The primary operating parameters for the SGC include the pressure applied to the specimen during compaction; the speed of gyration/rotation; the number of gyrations applied to the specimen; and the angle of gyration. Values for these parameters were established during the development of the Superpave system under the Strategic Highway Research Program. It is correctly and commonly assumed that gyratory compactors in which the gyration angle, speed of gyration, and applied pressure are properly calibrated will produce hot mix asphalt specimens having similar volumetric properties. In recent years, however, this basic assumption of the equivalency of properly calibrated compactors has been called into question. There are numerous potential sources of variability related to the production of a laboratory-compacted hot mix asphalt specimen. It is important that practitioners recognize and minimize all such sources of variability – in addition to the use of internal angle of gyration to calibrate the SGC. The FHWA Expert Task Group on Mixtures and Aggregates (ETG) developed this document with two primary goals: (1) to help practitioners address all potential sources of variability in producing compacted hot mix asphalt specimens; and (2) provide a brief history of the development of the concepts, practices, and equipment for measuring the internal angle of gyration and the development of specifications for implementing the use of the internal angle into routine practice. KW - Angle of gyration KW - Compaction KW - Gyratory compactors KW - Hot mix asphalt KW - Internal angle of gyration KW - Mix design KW - Superpave KW - Variability UR - http://www.fhwa.dot.gov/pavement/materials/pubs/hif11032/hif11032.pdf UR - http://ntl.bts.gov/lib/55000/55800/55891/HIF_11032.PDF UR - https://trid.trb.org/view/1097881 ER - TY - SER AN - 01337299 JO - TechBrief PB - Federal Highway Administration AU - Federal Highway Administration TI - Superpave Mix Design and Gyratory Compaction Levels PY - 2010/12 SP - 10p AB - This Technical Brief provides an overview of the intent of the Superpave volumetric mix design and a suggested process to evaluate effects of changes to the gyration levels. There has been some concern by various highway agencies that the Superpave mixture design system produces asphalt mixes that are too dry (too low asphalt binder content) and may have resulted in durability issues. A National Cooperative Highway Research Program (NCHRP) project 9‐9(1), Report 573 “Verification of Gyration Levels in the Ndesign Table,” recommended a reduction in gyratory compaction levels based on studies of densification in the field. To address the issue of gyratory compaction levels, the FHWA Mix ETG recommends agencies perform an independent evaluation prior to making any adjustments in compaction levels from the AASHTO R 35 standards. The evaluation would evaluate the effect of the proposed changes in gyration level to performance for typical aggregates, binder, and mix designs. This technical brief provides suggestions on conducting the evaluations. KW - Asphalt mixtures KW - Evaluation KW - Gyratory compaction KW - Mix design KW - Superpave KW - Volumetric properties UR - http://www.fhwa.dot.gov/pavement/materials/pubs/hif11031/hif11031.pdf UR - https://trid.trb.org/view/1097877 ER - TY - SER AN - 01337295 JO - TechBrief PB - Federal Highway Administration AU - Federal Highway Administration TI - A Review of Aggregate and Asphalt Mixture Specific Gravity Measurements and Their Impacts on Asphalt Mix Design Properties and Mix Acceptance PY - 2010/12 SP - 39p AB - Current practices for asphalt mix design and acceptance testing rely on volumetric properties. Vital to the calculation of mix volumetric properties are specific gravity measurements of the mixture and the aggregate in the mixture. In essence, the specific gravity measurements are conversion factors which allow conversion of mass percentages to volume proportions/percentages. The accuracy and reliability of the specific gravity measurements are therefore fundamental to the business of building quality hot-mix asphalt (HMA) pavements. This Technical Brief summarizes a critical review of specific gravity measurement methods. The objectives of this review are to summarize problems and issues with current methods, examine possible improvements and/or alternate methods, and identify areas that need further research and development. KW - Aggregates KW - Asphalt mixtures KW - Hot mix asphalt KW - Measurement KW - Mix design KW - Specific gravity KW - Volumetric properties UR - http://www.fhwa.dot.gov/pavement/materials/pubs/hif11033/hif11033.pdf UR - http://www.fhwa.dot.gov/pavement/materials/pubs/hif11033/tb00.cfm UR - http://ntl.bts.gov/lib/55000/55800/55892/HIF_11033.PDF UR - https://trid.trb.org/view/1097879 ER - TY - RPRT AN - 01336899 AU - Huang, S S AU - Cho, JYN AU - Massachusetts Institute of Technology AU - Federal Aviation Administration TI - Analysis of Ground-Based Radar Low-Altitude Wind-Shear Detection in OEP Terminal Airspace for NextGen PY - 2010/12 SP - 88p AB - To support the Next Generation Air Transportation (NextGen), the Reduce Weather Impact Sensor Right Sizing program is identifying and analyzing gaps in the current sensor network coverage relative to the Four-Dimensional Weather Data Cube Single Authoritative Source performance requirements. In this study, the authors look for shortfalls in low-altitude wind-shear sensing by ground-based radars and lidar in the NextGen super-density operations (SDO) terminal airspace. Specifically, 2D gridded wind-shear visibility (an upper bound to detection probability) data are generated for microbursts and gust fronts separately for different sensors, namely the Terminal Doppler Weather Radar, Next Generation Weather Radar, Airport Surveillance Radar-9 with Weather Systems Processor, and Doppler lidar. KW - Airports KW - Aviation safety KW - Performance KW - Terminal navigation aids KW - Visibility KW - Weather radar KW - Wind shear UR - https://trid.trb.org/view/1098770 ER - TY - RPRT AN - 01335486 AU - Craighead, Lance AU - Craighead, April AU - Oechsli, Lauren AU - Kociolek, Angela AU - Western Transportation Institute AU - Craighead Institute AU - Montana Department of Transportation AU - Federal Highway Administration TI - Bozeman Pass Post-Fencing Wildlife Monitoring PY - 2010/12//Final Research Report SP - 42p AB - The Bozeman Pass transportation corridor between Bozeman and Livingston, Montana, includes Interstate 90 (I-90), frontage roads, and a railroad. The highway was a suspected barrier and hazard to animal movement in the Bozeman Pass area, which is considered a corridor for wildlife moving north and south between the Greater Yellowstone Ecosystem and other habitat. In 2007, wildlife connectivity measures were incorporated into the reconstruction of a Montana Rail Link (MRL) bridge. These measures included wildlife exclusion fencing along approximately one mile of I-90, four jump-outs, cattle guards, and landscape design modifications. Data on wildlife crossings and animal–vehicle collisions (AVCs) were collected before and after construction to evaluate the effectiveness of the mitigation measures in reducing AVCs and allowing for animal movements under the highway. Ungulate–vehicle collisions (UVCs) decreased significantly inside the fenced roadway post-installation. There has not been a significant increase in UVC rates at either the fence ends or in the study area as a whole. Track-bed and remote camera data indicate increased wildlife movement under the MRL bridge and through culverts. An analysis of road kill density before and after fencing suggests that one road kill hotspot was been mitigated but that others remain. Suggestions for further mitigation as well as modifications to the jumpouts and fence ends are presented. Because the mitigation measures were added to a structure replacement project and largely made use of existing landscape features, the cost of the project was lower than direct installation of new mitigation measures. In three years post-fencing, the reduction in UVCs has resulted in savings that are greater than the cost of installation. Incorporating wildlife connectivity measures into scheduled road projects early in the planning stages can be a cost-effective way to reduce AVCs and preserve healthy wildlife populations KW - Animal vehicle collisions KW - Before and after studies KW - Bozeman (Montana) KW - Cameras KW - Cost effectiveness KW - Culverts KW - Habitat (Ecology) KW - Habitat connectivity KW - High risk locations KW - Highway bridges KW - Interstate 90 KW - Monitoring KW - Road kill KW - Ungulates KW - Wildlife crossings KW - Wildlife fencing UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/boz_wildlife/final_report_jan11.pdf UR - http://www.mdt.mt.gov/research/projects/env/boz_wildlife.shtml UR - https://trid.trb.org/view/1099045 ER - TY - RPRT AN - 01335485 AU - Dougald, Lance E AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Best Practices in Traffic Operations and Safety: Phase II: Zig-zag Pavement Markings PY - 2010/12//Final Report SP - 94p AB - The Washington and Old Dominion (W&OD) Trail is a 45-mile multiuse trail that spans the Virginia counties of Fairfax and Loudoun. The more than 70 highway crossings of the trail create a significant potential for serious crashes between vehicles and bicyclists/pedestrians. In an attempt to increase safety at two of the crossings, the Virginia Department of Transportation (VDOT) installed zig-zag pavement markings in Loudoun County where the trail crosses Belmont Ridge Road and Sterling Boulevard. This study assessed the effectiveness of the zig-zag pavement markings. Effectiveness was defined as: (1) an increase in motorist awareness in advance of the crossing locations; (2) a positive change in motorist attitudes; and (3) motorist understanding of the markings. Motorist awareness was assessed by before and after speed studies. Motorist attitudinal changes were assessed through a survey targeting motorists, pedestrians, and bicyclists familiar with the markings. The survey was distributed via links posted on the Loudoun County government office website and electronic newsletters distributed by the Broad Run and Sterling District supervisors’ offices (respective districts for Belmont Ridge Road and Sterling Boulevard). Links were also distributed to bicycle clubs operating throughout the Northern Virginia area. Motorist understanding was assessed through a hand-out survey in a different region of the state that targeted motorists unfamiliar with the zig-zag marking installation in Loudoun County. The study found that the markings installed in advance of the two crossings heightened the awareness of approaching motorists. This was evidenced by reduced mean vehicle speeds within the marking zones. Further, the majority of survey respondents indicated an increase in awareness, a change in driving behavior, and a higher tendency to yield than before, and the markings had a sustained positive effect on speed reduction. The study also found that motorists have limited understanding regarding the purpose of the markings, and users of the W&OD Trail and motorists are confused regarding who has the right of way at the crossings. The study recommends that (1) VDOT’s Northern Region Traffic Engineering Division lead an effort to recommend to the Federal Highway Administration that zig-zag pavement markings be included in the Manual on Uniform Traffic Control Devices; (2) the National Committee on Uniform Traffic Control Devices adopt as guidance the zig-zag pavement marking design parameters presented in this study; (3) VDOT continue to re-mark and maintain the zig-zag pavement markings at both test locations; (4) VDOT monitor and collect data on crashes at both locations for a 3-year period; and (5) a review of the Code of Virginia be undertaken with respect to those sections of the Code having to do with trail users on multiuse pathways and their obligation to comply with non-signalized traffic control devices. When the costs of installing zig-zag pavement markings are compared to those of other safety countermeasures and the same effectiveness with respect to crash avoidance is assumed, the benefits of the zig-zag pavement markings far exceed those of a “do nothing” approach and those of the other countermeasures. For example, if two evident injury crashes were avoided over a 5-year period, the monetary benefits associated with the installation of zig-zag pavement markings would be approximately $91,000 compared to approximately $58,000 for advance flashing beacons; overhead flashing beacons would have a monetary disbenefit (cost) of approximately $7,000. KW - Attitudes KW - Awareness KW - Before and after studies KW - Behavior modification KW - Best practices KW - Bicycle crashes KW - Bicycle crossings KW - Bikeways KW - Cost effectiveness KW - Countermeasures KW - Crosswalks KW - Highway operations KW - Loudoun County (Virginia) KW - Pedestrian-vehicle crashes KW - Recommendations KW - Road markings KW - Speed reduction (Motor vehicles) KW - Surveys KW - Traffic safety KW - Trails KW - Understanding KW - Zig-zag road markings UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/11-r9.pdf UR - http://ntl.bts.gov/lib/56000/56100/56147/VA-11-R9.PDF UR - https://trid.trb.org/view/1099044 ER - TY - RPRT AN - 01335388 AU - Liu, Henry X AU - Di, Xuan AU - University of Minnesota, Twin Cities AU - Intelligent Transportation Systems Institute AU - Research and Innovative Technology Administration TI - Development of Algorithms for Travel Time-Based Traffic Signal Timing, Phase I – A Hybrid Extended Kalman Filtering Approach for Traffic Density Estimation along Signalized Arterials PY - 2010/12//Final Report SP - 38p AB - As technologies continue to mature, the concept of IntelliDrive has gained significant interest. Besides its application on traffic safety, IntelliDrive also has great potential to improve traffic operations. In this context, an interesting question arises: If the trajectories of a small percentage of vehicles (IntelliDrive vehicles) can be measured in real time, how can such data be used to improve traffic management? This research serves as a starting point that aims to produce a paradigm shift to optimize the traffic signal control from the use of the conventional fixed-point loop detector data to the use of mobile vehicle trajectory-based data. Since the change of density on arterials can help traffic engineers to track the queue length at intersections, which is important for traffic signal optimization, in this project the authors will focus on the estimation of traffic density on urban arterials when trajectories from a small percentage of vehicles are available. Most previous work, however, focuses on freeway density estimation based merely on detector data. In this research, the authors adopt the MARCOM (Markov Compartment) model developed by Davis and Kang (1994) to describe arterial traffic states. The authors then implement a hybrid extended Kalman filter to integrate the approximated MARCOM with fixed-point and vehicle-trajectory measurements. They test the proposed model on a single signal link simulated using VisSim. Test results show that the hybrid extended Kalman filter with vehicle-trajectory data can significantly improve density estimation. KW - Algorithms KW - Arterial highways KW - IntelliDrive (Program) KW - Kalman filtering KW - Queue length KW - Traffic density KW - Traffic queuing KW - Traffic signal timing KW - Travel time KW - Vehicle trajectories UR - http://www.its.umn.edu/Publications/ResearchReports/pdfdownload.pl?id=1474 UR - https://trid.trb.org/view/1098623 ER - TY - RPRT AN - 01334688 AU - Hunter, William W AU - Thomas, Libby AU - Srinivasan, Raghavan AU - Martell, Carol A AU - University of North Carolina, Chapel Hill AU - Federal Highway Administration TI - Evaluation of Shared Lane Markings PY - 2010/12//Technical Report SP - 92p AB - Shared lane markings help convey to motorists and bicyclists that they must share the travel way on which they are operating. The purpose of the markings is to create improved conditions for bicycling by clarifying where bicyclists are expected to ride and to remind motorists to expect bicyclists on the road. The purpose of this study was to evaluate the impact of several uses of shared lane pavement markings, specifically the sharrow design, on operational and safety measures for bicyclists and motorists. Experiments were conducted in three cities. In Cambridge, MA, there was interest in experimenting with the placement of sharrows at a 10-ft spacing from the curb to prevent dooring from parked vehicles. In Chapel Hill, NC, sharrows were placed on a busy five-lane corridor with wide outside lanes and no parking. In Seattle, WA, sharrows were placed in the center of the lane on a downhill portion of a busy bicycle commuting street. Prior to the sharrows, a 5-ft bicycle lane was added to the uphill portion of the street in conjunction with shifting the center line. A variety of hypotheses were examined, and results were generally positive. Sharrows can be used in a variety of situations, and increased use should serve to raise motorist awareness of bicyclists or the possibility of bicyclists in the traffic stream. It is recommended that trials similar to those performed in this study be continued in other locations and traffic settings to improve guidance for users. KW - Cambridge (Massachusetts) KW - Chapel Hill (North Carolina) KW - Cyclists KW - Drivers KW - Field studies KW - Highway traffic control KW - Road markings KW - Seattle (Washington) KW - Shared-use lanes KW - Sharrows KW - Traffic safety UR - http://www.fhwa.dot.gov/publications/research/safety/pedbike/10041/10041.pdf UR - http://ntl.bts.gov/lib/55000/55700/55766/FHWA-HRT-10-041.PDF UR - https://trid.trb.org/view/1097947 ER - TY - RPRT AN - 01334687 AU - Masad, Eyad AU - Koneru, Saradhi AU - Scarpas, Tom AU - Kassem, Emad AU - Rajagopal, K R AU - Texas Transportation Institute AU - Federal Highway Administration TI - Modeling of Hot-Mix Asphalt Compaction: A Thermodynamics-Based Compressible Viscoelastic Model PY - 2010/12//Final Report SP - 114p AB - Compaction is the process of reducing the volume of hot-mix asphalt (HMA) by the application of external forces. As a result of compaction, the volume of air voids decreases, aggregate interlock increases, and interparticle friction increases. The quality of field compaction of HMA is one of the most important elements influencing asphalt pavement performance. Poor compaction has been associated with asphalt bleeding in hot weather, moisture damage, excessive aging and associated cracking, and premature permanent deformation. This study was conducted to develop a model within the context of a thermomechanical framework for the compaction of asphalt mixtures. The asphalt mixture was modeled as a nonlinear compressible material exhibiting time-dependent properties. A numerical scheme based on finite elements was employed to solve the equations governing compaction mechanisms. The material model was implemented in the Computer Aided Pavement Analysis (CAPA-3D) finite-element (FE) package. Due to the difficulty of conducting tests on the mixture at the compaction temperature, a procedure was developed to determine the model’s parameters from the analysis of the Superpave® gyratory compaction curves. A number of mixtures were compacted in the Superpave® gyratory compactor using an angle of 1.25 degrees in order to determine the model’s parameters. Consequently, the model was used to predict the compaction curves of mixtures compacted using a 2-degree angle of gyration. The model compared reasonably well with the compaction curves. FE simulations of the compaction of several pavement sections were conducted in this study. The results demonstrated the potential of the material model to represent asphalt mixture field compaction. The developed model is a useful tool for simulating the compaction of asphalt mixtures under laboratory and field conditions. In addition, it can be used to determine the influence of various material properties and mixture designs on the model’s parameters and mixture compactability. KW - Asphalt mixtures KW - Compaction KW - Finite element method KW - Gyratory compactors KW - Hot mix asphalt KW - Mathematical models KW - Thermodynamics KW - Viscoelasticity UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/10065/10065.pdf UR - https://trid.trb.org/view/1097951 ER - TY - RPRT AN - 01334684 AU - Shi, Xianming AU - Liu, Yajun AU - Yang, Zhengxian AU - Berry, Michael AU - Rajaraman, Prathish Kumar AU - Western Transportation Institute AU - California Department of Transportation AU - Federal Highway Administration TI - Validating the Durability of Corrosion Resistant Mineral Admixture Concrete PY - 2010/12//Final Report SP - 179p AB - The objectives of this research are to validate chloride diffusion coefficients of mineral admixture concrete mix designs currently developed by the Caltrans for corrosion mitigation, and to verify the adequacy of existing measures to mitigate corrosion caused by exposure to marine environments and deicing salt applications. To this end, this research includes a comprehensive literature review on relevant topics, a laboratory investigation and a modeling effort. Various laboratory tests were conducted to investigate the compressive strength of and chloride diffusivity in mortar and concrete samples with cement partially replaced by various minerals (class F and class N fly ash, ultra-fine fly ash, silica fume, metakaolin and ground granulated blast-furnace slag), the porosity of mineral concretes, the freeze-thaw resistance of mineral mortars in the presence of deicers, and the effect of mineral admixtures on the chloride binding and chemistry of the pore solution in mortar. The modeling effort explores the important features of ionic transport in concrete and develops a two-dimensional finite-element-method (FEM) model coupled with the stochastic technique. The numerical model is then used to examine the service life of reinforced concrete as a function of mix design (i.e., partial replacement of cement by mineral admixtures), concrete cover depth, surface chloride concentrations, and presence of cracks and coarse aggregates. KW - Admixtures KW - Chlorides KW - Compressive strength KW - Concrete KW - Concrete bridges KW - Corrosion KW - Cover depth (Rebars) KW - Deicing chemicals KW - Finite element method KW - Fly ash KW - Freeze thaw durability KW - Granulated slag KW - Laboratory tests KW - Literature reviews KW - Marine environments KW - Mathematical models KW - Metakaolin KW - Mix design KW - Porosity KW - Reinforced concrete KW - Service life KW - Silica fume UR - http://www.dot.ca.gov/research/researchreports/reports/2010/2012-12-task_0939.pdf UR - http://www.westerntransportationinstitute.org/documents/reports/4W1495_Final_Report.pdf UR - https://merritt.cdlib.org/d/ark%3A%2F13030%2Fm51c20t0/2/producer%2F4W1495_Final_Report.pdf UR - https://trid.trb.org/view/1097959 ER - TY - RPRT AN - 01334242 AU - Berman, Jeffrey W AU - Wang, Bo-Shiuan AU - Roeder, Charles W AU - Olson, Aaron W AU - Lehman, Dawn E AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Triage Evaluation of Gusset Plates in Steel Truss Bridges PY - 2010/12//Final Research Report SP - 83p AB - Following research into the collapse of the I-35W steel truss bridge in Minneapolis, Minnesota, FHWA released recommendations for load rating the gusset plates of steel truss bridges. The recommendations include evaluation of several limit states, one of which requires the consideration of multiple load cases and possible lines failure, making the procedures somewhat difficult and time consuming to employ. Given the large inventory of steel truss bridges in Washington state and around the country, and the large number of unique joints and gusset plates on each bridge, a more expedient method for evaluating gusset plate resistance is highly desirable. The objective of this study is to develop a procedure to rapidly evaluate gusset plates in steel truss bridges. The procedure should be appropriately conservative and easy to apply and should be able to be implemented instead of the current FHWA recommendations. This study used analytical methods, originally developed for analysis of gusset plates in braced frames, to develop a rapid gusset plate assessment tool that meets that objective. To develop a rapid gusset plate assessment procedure, denoted the Triage Evaluation Procedure (TEP), specific gusset plate joints from Washington state bridges were analyzed in detail. The TEP contains three primary checks, namely, gusset plate yielding, gusset plate buckling, and fastener strength. Analysis showed that the TEP is conservative in relation to the FHWA recommendations for evaluating gusset plate strength and, when applied at service loads, identifies the same joint with a rating factor of less than 1.0 as the FHWA recommendations applied at strength loads. The researchers concluded that gusset plates on steel truss bridge may be safely and conservatively load rated by using the TEP. When applied at service loads, the TEP will result in a minimum number of joints falsely identified as yielding. Furthermore, the TEP was found to be considerably more efficient than the FHWA recommendations. KW - Buckling KW - Gusset plates KW - Load factor KW - Truss bridges KW - Washington (State) KW - Yield stress UR - http://www.wsdot.wa.gov/research/reports/fullreports/757.1.pdf UR - https://trid.trb.org/view/1097596 ER - TY - RPRT AN - 01334231 AU - Wang, Yinhai AU - Yu, Runze AU - Lao, Yunteng AU - Thomson, Timothy AU - University of Washington, Seattle AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Quantifying Incident-Induced Travel Delays on Freeways Using Traffic Sensor Data: Phase II PY - 2010/12//Final Research Report SP - 89p AB - Traffic incidents cause approximately 50 percent of freeway congestion in metropolitan areas, resulting in extra travel time and fuel cost. Quantifying incident-induced delay (IID) will help people better understand the real costs of incidents, maximize the benefit-to-cost-ratio of investments in incident remedy actions, and facilitate the development of active traffic management and integrated corridor management strategies. Currently, a number of algorithms are available for IID quantification. However, these algorithms were developed with certain theoretical assumptions that are difficult to meet in real-world applications. Furthermore, they have only been applied to simulated cases and have not been sufficiently verified with ground-truth data. To quantify IID over a regional freeway network using existing traffic sensor measurements, a new approach for IID estimation was developed in this study. This new approach combines a modified deterministic queuing diagram with short-term traffic flow forecasting techniques to overcome the limitation of the zero vehicle-length assumption in the traditional deterministic queuing theory. A remarkable advantage with this new approach over most other methods is that it uses only volume data from traffic detectors to compute IID and hence is easy to apply. Verification with the video-extracted ground truth IID data found that the IID estimation errors with the new approach were within 6 percent for the two incident cases studied. This implies that the new approach is capable of producing fairly accurate freeway IID estimates using volumes measured by existing traffic sensors. This approach has been implemented on a regional map-based platform to enable quick, convenient, and reliable freeway IID estimates in the Puget Sound region. KW - Freeways KW - Loop detectors KW - Puget Sound Region KW - Queuing theory KW - Traffic delays KW - Traffic flow KW - Traffic forecasting KW - Traffic incidents KW - Traffic volume UR - http://www.wsdot.wa.gov/research/reports/fullreports/758.1.pdf UR - https://trid.trb.org/view/1097562 ER - TY - RPRT AN - 01334230 AU - Chang, Barbara AU - Hutchinson, Tara C AU - University of California, San Diego AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Experimental Evaluation of P-Y Curves Considering Liquefaction Development PY - 2010/12//Research Report SP - 98p AB - This report presents details and findings of a test series conducted on a single pile embedded in homogeneous saturated Nevada sand, which was subjected to sequential dynamic shaking and lateral (inertial-equivalent) loading. This report documents the model test design and construction, details regarding the loading protocol, test observations and post test results. A key goal in the test program was to develop a data set capable of rendering insight into the characteristics of ’p-y’ resistance under developing liquefied soil conditions. While evidence in the literature indicates that this resistance is reduced as excess pore pressure increases, the shape and amplitude of how the reduced p-y curve develops during pore pressure build-up are needed for reliable design of pile foundations in areas prone to earthquake-induced soil liquefaction. Analyses of the experimental data show that mobilization of the partially liquefied soil was achieved during lateral loading. Additional data were evaluated including wave test measurements (hammer strikes to model), settlement, and acceleration measurements. Results presented focus importantly on the static p-y curves backcalculated from the bending moment distributions at the achieved excess pore pressures. A rich set of test data was produced from this testing series, which will be useful for model validation and subsequent design efforts. KW - Bending moments KW - Earthquake resistant design KW - Liquefaction KW - P-Y curves KW - Pile foundations KW - Piles (Supports) KW - Pore pressure KW - Sand KW - Soil structure interaction KW - Test procedures UR - http://www.wsdot.wa.gov/research/reports/fullreports/762.1.pdf UR - https://trid.trb.org/view/1097598 ER - TY - RPRT AN - 01334227 AU - Stuart, Amy L AU - Lin, Pei-Sung AU - Lee, Chanyoung AU - Yu, Haofei AU - Chen, Hongyun AU - National Center for Transit Research AU - Florida Department of Transportation AU - Research and Innovative Technology Administration TI - Assessing Air Quality Impacts of Managed Lanes PY - 2010/12//Final Report SP - 71p AB - Impacts on transit bus performance and air quality were investigated for a case study high-occupancy toll (HOT) lane project on a corridor of I-95 near Miami. Trends in air pollutant concentration monitoring data in the study area first were analyzed. Traffic movement prior to and after implementation of the HOT lanes was simulated using corridor microsimulation (CORSIM). Emissions of carbon monoxide, nitrogen oxides, particulate matter, hydrocarbons, and benzene were estimated using MOBILE6.2. Finally, changes in ambient pollutant concentrations were estimated using AERMOD dispersion simulations. Results indicate decreased congestion on the corridor due to the HOT lane implementation, particularly for the northbound direction during the afternoon peak hours. Specifically, bus travel times were reduced by nine minutes, on average, during these hours. Emissions results were mixed, with small estimated increases for CO, NOx, PM10, and benzene and small decreases for HCs. Slightly higher ambient concentrations were found in most of the study area for the pollutants modeled (CO, NOx, and benzene), with the largest increases near the corridor. Overall, changes in both emissions and concentrations were small, indicating small impacts of the managed lane project on air quality. An additional outcome was the identification of factors contributing to uncertainty in the emissions estimation. KW - AERMOD (Computer model) KW - Air quality KW - Air quality management KW - Benzene KW - Bus transit KW - Carbon monoxide KW - Case studies KW - CORSIM (Traffic simulation model) KW - Environmental impacts KW - High occupancy toll lanes KW - Hydrocarbons KW - Interstate 95 KW - Managed lanes KW - Miami (Florida) KW - MOBILE6.2 (Computer model) KW - Nitrogen oxides KW - Particulates KW - Peak periods KW - Traffic congestion KW - Travel time UR - http://www.fdot.gov/research/Completed_Proj/Summary_PTO/FDOT_BDK85_977-11_rpt.pdf UR - http://www.nctr.usf.edu/pdf/6402-1041-00.pdf UR - http://ntl.bts.gov/lib/36000/36100/36126/6402-1041-00.pdf UR - https://trid.trb.org/view/1097532 ER - TY - RPRT AN - 01334226 AU - National Highway Traffic Safety Administration TI - Older Driver Program, Five-Year Strategic Plan, 2012-2017 PY - 2010/12 SP - 15p AB - The National Highway Traffic Safety Administration (NHTSA) has focused attention on the safety needs of older drivers since 1989, when it established its Older Driver Program with the goal of reducing traffic-related fatalities and injuries. Older drivers (defined as people 65 and older) represent a significant and increasing proportion of American drivers. As of 2008, 32.2 million drivers in the United States were at least 65 years old. It is estimated that by 2020, there will be more than 40 million licensed drivers 65 and older. At the onset of this increase in numbers of older adult drivers, NHTSA has a unique opportunity to help the Nation plan and prepare for its transportation safety needs. In 2005, NHTSA synthesized a large body of research findings and expert opinions and developed the Older Driver Traffic Safety Plan, which has guided research, programs, and outreach conducted through a collaborative effort involving NHTSA, its 10 regional Offices, State highway safety offices, and partners during the past 5 years. ("Partners" are State, local, and community organizations that are initiating and implementing some type of older driver effort in their respective areas.) Building on that seminal work, this strategic plan focuses on how NHTSA will address the safety needs of older drivers over the next 5 years. To inform this plan, in 2009 and 2010 NHTSA conducted nationwide research to determine how to address the evolving needs of regional, State, and local older driver program planners. NHTSA conducted 28 in-depth telephone interviews with its regional office staff, State highway safety offices, and local partner organizations; and also convened a panel of 14 experts working in various capacities in the older driver arena. The results of the in-depth interviews and expert panel meeting underscored the importance of enhancing and coordinating ongoing older driver efforts to ultimately prevent an increase in older driver traffic crash fatalities and injuries. Based on this research, NHTSA identified the following program initiatives to guide the implementation of its Older Driver Traffic Safety Plan for 2012-2027: (1) Build communications for older drivers and caregivers; (2) Establish and maintain partnerships to enhance older driver safety efforts; and (3) Develop and promote driver licensing policies. KW - Aged drivers KW - Communication KW - Driver licensing KW - Highway safety KW - Interviewing KW - Older Driver Program (National Highway Traffic Safety Administration) KW - Panel studies KW - Partnerships KW - Strategic planning KW - U.S. National Highway Traffic Safety Administration KW - United States UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811432.pdf UR - https://trid.trb.org/view/1097458 ER - TY - RPRT AN - 01334225 AU - Maitipe, Buddhika AU - Hayee, M Imran AU - University of Minnesota, Duluth AU - Intelligent Transportation Systems Institute AU - Research and Innovative Technology Administration TI - Development and Field Demonstration of DSRC-Based V2I Traffic Information System for the Work Zone PY - 2010/12//Final Report SP - 46p AB - This report describes the architecture, functionality and the field demonstration of a newly developed dedicated short range communication (DSRC)-based Vehicle to Infrastructure (V2I) communication system for improving traffic efficiency and safety in the work-zone related congestion buildup on US roadways. The goal was to develop a portable system that can be easily deployed at a work zone site to acquire and communicate important travel information, e.g., travel time (TT) and start of congestion (SoC) location to the driver. By providing this information, i.e., SoC location and TT, drivers can make informed decisions on route choice and be prepared for upcoming congestion. The system is composed of a portable road-side unit (RSU) that can engage the on board units (OBUs) of the traveling vehicles using DSRC technology to acquire necessary traffic data (speed, time, and location). From the acquired data, the RSU periodically estimates the SoC location and TT that are broadcast to all vehicles in its coverage range. An OBU receiving the broadcast message calculates the distance to the SoC location. The distance to the SoC location and TT are then relayed to the driver, who can make smart decisions regarding whether to seek an alternate route and when to expect a sudden speed reduction. Results from the field demonstration have shown that the developed system can adapt to changing work-zone environments smoothly under various congestion patterns on the road. KW - Decision support systems KW - Dedicated short range communications KW - Demonstration projects KW - Real time information KW - Route choice KW - Traffic congestion KW - Travel time KW - Vehicle to infrastructure communications KW - Work zone safety KW - Work zone traffic control UR - http://www.its.umn.edu/Publications/ResearchReports/pdfdownload.pl?id=1478 UR - https://trid.trb.org/view/1097534 ER - TY - RPRT AN - 01333862 AU - Abu-Odeh, Akram Y AU - Williams, William F AU - Buth, C Eugene AU - Kim, Kang-Mi AU - Texas Transportation Institute AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Development of a TL-3 Deep Beam Tubular Backup Bridge Rail PY - 2010/12//Final Report SP - 122p AB - The objective of this study is to investigate the performance of the Ohio Department of Transportation (ODOT) Deep Beam bridge rail system per the National Cooperative Highway Research Program (NCHRP) Report 350 TL-3. Analytical study, computer simulation, and testing approach are to be addressed to accomplish the objective of this study. The final expected product is a design of the ODOT Deep Beam bridge rail system with any needed retrofit that will bring the system in compliance with the NCHRP Report 350 performance criteria per TL-3. The modified ODOT Deep Beam bridge rail design is shown to be successfully able to pass NCHRP Report 350 Test Level 3 assessment criteria. This conclusion is based on engineering strength analysis and nonlinear finite element simulation. The added rail on the top of the bridge rail helped reduced potential vehicular dynamics instability that may occur if only the original rail (less height) was used. Also, the additional lower rail (rub rail) provided protection against tire snagging in the opening below the main rail and the deck. This snagging mode could be detrimental for small vehicle impacts due to the subsequent excessive deformation and increased ridedown acceleration. This system can be implemented in the field subsequent to Federal Highway Administration (FHWA) Office of Safety approval of the simulation results presented herein or the full scale crash tests that were recommended. The modified design presented herein represents a retrofit that can be installed by a qualified construction crew. The research team recommends using the ODOT transition GR-3.4. A modification is suggested for that transition detail to accommodate the added top and rub rails in the modified ODOT Deep Beam bridge rail. One example would be to turn the top rail toward the middle rail at an angle and to extend the rub rail along a few transition posts and then turn it back toward the field side. KW - Bridge railings KW - Design KW - Finite element method KW - Guardrail transition sections KW - Impact tests KW - NCHRP Report 350 KW - Retrofitting KW - Simulation KW - Tubular backup (Guardrail) UR - http://worldcat.org/oclc/705370387/viewonline UR - https://trid.trb.org/view/1097328 ER - TY - RPRT AN - 01333861 AU - Thiagarajan, Ganesh AU - Gopalaratnam, V AU - Halmen, Ceki AU - Ajgaonkar, Sheetal AU - Ma, Shuang AU - Gudimetla, Balu AU - Chamarthi, Ravi AU - University of Missouri, Kansas City AU - University of Missouri, Columbia AU - Missouri Department of Transportation AU - Federal Highway Administration TI - Bridge Approach Slabs for Missouri DOT: Looking at Alternative and Cost Efficient Approaches PY - 2010/12//Final Report SP - 251p AB - The objective of this project is to develop innovative and cost effective structural solutions for the construction of both new and replacement deteriorated Bridge Approach Slabs (BAS). A cost study and email survey were performed to identify states whose BAS are lower in costs compared to Missouri and perform adequately. Finally, it was decided to recommend slabs with a span of 20 feet and 12 in. thickness for new construction. An analytical beam on elastic foundation analysis based software has been developed and designs presented. A detailed three dimensional finite element analysis of BAS models was carried out in SAP to determine design moments. For slabs that need replacement, an innovative pretensioned precast slab with transverse ties is presented. The costs of both the new cast in place and precast slabs are around 25% cheaper than the current Missouri Department of Transportation (MoDOT) slab and hence even the precast pretensioned solution could be tried out for new slab construction. A preliminary study on the usage of Controlled Low Strength Material (CLSM) as a replacement for the currently used practice of compacted soil and aggregate base, which could possibly be both cost effective and mitigate void issues under the slab, is presented. Life cycle cost analyses have been performed for the proposed solutions. KW - Air voids KW - Bridge approach slabs KW - Bridge approaches KW - Cast in place concrete KW - Cost effectiveness KW - Design KW - Finite element method KW - Flowable fill KW - Life cycle costing KW - Mathematical models KW - Missouri KW - Moments (Mechanics) KW - Precast concrete KW - Software UR - http://library.modot.mo.gov/RDT/reports/TRyy0915/or11009.pdf UR - https://trid.trb.org/view/1097324 ER - TY - RPRT AN - 01333858 AU - Gross, Frank AU - Persaud, Bhagwant AU - Lyon, Craig AU - Vanasse Hangen Brustlin, Incorporated AU - Federal Highway Administration TI - A Guide to Developing Quality Crash Modification Factors PY - 2010/12 SP - 72p AB - The purpose of this guide is to provide direction to agencies interested in developing crash modification factors (CMFs). Specifically, this guide discusses the process for selecting an appropriate evaluation methodology and the many issues and data considerations related to various methodologies. The guide opens with a background of CMFs, including the definition of CMFs and related terms, purpose and application, and general issues related to CMFs. The guide then introduces various methods for developing CMFs. Discussion of these methods is not intended to provide step-by-step instruction for application. Rather, this guide discusses study designs and methods for developing CMFs, including an overview of each method, sample size considerations, and strengths and weaknesses. A resources section is provided to help users identify an appropriate method for developing CMFs based on the available data and characteristics of the treatment in question. The resources section also includes a discussion of considerations for improving the completeness and consistency in CMF reporting. The guide is written for transportation safety practitioners, consultants, and researchers. These primary users are expected to have experience and/or education in the theory and practice of road safety engineering, including basic analytical procedures and statistical concepts. KW - Crash modification factors KW - Development KW - Guidelines KW - Highway safety KW - Methodology KW - Safety engineering UR - http://safety.fhwa.dot.gov/tools/crf/resources/fhwasa10032/fhwasa10032.pdf UR - https://trid.trb.org/view/1097321 ER - TY - RPRT AN - 01333788 AU - Goldberg, Bruce AU - Firestine, Theresa AU - Steve, Kenneth AU - Research and Innovative Technology Administration TI - Highlights of the 2008 National Census of Ferry Operators PY - 2010/12//Special Report SP - 6p AB - In 2007, 190 ferry operators across the Nation provided service to an estimated 106 million passengers through nearly 500 terminals in 37 States and 3 U.S. Territories, using a fleet of almost 700 active vessels with capacity to carry as many as 6,000 passengers at a time, or as few as 2. Service was provided on nearly 350 different route segments, covering 7,877 route miles. While the ferry network was somewhat smaller than 2 years earlier, it continued to play an important role providing commuter services in major metropolitan areas on both coasts, offering a vital intercity transportation link between coastal Alaska communities and the lower 48 States, and linking roadways and communities separated by various bodies of water. These are among the findings of the biennial 2008 National Census of Ferry Operators (NCFO), which collects self-reported data from operators of itinerant, regular route ferry services in the United States and its Territories. The NCFO collects data on operations during the previous year; thus references in this report to 2007, 2005, and 1999 data refer to the NCFOs conducted in 2008, 2006, and 2000. KW - Ferries KW - Ferry service KW - Ferry terminals KW - Operations KW - Ridership KW - Routes UR - http://www.bts.gov/publications/special_reports_and_issue_briefs/special_report/2010_12_01/pdf/entire.pdf UR - https://trid.trb.org/view/1094974 ER - TY - RPRT AN - 01333784 AU - Weigand, Lynn AU - Portland State University AU - Oregon Transportation Research and Education Consortium AU - Research and Innovative Technology Administration TI - Trail Planning & Community Service Capstone Curriculum PY - 2010/12//Final Report SP - 114p AB - Trails can provide important transportation connections for cyclists and pedestrians in addition to their recreational benefits. However, trail design and planning is not covered in most university transportation courses, with only five percent including any discussion of this topic (Dill and Weigand, 2009). This project was intended to address the deficiency in this area by developing an undergraduate curriculum for trail planning, design and data collection that could be adapted for use in a variety of disciplines. The curriculum was designed for a Senior Capstone course at PSU. This course was chosen because the Capstone experience integrates academic goals with a community-based learning experience; it draws students from all disciplines on campus; and each Capstone course has a community partner (public or nonprofit agency) that is an active participant in the course development and student experience. This course built on an existing relationship with Metro, the area’s regional government, as a community partner for Capstone courses. Metro is responsible for transportation planning in the region and manages the regional trail system, including planning, design and data collection on trail use. Metro’s planners have recognized that close-in trails can provide much-needed transportation options for bicyclists and pedestrian and they need data on trail use, specifically the number of pedestrians and cyclists that use the trails for transportation and functional uses, to further their planning efforts. The course content focused on trail planning and design to encourage bicycle and pedestrian travel within the region with the Metro Greenspaces program as the community partner. The project included curriculum development, teaching, evaluation and curriculum revision. KW - Bicycle travel KW - Bikeways KW - College students KW - Curricula KW - Design KW - Pedestrians KW - Planning KW - Trails UR - http://otrec.us/project/223 UR - https://trid.trb.org/view/1096581 ER - TY - RPRT AN - 01333777 AU - Carlson, Daniel AU - Howard, Zachary AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Impacts of VMT Reduction Strategies on Selected Areas and Groups PY - 2010/12//Final Research Report SP - 100p AB - The State of Washington has established benchmarks for reducing vehicle miles travelled (VMT). The ambitious targets call for VMT reductions of 18 percent by the year 2020, 30 percent by the year 2035, and 50 percent by mid century. This report discusses estimates and examines impacts of VMT reduction strategies on selected groups and geographic areas mandated by state legislation. The five groups and areas were small businesses whose employees cross county lines to get to work, low-income residents, farmworkers—especially migrant workers, distressed counties, and counties with more than half the land in federal or tribal ownership. The study defined these groups and areas, established a typology of VMT reduction strategies, and made assumptions about behavior and trip lengths based on available literature. It then estimated impacts on the selected groups and areas and suggested several implementation steps and areas for further research. KW - Economic impacts KW - Income KW - Strategic planning KW - Travel behavior KW - Travel demand management KW - Trip length KW - Vehicle miles of travel KW - Washington (State) UR - http://www.wsdot.wa.gov/research/reports/fullreports/751.1.pdf UR - https://trid.trb.org/view/1094904 ER - TY - RPRT AN - 01333765 AU - Chu, Xuehao AU - National Center for Transit Research AU - Florida Department of Transportation AU - Research and Innovative Technology Administration TI - A Guidebook for Using Automatic Passenger Counter Data for National Transit Database (NTD) Reporting PY - 2010/12//Final Report SP - 58p AB - This document provides guidance for transit agencies to use data from their automatic passenger counters (APCs) for reporting to the National Transit Database (NTD). It first reviews both the traditional data requirements on the data items to be reported and the statistical criteria that the reported data must satisfy and the new APC requirements if APCs are used to obtain the data items. More importantly, the document provides guidance on the following three areas: 1) Options for Meeting NTD Requirements - Whether agencies with APCs are allowed to use their APC data for NTD reporting; whether agencies want to use APC data for NTD reporting if allowed; and how agencies should use their APC data for NTD reporting. 2) Meeting the Data Requirements - How agencies should obtain 100% counts from APC data; how agencies should obtain estimates through using all usable APC data; and how agencies should obtain estimates through random sampling; 3) Meeting the APC Requirements - How agencies should develop the benchmarking plan and the maintenance plan; and how agencies should conduct the benchmarking study and the annual maintenance study. The use of the guidance is expected to help agencies better meet NTD requirements and to reduce the possibility of reported APC data not being included in the apportionment for Section 5307. KW - Automated passenger counters KW - Data requirements KW - Guidelines KW - National Transit Database KW - Passenger miles KW - Unlinked passenger trips UR - http://www.fdot.gov/research/Completed_Proj/Summary_PTO/FDOT_BDK85_977-04_rpt.pdf UR - http://www.nctr.usf.edu/pdf/77803.pdf UR - http://ntl.bts.gov/lib/36000/36100/36125/77803.pdf UR - https://trid.trb.org/view/1094942 ER - TY - SER AN - 01333761 JO - Traffic Safety Facts - Crash Stats PB - National Center for Statistics and Analysis AU - National Highway Traffic Safety Administration TI - Early Estimate of Motor Vehicle Traffic Fatalities for The First Three Quarters (January–September) of 2010 PY - 2010/12 SP - 2p AB - A statistical projection of traffic fatalities for the first three quarters of 2010 shows that an estimated 24,460 people died in motor vehicle traffic crashes. This represents a decline of about 4.5 percent as compared to the 25,603 fatalities that occurred in the first three quarters of 2009. In the third quarter of 2010, estimated fatalities increased by 2.5 percent from the fatalities during the third quarter of 2009. This represents the first quarterly increase after 17 consecutive quarters of declines in fatalities as compared to the same quarter from the previous year. Preliminary data reported by the Federal Highway Administration (FHWA) shows that vehicle miles traveled (VMT) in the first nine months of 2010 increased by about 11.1 billion miles, or about a 0.5 percent increase. Also shown in this summary are the fatality rates per 100 million VMT, by quarter. The fatality rate for the first nine months of 2010 declined to 1.09 fatalities per 100 million VMT, down from 1.14 fatalities per 100 million VMT in the first nine months of 2009. KW - Crash data KW - Fatalities KW - Highway safety KW - Statistics KW - Traffic crashes KW - Traffic safety KW - Vehicle miles of travel UR - http://www.nhtsa.gov/staticfiles/ncsa/pdf/2010/811431.pdf UR - https://trid.trb.org/view/1094824 ER - TY - SER AN - 01333662 JO - MTI Report AU - Forsyth, Ann AU - Krizek, Kevin AU - Agrawal, Asha Weinstein AU - San Jose State University AU - Research and Innovative Technology Administration AU - California Department of Transportation TI - Measuring Walking and Cycling Using the PABS (Pedestrian and Bicycling Survey) Approach: A Low-Cost Survey Method for Local Communities PY - 2010/12//Final Report SP - 106 AB - Local governments face hard choices about which programs to fund and decision makers, planners, and residents seek to understand if proposed policies to increase bicycling and walking actually work. This project developed a low-budget survey method and related sampling strategy for communities to easily, affordably, and reliably document the amount of local walking and cycling happening among their residents. The Pedestrian and Bicycling Survey (PABS) approach allows communities to answer such questions as: How much walking and cycling is occurring in my community? What is the purpose of walking and cycling trips? Who is completing the bulk of the walking and cycling trips? How often are people walking and cycling? The PABS instrument achieved adequate to excellent reliability for most questions, creating a useful instrument and a baseline for future comparison with other instruments. KW - Bicycling KW - Costs KW - Cyclists KW - Measurement KW - Methodology KW - Pedestrians KW - Reliability (Statistics) KW - Representative samples (Statistics) KW - Surveys KW - Traffic surveys KW - Walking UR - http://www.transweb.sjsu.edu/MTIportal/research/publications/documents/2907_report.pdf UR - https://trid.trb.org/view/1093753 ER - TY - RPRT AN - 01333260 AU - Brecher, Aviva AU - Research and Innovative Technology Administration AU - Federal Transit Administration TI - Assessment of Needs and Research Roadmaps for Rechargeable Energy Storage System (RESS) Onboard Electric Drive Buses PY - 2010/12 SP - 128p AB - In support of the Federal Transit Administration (FTA) Electric Drive Strategic Plan (EDSP), this report assesses state-of-art advances in lithium-ion batteries, ultracapacitors, and related power management and control technologies for the rechargeable energy storage systems (RESS) on-board existing and emerging electric drive buses. RD&T roadmaps for near-, mid-, and long-term are developed for FTA and potential partners developing next generation electric drive buses, based on a review of technical literature, and inputs from experts and transit stakeholders regarding lessons learned, knowledge gaps, and priority RD&T needs. Illustrative projects up to 2020 are proposed based on the identified priority needs in these roadmaps. They promise to advance RESS technologies from research, development, demonstration, test and evaluation to full integration in more fuel efficient, environmentally sustainable, and cost-effective commercial electric drive transit buses. KW - Bus transportation KW - Electric vehicles KW - Energy storage systems KW - Fuel cell vehicles KW - Lithium batteries KW - Nickel iron batteries KW - Plug-in hybrid vehicles KW - Public transit KW - Renewable energy sources UR - http://ntl.bts.gov/lib/35000/35700/35796/DOT-VNTSC-FTA-11-01.pdf UR - https://trid.trb.org/view/1094914 ER - TY - RPRT AN - 01333214 AU - Hunter-Zaworski, K M AU - Cornell, Lyn AU - Jannat, Mafruhatul AU - Oregon State University, Corvallis AU - Oregon Transportation Research and Education Consortium AU - Research and Innovative Technology Administration TI - Impacts of Low-Speed Vehicles on Transportation Infrastructure and Safety PY - 2010/12//Final Report SP - 60p AB - There are increasing numbers of low-speed electric vehicles (LSVs) on public roadways. These vehicles are designed to be used within protected environments and on roadways with a maximum posted speed of 25 mph. Currently these vehicles are not subject to the same federal requirements for occupant protection as passenger cars. This research project investigated safety standards, operating regulations, and LSV manufacturer materials from sources around the world. The purpose of the research was to determine positive and negative impacts that LSVs, including Neighborhood Electric Vehicles (NEVs) and Medium Speed Electric Vehicles (MSEVs), are likely to have for the Oregon Department of Transportation (ODOT) and Oregon communities, and whether adjustments in current state regulations are needed to ensure that LSVs do not negatively impact road safety and traffic operations, or expose the LSV operators to undue risk. The U.S. and Canadian federal motor vehicle safety agencies have harmonized their regulations and stipulated the maximum operating speed of these vehicles, however state and local roadway authorities have regulated the maximum speed of roadways and intersection characteristics on which these vehicles can operate. The significant recommendations of this research are: (i)The State of Oregon regulations for LSVs should be amended such that LSVs are limited to public roadways with a maximum operating speed of 25 mph, and they are restricted to crossing higher speed roadways at four-way Stop or traffic controlled intersections, (ii) local transportation authorities should develop parallel or secondary low-speed transportation networks that connect residential neighborhoods with major activity centers. KW - Electric vehicles KW - Highway operations KW - Low speed vehicles KW - Neighborhood electric vehicles KW - Occupant protection devices KW - Oregon KW - Traffic speed KW - Vehicle design KW - Vehicle safety UR - http://otrec.us/main/document.php?doc_id=1549 UR - http://ntl.bts.gov/lib/35000/35700/35772/OTREC-RR-10-19_Final_1_.pdf UR - https://trid.trb.org/view/1094919 ER - TY - RPRT AN - 01333209 AU - Fu, Joshua S AU - Calcagno, J A AU - Davis, Wayne T AU - Boulet, J A AU - Wasserman, J F AU - University of Tennessee, Knoxville AU - Federal Motor Carrier Safety Administration TI - Improving Heavy-Duty Diesel Truck Ergonomics to Reduce Fatigue and Improve Driver Health and Performance PY - 2010/12 SP - 105p AB - Factors are suspected to influence health and performance of drivers--noise level, seat vibration, and cabin air quality of heavy-duty diesel trucks--were measured while vehicles were parked with engine idling and driven. Resulting data will serve as baseline data from which future similar studies may determine if new truck designs have changed the existing state of these conditions for long-haul freight truck drivers. Twenty-seven trucks (model years 2006-2008) from four manufacturers were tested. Overall in-cab noise levels were found to be below 8-hour standard limit values. Results indicated slightly higher noise levels occurred while driving on interstates compared to driving on the State highways. Average vibrations from the seats were generally found to be below standard exposures for an 8-hour driving day. Air quality was determined by measuring in-cab concentrations of carbon monoxide (CO), nitrogen oxides (NOX), and particulate matter less than 2.5 microns aerodynamic diameter (PM2.5). Results indicated trucks have a tendency to self-pollute the cabs during periods of extended parked engine idling; the on-road concentrations were several magnitudes lower. CO and NOX concentrations were well below standard permissible exposure levels. KW - Diesel engine exhaust gases KW - Diesel trucks KW - Engine idling KW - Environmental impacts KW - Fatigue (Physiological condition) KW - Motor carriers KW - Pollutants UR - http://ntl.bts.gov/lib/51000/51200/51295/Ergonomics-report.pdf UR - https://trid.trb.org/view/1094749 ER - TY - RPRT AN - 01332479 AU - Sisiopiku, Virginia P AU - Sullivan, Andrew J AU - Fouad, Fouad H AU - University of Alabama, Birmingham AU - University of Alabama at Birmingham University Transportation Center AU - Research and Innovative Technology Administration TI - Capacity Building, Education, and Technology Transfer. UAB UTC Domain 2: Development of a Dynamic Traffic Assignment and Simulation Model for Incident and Emergency Management Applications in the Birmingham Region, Aim 1 PY - 2010/12//Final Report SP - 125p AB - A number of initiatives were undertaken to support education, training, and technology transfer objectives related to University of Alabama University Transportation Center (UAB UTC) Domain 2 Project: Development of a Dynamic Traffic Assignment and Simulation Model for Incident and Emergency Management Applications in the Birmingham Region. Examples include planning and delivery of technical workshops, short courses, seminars and scientific papers as well as development of training manuals and informational materials. These initiatives aimed at advancing the knowledge and practice in incident and emergency management. This report highlights education and technology transfer initiatives and provides samples of products developed under this contract. The transfer of research results into practice performed in this study provides a wide range of opportunities for training students as well as the scientific community and authorities responsible for emergency planning, response and recovery, and operation of transportation facilities emergency management personnel. KW - Birmingham (Alabama) KW - Dynamic traffic assignment KW - Education and training KW - Emergency management KW - Incident management KW - Mathematical models KW - Personnel development KW - Technology transfer UR - http://tris.trb.org/common/TRIS%20Suite/includes/getfile.aspx?subdir=\&f=Domain+2+Project+1a-+Final+Report.pdf UR - https://trid.trb.org/view/1096647 ER - TY - RPRT AN - 01332467 AU - Jeihani, Mansoureh AU - Mazloomdoust, Gholamhossein AU - Ghoseiri, Keivan AU - Morgan State University AU - Maryland State Highway Administration AU - National Transportation Center AU - Research and Innovative Technology Administration TI - A Comprehensive Engineering Analysis of Motorcycle Crashes in Maryland PY - 2010/12//Final Report SP - 74p AB - The goal of this study was to identify recurring or common road characteristics of motorcycle crashes in Maryland from 1998 to 2007. Motorcycle crash data were obtained from the National Highway Traffic Safety Administration’s Crash Outcome Data Evaluation System (CODES), and road inventory data were obtained from the Maryland State Highway Administration. Both sets of data were integrated, and fault tree analysis and variable selection methods were utilized to find the highest frequency crash cases. A categorical principal component analysis was used to specify the minimum number of variables that explain most of the observed variance. In addition, ordinal logistic models were developed to estimate the number of motorcycle crashes for road segments within each road class. The results of the logistic ordinal regression analysis show that area type, median type, speed limit, average annual daily traffic (AADT), international roughness index (IRI), and the number of through lanes affect the number of motorcycle crashes on Maryland road segments. Interestingly, government control and shoulder type were shown to have no significant impact on the number of motorcycle crashes. The developed ordinal logistic model can also calculate the number of motorcycle crashes for each road characteristic. Engineers and safety officials can use this study’s results to develop solutions for identified safety deficiencies. KW - Annual average daily traffic KW - Area type KW - Crash Outcome Data Evaluation System KW - Fault tree analysis KW - International Roughness Index KW - Logistic regression analysis KW - Maryland KW - Medians KW - Motorcycle crashes KW - Road inventory data KW - Speed limits KW - Through lanes UR - http://ntl.bts.gov/lib/35000/35800/35831/AComprehensive_Jeihani_1011.pdf UR - https://trid.trb.org/view/1096578 ER - TY - RPRT AN - 01332461 AU - Goodwin, Gwendolyn C AU - Lastrape, Krystal AU - Texas Southern University, Houston AU - Southwest Region University Transportation Center AU - Research and Innovative Technology Administration TI - An Assessment of Public Involvement for the 2006 Regional Transportation Coordination Planning Process in Selected Texas Cities PY - 2010/12//Final Report SP - 41p AB - Regional mobility is cumbersome, confusing, and often a frustrating experience for many Texans. Those living in larger urban areas have access to public transportation, while others depend on social service agencies and are required to meet financial and/or medical eligibility criteria. In some regions, churches and private companies offer limited transport services. Even with the various transportation providers throughout the region and despite federal and state funds spent on transportation, there are still unmet transit needs throughout Texas. House Bill 3588, is a statewide mandate to coordinate public transportation services and funding among Health and Human Service agencies, Texas Workforce Commission, and the Texas Department of Transportation (TxDOT) at the regional and local levels. The intent of HB 3588 is to achieve the following: 1) eliminate waste in the provision of public transportation services; 2) generate efficiencies that will permit increased levels of service; and 3) further the state’s efforts to reduce air pollution. TxDOT commissioners wanted to ensure that the general public and pertinent stakeholders were included in the planning process. This report examines the various public involvement plans and activities implemented by the metropolitan planning organizations (MPOs) and Councils of Government (COGs) within eight areas, (Austin, East Texas, Corpus Christi, Houston-Galveston, Beaumont, El Paso, North Texas, and San Antonio), as they developed regional coordinated transportation plans. KW - Air quality management KW - Coordination KW - Councils of government KW - Financing KW - Level of service KW - Metropolitan planning organizations KW - Mobility KW - Public participation KW - Public transit KW - Regional planning KW - Social service agencies KW - State laws KW - Texas KW - Texas Department of Transportation KW - Transportation planning UR - http://swutc.tamu.edu/publications/technicalreports/473700-00054-1.pdf UR - http://ntl.bts.gov/lib/36000/36000/36006/473700-00054-1.pdf UR - https://trid.trb.org/view/1095003 ER - TY - RPRT AN - 01332460 AU - Hart, William Scott AU - Gharaibeh, Nasir G AU - Texas Transportation Institute AU - Southwest Region University Transportation Center AU - Research and Innovative Technology Administration TI - Use of Micro Unmanned Aerial Vehicles for Roadside Condition Assessment PY - 2010/12 SP - 48p AB - Micro unmanned aerial vehicles (MUAVs) that are equipped with digital imaging systems and global positioning systems provide a potential opportunity for improving the effectiveness and safety of roadside condition and inventory surveys. This study provides an assessment of the effectiveness of MUAVs as a tool for collecting condition data for roadside infrastructure assets using three field experiments. The field experiments entail performing a level of service condition assessment on roadway sample units on IH-20 near Tyler, Texas; IH-35 near Dallas, Texas; and local streets at the Riverside Campus of Texas A&M University. The conditions of these sample units were assessed twice: on-site (i.e., ground truth) and by observing digital images (still and video) collected via a MUAV. The results of this study will help transportation agencies decide if MUAV technology can be adopted for inventory and condition surveys of roadside assets and maintenance activities. KW - Aerial imagery KW - Condition surveys KW - Dallas (Texas) KW - Digital images KW - Digital video KW - Drone aircraft KW - Field studies KW - Global Positioning System KW - Inventory KW - Level of service KW - Maintenance management KW - Roadside KW - Texas A&M University KW - Tyler (Texas) UR - http://swutc.tamu.edu/publications/technicalreports/476660-00019-1.pdf UR - http://ntl.bts.gov/lib/36000/36000/36010/476660-00019-1.pdf UR - https://trid.trb.org/view/1096203 ER - TY - RPRT AN - 01332454 AU - Yi, Qi AU - Guo, Aohan AU - Texas Southern University, Houston AU - Southwest Region University Transportation Center AU - Research and Innovative Technology Administration TI - Development of Pedestrian Safety Based Warrants for Permissive Left-Turn Control PY - 2010/12//Research Report SP - 58p AB - At the intersections with permissive only signal control, pedestrians will move at the permissive phase with the parallel through vehicular movement and left-turn vehicles, the left-turn vehicles have to yield to both opposing through vehicles and pedestrians at crosswalk. Under such complicated driving conditions, collision risks rise if left-turn drivers make misjudgments and fail to yield to pedestrians. The existing guidelines on left-turn operations mainly focus on the traffic conditions at the intersections and do not give particular considerations to pedestrian safety problems. They are mainly developed based on the left-turn and the opposing through traffic volumes, while the pedestrian volumes and other pedestrian safety related factors, such as design features of the crossroads, direction of sunlight, and the sight distance of the left-turn drivers have not been explicitly taken into account. Thus, the objective of this research is to develop pedestrian safety based warrants for protected left-turn control. In this research, the driving-simulation based experiments will be conducted for identifying and assessing the impacts of the factors that contribute to the crashes between left-turn vehicles and pedestrians during the permissive left-turn phase, and develop pedestrian safety based warrants. KW - Exclusive phasing KW - Left turns KW - Pedestrian safety KW - Permissive left turn operations KW - Permissive phasing KW - Protected left turns KW - Signalized intersections KW - Warrants (Traffic control devices) UR - http://swutc.tamu.edu/publications/technicalreports/169302-1.pdf UR - https://trid.trb.org/view/1095010 ER - TY - RPRT AN - 01330465 AU - Department of Housing and Urban Development AU - Department of Transportation AU - Environmental Protection Agency TI - Partnership for Sustainable Communities PY - 2010/12 SP - 4p AB - On June 16, 2009, U.S. Department of Transportation (DOT) Secretary Ray LaHood, U.S. Department of Housing and Urban Development (HUD) Secretary Shaun Donovan, and U.S. Environmental Protection Agency (EPA) Administrator Lisa P. Jackson announced the formation of an interagency Partnership for Sustainable Communities. This action marked a fundamental shift in the way the federal government structures its transportation, housing, and environmental policies, programs, and spending, and Americans are already seeing the impacts. The three agencies are working together to support urban, suburban, and rural communities’ efforts to expand housing and transportation choices, protect their air and water, attract economic growth, and provide the type of development residents want. Sustainable communities are places that provide homes working families can afford; safe, reliable, and economical transportation options; and access to jobs, schools, parks, shopping, and cultural destinations. Not only do all of their residents enjoy the same protection from environmental and health hazards, but they also share in the economic and social benefits that can come from development. By coordinating housing, transportation, and other infrastructure investments, the Partnership is promoting reinvestment in existing communities, expanding residents’ access to employment and educational opportunities, and catalyzing community revitalization that uplifts people of all ages, incomes, races, and ethnicities. KW - Affordable housing KW - Air quality KW - Economic growth KW - Equity (Justice) KW - Mode choice KW - Partnerships KW - Quality of life KW - Sustainable development KW - U.S. Department of Housing and Urban Development KW - U.S. Department of Transportation KW - U.S. Environmental Protection Agency KW - Water quality UR - http://www.epa.gov/smartgrowth/pdf/partnership/2010_1230_psc_ejflyer.pdf UR - https://trid.trb.org/view/1093652 ER - TY - RPRT AN - 01330436 AU - Van Dongen, Hans P A AU - Belenky, Gregory AU - Washington State University AU - Federal Motor Carrier Safety Administration TI - Investigation into Motor Carrier Practices to Achieve Optimal Commercial Motor Vehicle Driver Performance: Phase I PY - 2010/12//Final Report SP - 75p AB - The objective of this research project was to determine the effectiveness of the 34-hour restart provision in the Hours-of-Service regulations governing property-carrying commercial motor vehicle drivers. A sample of 27 healthy subjects was studied in an in-residence laboratory study with frequent testing of cognitive performance and driving performance on a high-fidelity driving simulator. A “worst-case”–”best-case” between-groups comparison was made of two 5-day (14-hour/day) work periods separated by a 34-hour restart period. Half the sample was randomized to the “best-case” condition, which entailed daytime wakefulness and work (and nighttime sleep) throughout the study. The other half was randomized to the “worst-case” condition, which entailed nighttime wakefulness and work (and daytime sleep) during the two 5-day work periods, while transitioning back to a daytime schedule during the 34-hour restart period. In the “best-case” condition, performance was the same before and after the 34-hour restart. In the “worst-case” condition, however, performance after the 34-hour restart was impaired relative to performance before the restart, indicating that the restart period was not effective at maintaining performance in this condition. Driver fatigue could be reduced by establishing work schedules and adapting HOS regulations that allow greater flexibility (e.g., taking into account strategic napping and circadian timing). KW - 34-Hour restart provision KW - Circadian rhythms KW - Cognition KW - Commercial vehicles KW - Fatigue (Physiological condition) KW - Hours of labor KW - Performance KW - Sleep KW - Truck drivers KW - Truck driving UR - http://ntl.bts.gov/lib/51000/51300/51341/Restart-Phase-I.pdf UR - https://trid.trb.org/view/1093707 ER - TY - SER AN - 01330105 JO - MTI Report AU - Botha, Jan L AU - Elmasu, Kristina A AU - Leitzell, Philip J AU - San Jose State University AU - University Transportation Centers Program AU - California Department of Transportation AU - Research and Innovative Technology Administration TI - Suicides on Commuter Rail in California: Possible Patterns - A Case Study PY - 2010/12//Final Report AB - Suicides on rail systems constitute a significant social concern. A pilot study was conducted to identify possible patterns in suicides associated with urban commuter rail systems in California. The Caltrain commuter rail system in the San Francisco Bay Area was used as the subject system for the pilot study. Pattern detection in this study was conducted primarily on the basis of time and location. Because the data were readily available, the gender factor was also included in the analysis, although this is not a factor that is connected to the rail system. It was concluded that the data did show some patterns for suicides with respect to time and location. Some of the patterns can be explained while the reasons for some are not immediately obvious. KW - Caltrain (Commuter rail line) KW - Case studies KW - Gender KW - Location KW - Patterns KW - Rail transit KW - Railroad commuter service KW - San Francisco Bay Area KW - Suicide KW - Time UR - http://transweb.sjsu.edu/mtiportal/research/publications/documents/2926_10-05.pdf UR - https://trid.trb.org/view/1084154 ER - TY - RPRT AN - 01329776 AU - Mitchell, Gayle F AU - Riefler, R Guy AU - Russ, Andrew AU - Ohio University, Athens AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Vegetated Biofilter for Post Construction Storm Water Management for Linear Transportation Projects – Dormant Grass Test Supplement PY - 2010/12//Technical Report Supplement SP - 64p AB - The vegetated biofilter is a low impact development technique that can be integrated into stormwater management of linear transportation systems and capitalize on the natural environment to mitigate stormwater. In the project report (USFHWA/OH-2010/7), the behavior of a 4 ft (1.2 m) wide by 14 ft (4.3 m) long prototype vegetated biofilter slope under simulated storm events at various pollutant concentrations, slopes, and flow rates was evaluated. This supplement discusses the behavior of the same prototype during dormant or winter conditions at slopes and flow rates as follows: 8:1, medium; 4:1, medium; and 2:1, medium. Tests were conducted using methods similar to that of the original study. The influent pollutant concentration during the simulated storm events was at the “medium” level, which included medium concentration during the first part and low concentration in the trailing portion of the event. The pollutants included the same seven metals, soil, and oil used in the original study. In addition chlorides were added in the influent to simulate and measure the effects of salt used for pavement winter maintenance on the biofilter. The prototype vegetated biofilter foreslope under dormant conditions provided fair to excellent performance in removal of pollutants (seven metals, suspended material, and oil and grease) from a medium concentration simulated storm water runoff. Over 80 percent removal was achieved for all constituents except iron (75%), zinc (58%) and chlorides (negligible). TSS removal declined from a summer condition average removal of about 95% to 80% for the dormant condition. Results at slopes of 8:1, 4:1, and 2:1 did not indicate declining performance with increasing slope. Vegetation coverage was about 60 % for the dormant tests contrasted to an average 83% during the summer tests, which contributed to the reduction in removals. Within the parameters of this study, findings indicated that the foreslope portion of the vegetated biofilter even during a dormant condition significantly reduces the quantity of pollutants in the runoff. KW - Biofilters KW - Dormant grass KW - Filters KW - Runoff KW - Storm water management KW - Vegetated filter strips KW - Vegetation KW - Winter UR - http://worldcat.org/oclc/671776720/viewonline UR - http://ntl.bts.gov/lib/55000/55800/55859/FHWA-OH-2010-7_SUPPLEMENT.PDF UR - https://trid.trb.org/view/1090556 ER - TY - RPRT AN - 01329770 AU - Mileski, Joan P AU - Thrailkill, Robert AU - Haupt, Karl AU - Lane, John AU - McMullen, William AU - Gunn, Joshua AU - Kruse, C James AU - Bierling, David AU - Texas A&M University, Galveston AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Recommendations and Guidelines on Shoreline Development and Hazards to Navigation PY - 2010/12 SP - 24p AB - This guidebook addresses recommendations regarding encroachment into the Gulf Coast Intracoastal Waterway (GIWW). Encroachment of hazards to navigation creates operational inefficiencies that impede commerce. The shippers who rely on the waterway for movement of goods are impacted greatly. In order to address the problems of location and construction of structures along the waterways, it is necessary to address two major categories of stakeholders: those who build the structures and those who permit the structures prior to their construction. KW - Coasts KW - Construction KW - Development KW - Freight transportation KW - Gulf Coast (United States) KW - Intracoastal waterways KW - Obstructions (Navigation) KW - Permits KW - Water transportation UR - http://tti.tamu.edu/documents/0-6225-P1.pdf UR - https://trid.trb.org/view/1089792 ER - TY - RPRT AN - 01329766 AU - Kiousis, Panos D AU - Whitcomb, Brent L AU - Colorado School of Mines AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Study on the Use of Self-Consolidating Concrete on the Interstate 25 Bridge Replacement in Trinidad, CO PY - 2010/12//Final Report SP - 33p AB - As part of a national experiment sponsored by the FHWA under the Innovative Bridge Research and Construction (IBRC) program, CDOT used self-consolidating concrete (SCC) to construct abutments, piers, and retaining walls on a bridge replacement project. The purpose of this study was to determine the procedures and possible benefits associated with flowing concrete. Based on the study presented in this report, it was determined that SCC was used successfully in the I-25 bridge replacement project in Trinidad. Unfortunately, the all-around lack of construction experience with SCC resulted in numerous aesthetic problems that are atypical of the material. However, despite numerous visual defects that required patching and repair, it is believed that each component has the required structural integrity necessary for safe highway transportation projects. Implementation: The use of SCC can benefit bridge construction throughout Colorado by allowing contractors the option of using a flowable concrete that reduces placement labor costs as well as noise pollution at construction sites. In addition, the expected surface finish of SCC can eliminate repair work after the forms have been removed. Construction specifications should include clauses that require contractors with reasonable experience with SCC to submit mix designs as well as perform a demonstration placement to show that the proposed construction methods will produce an acceptable product. KW - Bridge abutments KW - Bridge construction KW - Bridge piers KW - Bridge replacement KW - Retaining walls KW - Self compacting concrete UR - http://www.coloradodot.info/programs/research/pdfs/2010/scc/at_download/file UR - http://www.coloradodot.info/programs/research/pdfs/2010/scc/view UR - https://trid.trb.org/view/1090555 ER - TY - RPRT AN - 01329758 AU - Thomas, F Dennis AU - Blomberg, Richard D AU - Van Dyk, Jonna AU - Dunlap and Associates, Incorporated AU - National Highway Traffic Safety Administration TI - Evaluation of the First Year of the Washington Program Nighttime Seat Belt Enforcement PY - 2010/12//Interim Report SP - 196p AB - The Washington Traffic Safety Commission (WTSC) received funding from the National Highway Traffic Safety Administration to conduct a high-visibility nighttime seat belt enforcement (NTSBE) program in Washington State. The two-year program is following the basic Click It or Ticket (CIOT) model by using highly visible enforcement combined with increased paid and earned media about the enforcement but is applying its efforts during the nighttime rather than the daytime hours. The activities of the first program year covered spring and fall campaigns in 2007 and a spring campaign in 2008. The first year evaluation reported here examined awareness of the campaign with a survey in driver license offices, observed seat belt use both day and night at 40 selected sites in five counties around the State, and the statewide annual observational surveys for 2007 and 2008. The awareness surveys showed that the program was effective in getting out its message through multiple media. The observations at the 40 sites showed a statistically significant increase in night belt use. Night belt use began at 94.6% before the NTSBE, peaked at 96.6% in September 2007, and finished at 95.7% in June 2008. The 2008 statewide daytime survey showed a small increase in belt use from 96.4% to 96.5%. Thus, there is no indication that focusing all CIOT efforts during the nighttime hours caused a decline in daytime seat belt use. The study also observed belted and unbelted drivers at four 24-hour gas stations around the State. Based on the information from these observations, the WTSC obtained driver abstract and criminal record histories for 1,715 drivers observed before the start of the program. In addition, records were accessed for 5,035 drivers who were cited, mostly for seat belt violations, by the patrols funded by NTSBE. Analyses of these records showed that the night unbelted driver had consistently more traffic violations and criminal arrests than belted drivers at night and either belted or unbelted drivers during the day. Crash involvements showed the same pattern as violations and criminal arrests but did not reach statistical significance. Based on the first year’s activities, the NTSBE program appears to be meeting its goals and developing useful operational and research information that can assist future nighttime seat belt enforcement efforts. KW - Click It or Ticket KW - Highway safety KW - Night KW - Public information programs KW - Publicity KW - Safety campaigns KW - Seat belts KW - Traffic law enforcement KW - Utilization KW - Washington (State) UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811295.pdf UR - https://trid.trb.org/view/1090868 ER - TY - RPRT AN - 01329744 AU - Middleton, Dan AU - Bonneson, Jim AU - Longmire, Ryan AU - Charara, Hassan AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Intersection Video Detection Field Handbook: An Update PY - 2010/12 SP - 30p AB - This handbook is intended to assist engineers and technicians with the design, layout, and operation of a video imaging vehicle detection system (VIVDS). This assistance is provided in three ways. First, the handbook identifies the optimal detection design and layout. Second, it provides guidelines for achieving an optimal or near-optimal camera location and field of view. Third, it provides guidelines for laying out the VIVDS detectors such that they will provide safe and efficient operation. Finally, guidance is provided on the need for and schedule of VIVDS maintenance activities. KW - Design KW - Guidelines KW - Handbooks KW - Highway operations KW - Highway traffic control KW - Intersections KW - Video imaging detectors UR - http://tti.tamu.edu/documents/0-6030-P3.pdf UR - https://trid.trb.org/view/1090603 ER - TY - RPRT AN - 01329733 AU - Kiousis, Panos D AU - Griffiths, D V AU - Stewart, Jared A AU - Colorado School of Mines AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Optimization of Stabilization of Highway Embankment Slopes Using Driven Piles - Phase I PY - 2010/12//Final Report SP - 60p AB - This study determined the feasibility of using driven piles to stabilize highway embankment slopes. The activities performed under this study were a detailed literature review, a national survey of state DOTs, a review of inspection and stabilization mitigation reports, targeted field inspections, a cost comparison analysis, and a finite element study. The results of this study show that driven piles can be a cost-effective solution to stabilizing highway embankment slopes. The literature review showed that there has been significant research done concerning the lateral capacity of piles. This research tends to be focused on different applications, but still shows that piles have significant lateral capacity. The survey conducted shows that several DOTs have used driven piles to stabilize highway embankment failures and most of these departments would recommend future use. Also three DOTs have performed similar research using plastic pins to stabilize embankments. The site visits allowed the research team to identify two sites, the Muddy Pass slide and also the Rye slide, as potential sites for investigation under Phase II of the project. These slides in particular had broad shoulders along the highway that provide better accessibility. The cost comparison analysis showed that for a particular slope, driven piles would cost $41 per linear foot of road stabilized. This was compared to drilled shafts and launched soil nails which had estimated costs of $32 and $130 per linear foot, respectively. The finite element study showed that the factor of safety for a stabilized slope could be significantly improved with pile installation. Implementation: Based on the results of the study it is recommended that the Colorado Department of Transportation (CDOT) pursue Phase II of the study. KW - Benefit cost analysis KW - Driven piles KW - Embankments KW - Piles (Supports) KW - Slope stability KW - Soil stabilization UR - http://www.coloradodot.info/programs/research/pdfs/2010/drivenpiles.pdf/at_download/file UR - http://www.coloradodot.info/programs/research/pdfs/2010/drivenpiles.pdf/view UR - https://trid.trb.org/view/1090554 ER - TY - RPRT AN - 01329725 AU - Arnold, Robert AU - Smith, Vance C AU - Doan, John Q AU - Barry, Rodney N AU - Blakesley, Jayme L AU - DeCorla-Souza, Patrick T AU - Muriello, Mark F AU - Murthy, Gummada N AU - Rubstello, Patty K AU - Thompson, Nick A AU - American Trade Initiatives AU - Federal Highway Administration AU - American Association of State Highway and Transportation Officials (AASHTO) TI - Reducing Congestion and Funding Transportation Using Road Pricing in Europe and Singapore PY - 2010/12 SP - 72p AB - Congestion pricing use has been limited in the United States because of political, institutional, and public acceptance concerns. The Federal Highway Administration, American Association of State Highway and Transportation Officials, and National Cooperative Highway Research Program sponsored a scanning study of Europe and Singapore to identify ideas and models for integrating road pricing approaches into U.S. practices. The scan team found that countries with clearly defined and well-understood policy goals were able to achieve targeted outcomes most effectively. The team also learned that a large-scale demonstration project is a good tool to build public acceptance of road pricing. Team recommendations for U.S. implementation include enhanced outreach and communication on road pricing use and research on public perception issues and implementation barriers. The team also recommended development of a road pricing toolkit to provide transportation professionals with a comprehensive decision analysis tool to assess the merits of road pricing options. KW - Communication KW - Congestion pricing KW - Europe KW - Financing KW - Public opinion KW - Road pricing KW - Scanning studies KW - Singapore KW - Strategic planning UR - http://international.fhwa.dot.gov/pubs/pl10030/pl10030.pdf UR - https://trid.trb.org/view/1090739 ER - TY - RPRT AN - 01329703 AU - Higgins, Christopher AU - Triska, Mary Ann AU - Goodall, Joshua AU - Oregon State University, Corvallis AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Flexural Anchorage Performance at Diagonal Crack Locations PY - 2010/12//Final Report SP - 166p AB - Large numbers of reinforced concrete deck girder bridges that were constructed during the interstate system expansion of the 1950s have developed diagonal cracking in the stems. Though compliant with design codes when constructed, many of these bridges have flexural steel bars that were cut off short of the full length of the girders. When load-rating these structures, the current design specification check of tension reinforcement anchorage often controls the capacity of these bridges. The tensile force demand is controlled by the load-induced moment and shear, the number of stirrups, and the diagonal crack angle; however, little information is available regarding bond stresses developed with larger-diameter bars for full-size specimens in the presence of diagonal cracks. This research used large-size specimens to investigate the influence of diagonal cracks near flexural cutoff locations on the behavior and strength of vintage reinforced concrete girders. Testing indicated that a diagonal crack crossing the development length of cutoff longitudinal bars may not necessarily control specimen failure. Analysis showed that the required tensile demand at a diagonal crack location as predicted by AASHTO LRFD was reasonable. Two analytical methods and a non-linear finite element method were investigated for predicting the failure mode and capacity of the laboratory beams. A procedure was developed to rate existing bridges for flexural anchorage requirements around cutoff locations. Cracking characteristics indicative of flexural reinforcement slippage were defined for bridge inspection. KW - Bond strength (Materials) KW - Bridge anchorages KW - Bridge decks KW - Diagonal cracking KW - Flexural strength KW - Girder bridges KW - Performance KW - Reinforced concrete bridges UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/FlexuralAnchorage.pdf?ga=t UR - https://trid.trb.org/view/1090867 ER - TY - RPRT AN - 01329702 AU - Masad, Eyad AU - Rezaei, Arash AU - Chowdhury, Arif AU - Freeman, Tom AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Field Evaluation of Asphalt Mixture Skid Resistance and its Relationship to Aggregate Characteristics PY - 2010/12//Technical Report SP - 128p AB - This report documents the findings from the research that was carried out as part of Phase II of Texas Department of Transportation (TxDOT) Project 0-5627. The research included measuring and analyzing the mechanical and physical properties of aggregates used in surface mixes in the state of Texas. These properties were aggregate shape characteristics measured by the Aggregate Imaging System (AIMS), British pendulum value, coarse-aggregate acid insolubility, Los Angeles weight loss, Micro-Deval weight loss, and magnesium-sulfate weight loss. In addition, a database of field skid-number measurements that were obtained over a number of years using the skid trailer was established. Field measurements of selected sections were conducted using the dynamic friction tester (DFT) and circular texture meter (CTMeter). These data and measurements were used to carry out comprehensive statistical analyses of the influence of aggregate properties and mixture design on the skid-resistance value and its variability. Consequently, a system was developed for predicting asphalt-pavement skid resistance based on aggregate characteristics and aggregate gradation. KW - Aggregate gradation KW - Aggregates by shape and surface texture KW - Asphalt mixtures KW - Field studies KW - Mix design KW - Properties of materials KW - Skid resistance UR - http://tti.tamu.edu/documents/0-5627-2.pdf UR - http://ntl.bts.gov/lib/42000/42300/42385/0-5627-3.pdf UR - https://trid.trb.org/view/1090567 ER - TY - RPRT AN - 01329699 AU - Wei, Heng AU - Li, Zhixia AU - Yi, Ping AU - University of Cincinnati AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Optimum Loop Placement That Balances Operational Efficiency and Dilemma Zone Protection PY - 2010/12//Final Report SP - 95p AB - Current methods for advance loop placement at high speed approaches in ODOT are based on previous study results, in which the dilemma zone was computed using constant contributing factors. In reality, those contributing factors are varied with different travel behaviors like varied speeds. Accordingly, the dilemma zone is greatly dependent upon the dynamics of those contributing factors. In order to reveal the dynamic features of the dilemma zones, qualified ground-truth trajectory data of 1445 vehicles are extracted using video-capture-based technology from 46-hour high resolution videos at four high-speed signalized intersections in Ohio. As a result, the dynamic dilemma zone models are developed and validated, and then two dilemma zone look-up tables are created to show tabular results in estimating the dilemma zone ranges and locations at different durations of yellow time and speed limits versus different yellow-onset speed intervals, respectively. A VISSIM-based microscopic simulation test bed is established to examine the current ODOT practice of loop placement and results in optimum alternatives of the placement schemes. The evaluation results indicate the ODOT practice reduces the dilemma zone related traffic conflicts by at least 70% at different speed limit conditions. In overall, it is more effective in providing dilemma zone protection than the scenario without advance loops. However, the current method is proved insufficient to enhance the operational efficiency of the intersection in great part. Typical evidence lies in the evaluation findings that the overall intersection delay is greatly increased at the speed limit of 55 mph if the current loop placement method is used. The proposed loops placement alternative outperforms the ODOT’s current practice in terms of reducing the dilemma zone related traffic conflicts by at least 84% under different speed limits. It also performs better in terms of operational efficiency at all speed limits, particularly in the case of higher speed limits such as 50 mph and 55 mph. KW - Dilemma zone KW - Highway traffic control KW - Location KW - Loop detectors KW - Traffic conflicts KW - Traffic speed UR - http://worldcat.org/oclc/703598334/viewonline UR - https://trid.trb.org/view/1090558 ER - TY - RPRT AN - 01329697 AU - Research and Innovative Technology Administration TI - State Summaries: 2007 Commodity Flow Survey, PY - 2010/12 SP - 161p AB - The Commodity Flow Survey (CFS) is conducted as part of the Census Bureau’s Economic Census, occurring every 5 years. It is the primary source of national and State-level data on domestic freight shipments in the United States. The survey sampled approximately 100,000 business establishments quarterly in 2007. The CFS measures domestic freight flows from establishments in mining, manufacturing, wholesale, and selected retail industries, as well as shipments from auxiliary establishments. This report summarizes and highlights freight shipments for each of the 50 States and the District of Columbia based on the final release of CFS data in December 2009. It provides tables for each State’s value and weight of shipments, major commodity shipped, mode of transportation used, distance shipped, State of origin, State of destination, and industry. KW - 2007 Commodity Flow Survey KW - Commodity flow KW - Distance KW - Domestic transportation KW - Freight transportation KW - Origin and destination KW - Shipments KW - States KW - Transportation modes UR - http://www.bts.gov/publications/commodity_flow_survey/2007/state_summaries/pdf/entire.pdf UR - https://trid.trb.org/view/1090848 ER - TY - RPRT AN - 01329692 AU - Hard, Edwin N AU - Bochner, Brian S AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Delivery of Workshops on Corridor Management and Preservation in Texas PY - 2010/12//Technical Report SP - 16p AB - This report summarizes the delivery and outcome of a series of workshops conducted at 23 Texas Department of Transportation (TxDOT) districts across the state on corridor management and preservation in Texas. The workshops served as follow-up implementation work for research project 0-5606, “Creating Partnerships with Local Communities to Manage and Preserve Corridors.” The report provides an overview of the project and documents the dates, locations, and attendance of workshops implemented during the three-year project period. KW - Access control (Transportation) KW - Corridor management KW - Corridor preservation KW - Highway corridors KW - Land use planning KW - Right of way (Land) KW - Texas KW - Workshops UR - http://tti.tamu.edu/documents/5-5606-01-1.pdf UR - https://trid.trb.org/view/1090617 ER - TY - RPRT AN - 01328490 AU - Marten, Felix A AU - San Jose State University AU - California Department of Transportation AU - Research and Innovative Technology Administration TI - Reliability Centered Maintenance: A Case Study of Railway Transit Maintenance to Achieve Optimal Performance PY - 2010/12//Final Report SP - 118p AB - The purpose of this qualitative case study was to identify the types of obstacles and patterns experienced by a single heavy rail transit agency located in North America that embedded a Reliability Centered Maintenance (RCM) Process. The outcome of the RCM process also examined the impact of RCM on availability, reliability, and safety of rolling stock. This qualitative study interviewed managers (10 cases), and non-managers (10 cases) at the transit agency obtain data. The data may serve to help rail transit leaders determine future strategic directions that would improve this industry. Despite the RCM record in other fields, it has infrequently been used in heavy rail transit agencies. The research method for the first portion of this qualitative case study was to collect data from subjects by administering an open-ended, in-depth personal interview, of manager and non-managers. The second portion of the study explored how the RCM process affected rolling stock for availability, reliability, and safety. The second portion of the study used data derived from project documents and reports (such as progress reports, email, and other forms of documentation) to answer questions about the phenomena. The exploration and identification of the patterns and obstacles is important because organizational leaders in other heavy rail transit systems may use this knowledge to assist in embedding the process more smoothly, efficiently, and effectively to obtain the desired end results. KW - Implementation KW - Maintenance personnel KW - Maintenance practices KW - Rail transit KW - Reliability Centered Maintenance method KW - Transit operating agencies UR - http://www.transweb.sjsu.edu/MTIportal/research/publications/summary/2913_10-06.html UR - https://trid.trb.org/view/1089633 ER - TY - RPRT AN - 01328475 AU - Dusicka, Peter AU - Stephens, Max AU - Lent-Fox, Kate AU - Portland State University AU - Oregon Transportation Research and Education Consortium AU - Research and Innovative Technology Administration TI - Performance Enhancement of Bridge Bracing Under Service and Extreme Loads PY - 2010/12//Final Report SP - 38p AB - The purpose of this study was to develop and demonstrate the concept of retrofitting bridge brace elements with fiber reinforced composites in order to provide restraint against buckling. The advanced materials consisted of a combination of fiber reinforced polymer (FRP) composite pultruded sections and wet lay-up wraps, intended to be applied in the field. A selected number of prototype retrofit bracing specimens were constructed and tested using reverse cyclic loading, and the performance of these specimens was characterized by their compressive strength and their overall hysteretic behavior. The results of this exploratory study have shown that slender bracing members retrofitted with FRP sections show an improved level of performance. All retrofitted specimens showed an improved compressive strength in the linear elastic and plastic deformation range of the slender bracing member. The cyclic behavior exhibited only a marginal improvement, however, due to failure modes at the bolted connections of the brace. Further modification of the brace had marginally improved the cyclic performance. Despite the challenges associated with the connection failures of the retrofitted members, the demonstration has shown that the developed concept of applying fiber reinforced composites has a potential to effectively restrain slender bracing members from buckling and improve the compressive resistance. Further testing needs to be conducted to evaluate a more optimal implementation for resisting cyclic loads. KW - Bracing KW - Bridge members KW - Compressive strength KW - Fiber reinforced polymers KW - Hysteresis KW - Repeated loads KW - Retrofitting UR - http://otrec.us/project/53 UR - https://trid.trb.org/view/1089640 ER - TY - RPRT AN - 01328473 AU - Schrank, David AU - Lomax, Tim AU - Turner, Shawn AU - Texas Transportation Institute AU - University Transportation Center for Mobility AU - Research and Innovative Technology Administration TI - 2010 Urban Mobility Report PY - 2010/12 SP - 61p AB - Congestion is still a problem in America's 439 urban areas. The economic recession and slow recovery of the last three years, however, have slowed the seemingly inexorable decline in mobility. Readers and policy makers might be tempted to view this as a change in trend, a new beginning or a sign that congestion has been "solved." However, the data do not support that conclusion. First, the problem is very large. In 2009, congestion caused urban Americans to travel 4.8 billion hours more and to purchase an extra 3.9 billion gallons of fuel for a congestion cost of $115 billion. Second, 2008 appears to be the best year for congestion in recent times; congestion worsened in 2009. Third, there is only a short-term cause for celebration. Prior to the economy slowing, just 3 years ago, congestion levels were much higher than a decade ago; these conditions will return with a strengthening economy. There are many ways to address congestion problems; the data show that these are not being pursued aggressively enough. The most effective strategy is one where agency actions are complemented by efforts of businesses, manufacturers, commuters and travelers. There is no rigid prescription for the "best way" - each region must identify the projects, programs and policies that achieve goals, solve problems and capitalize on opportunities. KW - Fuel consumption KW - Mobility KW - Traffic congestion KW - Traffic delays KW - United States KW - Urban areas UR - http://mobility.tamu.edu/ums/report/ UR - http://tti.tamu.edu/documents/mobility_report_2010.pdf UR - https://trid.trb.org/view/1089437 ER - TY - RPRT AN - 01328115 AU - Romano, Eduardo AU - Voas, Robert B AU - Lacey, John C AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - Alcohol and Highway Safety: Special Report On Race/Ethnicity and Impaired Driving PY - 2010/12//Final Draft Report SP - 76p AB - This report reviews the state of knowledge of alcohol-impaired driving among major racial and ethnic groups living in the United States. Although it primarily focuses on the relationship between impaired driving and race/ethnicity, this review also covers patterns of alcohol use and misuse among various racial and ethnic groups within the United States. KW - Alcohol use KW - Drunk drivers KW - Ethnic groups KW - Highway safety KW - Impaired drivers KW - Race KW - United States UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811336.pdf UR - https://trid.trb.org/view/1086567 ER - TY - RPRT AN - 01325026 AU - Prinzo, O Veronika AU - Campbell, Alan AU - Hendrix, Alfred M AU - Hendrix, Ruby AU - Federal Aviation Administration AU - HCS Consulting Services TI - U.S. Airline Transport Pilot International Flight Language Experiences, Report 5: Language Experiences in Native English-Speaking Airspace/Airports PY - 2010/12//Final Report SP - 28p AB - In 1998, the International Civil Aviation Organization took a heightened interest in the role of language in airline accidents. Member states agreed to take steps to ensure air traffic control personnel and flight crews involved in flight operations in airspace where the use of the English language is required were proficient in conducting and comprehending radiotelephony communications in English. This report is a compilation of written responses and comments by U.S. pilots from American, Continental, Delta, and United Airlines of their difficulties in international operations. In this report, the pilots’ responses to questions 46-53 are presented as a compiled narrative. Their responses had eight major thrusts from which the authors derived the following five recommendations: (1) Adopt a standard dialect for use in ATC communications. (2) All trainees and current certified professional controllers successfully complete instruction and training in the principles of voice production and articulation as it relates to ATC communication. (3) Define an optimal rate of speech for use by certified professional controllers when communicating with pilots. Research is needed to provide guidance on the optimal rate of speech for different populations of speakers – U.S., Foreign. (4) Develop new standard phraseology for non-routine events. Generally, the controller needs to have the pilot answer one question, “What do you need from me?” The controller would coordinate the appropriate actions to provide the pilot with what is needed. (5) Controllers should be discouraged from using local jargon, slang, idiomatic expressions, and other forms of conversational communications when transmitting messages to pilots. Although colorful and fun, they have no place in air traffic control and diminish situational awareness, can lead to requests for repeat, and otherwise disrupt information transfer. KW - Air pilots KW - Air traffic control KW - Air traffic controllers KW - Air transportation crashes KW - Communication KW - English language KW - Flight crews KW - Fluency (Language learning) UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201018.pdf UR - https://trid.trb.org/view/1085259 ER - TY - RPRT AN - 01325013 AU - Nakagawara, Van B AU - Montgomery, Ronald W AU - Wood, Kathryn J AU - Federal Aviation Administration AU - Federal Aviation Administration TI - The Illumination of Aircraft at Altitude by Laser Beams: A 5-Year Study Period (2004–2008) PY - 2010/12//Final Report SP - 16p AB - INTRODUCTION: Laser illuminations of aircraft in navigable airspace have concerned the aviation community for over a decade. The principal apprehension is the effect laser illumination may have on flight crew personnel performing landing and departure maneuvers, where procedural requirements are critical. This study examines the frequency of aviation-related laser incidents by altitude of occurrence. METHODS: Event reports of aircraft illuminated by high-intensity light sources have been collected from various sources and entered into a database maintained by the Federal Aviation Administration’s Civil Aerospace Medical Institute. Reported events of laser exposure of civilian aircraft for a 5-year period (January 1, 2004 to December 31, 2008) were collated and analyzed. RESULTS: A total of 2,492 laser events occurred in the U.S. during the study period. The cockpit environment was illuminated by laser beam in 1,676 (67.3%) events, and altitude information was provided in 1,361 (81.2%) of these reports. At altitude levels associated with the FAA’s Laser- Free Zone (0–2,000 feet), cockpit illuminations increased from 12.5% to 26.7% for the period, while the percentage for Critical Flight Zone equivalent altitudes (>2,000–10,000 feet) decreased from 87.5% to 58.4%. For the period, green laser light was reported in 92% of the events where color was identified. CONCLUSION: The increasing percentage of aircraft laser illuminations reported at or below 2,000 feet that involve green laser light may represent an escalating threat to aviation safety. Low-flying aircraft, which may not be within currently established flight hazard zones around airports, need protection due to their increased vulnerability to laser illumination and their close proximity to obstacles and terrain. KW - Altitude KW - Aviation safety KW - Laser beams KW - Laser illumination levels UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201021.pdf UR - https://trid.trb.org/view/1085269 ER - TY - RPRT AN - 01324998 AU - Lewis, Russell J AU - Ritter, Roxane M AU - Johnson, Robert D AU - Crump, Ryan W AU - Federal Aviation Administration AU - University of Central Oklahoma, Edmond AU - Federal Aviation Administration TI - Postmortem Concentrations of Tramadol and O-Desmethyltramadol in 11 Aviation Accident Fatalities PY - 2010/12//Final Report SP - 12p AB - Tramadol is a centrally acting analgesic used to treat moderate-to-severe pain. Side effects of this medication include dizziness, confusion, drowsiness, seizures, and respiratory depression. Any of these side effects could negatively affect a pilot’s performance and become a factor in an aviation accident. Due to the severity of aviation accidents, blood samples are often not available, and frequently, only tissue specimens are available for analysis. Therefore, understanding the distribution of a drug throughout all fluids and tissues of the body is important when trying to interpret drug impairment and/or intoxication. Our laboratory has determined the distribution of tramadol and its main active metabolite, O-desmethyltramadol, in various postmortem tissues and fluids obtained from 11 fatal aviation accident cases. Whole blood tramadol concentrations obtained from these 11 cases ranged from 81-2720 ng/mL. When available, 10 specimen types were analyzed for each case, including blood, urine, vitreous humor, liver, lung, kidney, spleen, muscle, heart, and brain. Distribution, expressed as specimen/blood ratio, for tramadol was 69 ± 74 in urine, 2.58 ± 3.26 in vitreous humor, 4.90 ± 3.32 in liver, 3.43 ± 2.31 in lung, 3.05 ± 1.49 in kidney, 5.15 ± 2.66 in spleen, 1.18 ± 0.85 in muscle, 2.33 ± 1.21 in brain, and 1.89 ± 1.01 in heart. Distribution coefficients obtained had coefficient of variations (CV) ranging from 49-126%. With such large CV’s, the distribution coefficients have little use in predicting blood concentrations from the analysis of a tissue specimen. This study indicates that tramadol concentrations undergo significant postmortem changes. KW - Air transportation crashes KW - Analgesics KW - Aviation safety KW - Fatalities KW - Forensic medicine KW - Toxicology KW - Tramadol UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201019.pdf UR - https://trid.trb.org/view/1085264 ER - TY - RPRT AN - 01324980 AU - Self, David A AU - Mandella, Joseph AU - Prinzo, O Veronika AU - Forster, Estrella M AU - Shaffstall, Robert M AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Physiological Equivalence of Normobaric and Hypobaric Exposures of Humans to 25,000 Feet PY - 2010/12//Final Report SP - 20p AB - Introduction: Skepticism exists whether normobaric and hypobaric hypoxic exposures are equivalent. The authors have evaluated if physiological differences between the two environments would translate into actual differences in hypoxia symptoms. Methods: The authors exposed 20 subjects to 5-min 25,000 ft (7620 m) equivalent environments in an altitude chamber and then in a ground-level portable reduced-oxygen training enclosure (PROTE). Heart rate and hemoglobin oxygen saturation (SAO2) were continuously monitored. Alveolar gas samples were collected at 1-, 3-, and 4-min elapsed time. Subjects completed hypoxia symptom questionnaires at the same time points. Results: Mean 4th min alveolar oxygen tension (PAO2 ), alveolar carbon dioxide tension (PACO2 ), and respiratory quotient (RQ) differed significantly between the chamber and PROTE. Declines in SAO2 appeared biphasic, with steepest declines seen in the first minute. Rates of SAO2 decline over the 5-min exposure were significantly different. Heart rate was not different, even when indexed to body surface area. Mean number of hypoxia symptoms between hypobaric and normobaric environments after 1 min were significant. However, the temporal pattern of symptom frequencies across subjects between the chamber and PROTE were similar. Conclusions: Alveolar gas composition, as well as arterial hemoglobin oxygen desaturation patterns, differed between a ground-level and hypobaric exposure. Differences in mean number of hypoxia symptoms between hypobaric and normobaric environments after 1 min, but not at 3 and 4 min, coupled with similar patterns in symptom frequencies, suggest that ground-level hypoxia training may be a sufficiently faithful surrogate for altitude chamber training. KW - Air pilots KW - Altitude chambers KW - Aviation safety KW - Education and training methods UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201020.pdf UR - https://trid.trb.org/view/1085266 ER - TY - RPRT AN - 01324952 AU - Roma, Peter G AU - Mallis, Melissa M AU - Hursh, Steven R AU - Mead, Andrew M AU - Nesthus, Thomas E AU - Institutes for Behavior Resources AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Flight Attendant Fatigue Recommendation II: Flight Attendant Work/Rest Patterns, Alertness, and Performance Assessment PY - 2010/12//Final Report SP - 20p AB - Impaired performance induced by fatigue may compromise safety in commercial aviation. Given the direct role flight attendants play in passenger safety, the U.S. Congress ordered a comprehensive examination of fatigue in cabin crew, including a field study of actual flight operations. This report provides an overview of the field study results, focusing on objective measures of sleep patterns and neurocognitive performance (Psychomotor Vigilance Test, PVT) over a 3-4 week period in 202 U.S.-based flight attendants of all seniority levels working for network, low-cost, and regional carriers embarking on domestic and international flight operations. On average, flight attendants slept 6.3 hr on days off and 5.7 hr on work days, fell asleep 29 min after going to bed, awoke four times per sleep episode, and spent 77% of each episode actually sleeping. After controlling for reserve status, gender, and age, junior-level flight attendants had the shortest sleep latencies on their days off. Those working international operations slept significantly less (4.9 hr vs. 5.9 hr) and less efficiently (75% vs. 79%), compared with their colleagues in domestic operations. All flight attendants exhibited significant impairments during pre-work PVT tests when compared to their own optimum baseline performance. Across the workday, regional flight attendants committed fewer premature PVT responses, junior-level participants produced significantly higher post-work reaction times, and those working international flights produced better pre-work reaction times but had a greater increase in lapses. These objective data are consistent with other shift work research and echo subjective survey findings across the U.S. flight attendant community. Additional planned analyses of this dataset may identify the precise operational variables that contribute to fatigue in cabin crew. KW - Alertness KW - Aviation safety KW - Fatigue (Physiological condition) KW - Flight attendants KW - Hours of labor KW - Performance measurement KW - Psychomotor Vigilance Task KW - Reaction time KW - Sleep UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201022.pdf UR - https://trid.trb.org/view/1085835 ER - TY - RPRT AN - 01354083 AU - Gransberg, Douglas D AU - Zaman, Musharraf AU - Aktas, Bekir AU - University of Oklahoma, Norman AU - Oklahoma Department of Transportation AU - Research and Innovative Technology Administration TI - Performance Analysis of Aggregate/Binder Combinations Used for the ODOT Chip Seal Program PY - 2010/11/30/Final Report SP - 147p AB - This project compared the results of laboratory characterization of chip seal aggregate samples for Oklahoma DOT Divisions 1,2,3,5 and 6 with performance data from the Pavement Management System (PMS) database. Binder evaluation was limited to identifying the binder sources associated with each test section and analyzing its performance based on the PMS data. No trend was found from the PMS analysis of binder sources. The laboratory testing consisted of sieve analysis, Los Angeles Abrasion Testing, Micro-Deval Testing, and the use of the Aggregate Imaging System (AIMS) to quantify chip seal aggregate characteristics from each division. The output from the laboratory testing was compared with the PMS performance data using linear regression techniques to identify those combinations that displayed a discernable trend. The project’s sample size was small and therefore, the researchers were unable to reach authoritative conclusions. Nevertheless, the analysis found a potential relationship between the LA test and PMS skid number (SN) data. It also identified trends with respect to the AIMS output, particularly between gradient angularity and SN. The Performance-based Uniformity Coefficient introduced by the North Carolina DOT was also evaluated and found to be a promising metric that may warrant future inclusion in the ODOT chip seal aggregate specifications. KW - Aggregates KW - Binders KW - Chip seals KW - Evaluation KW - Laboratory tests KW - Oklahoma KW - Performance UR - http://www.okladot.state.ok.us/hqdiv/p-r-div/spr-rip/library/reports/rad_spr2-i2221-fy2010-rpt-final-gransberg.pdf UR - http://ntl.bts.gov/lib/42000/42400/42428/FY10_2221_Gransberg_FRptRev.pdf UR - https://trid.trb.org/view/1117062 ER - TY - RPRT AN - 01344978 AU - Ozer, Hasan AU - Duarte, Carlos A AU - Al-Qadi, Imad L AU - University of Illinois, Urbana-Champaign AU - NEXTRANS AU - Research and Innovative Technology Administration TI - A Multi‐Scale Approach for Near‐Surface Pavement Cracking and Failure Mechanisms PY - 2010/11/30/Final Report SP - 65p AB - Near‐surface cracking is one of the predominant distress types in flexible pavements. The occurrence of near‐surface cracking, also sometimes referred to as top‐down cracking, has increased in recent years with the increased construction of relatively thick flexible pavements. However, understanding the mechanisms of near‐surface cracking and its integration into pavement design protocols remains a challenge. A mechanistic‐empirical approach requires a thorough understanding of the mechanisms of cracking on the surface or in the proximity of tires as well as an experimental characterization simulating field failure conditions. The analysis of this problem can become a very complex task due to multi‐axial stress states in the vicinity of tires. This study investigated the near‐surface response to non‐uniform tire contact stresses and analyzed the potential for occurrence of cracks near the surface in a typical relatively thick flexible pavement structure. The Generalized Finite Element Method (GFEM) was utilized to analyze the pavement structures in three‐dimensions (3‐D) considering the viscoelastic effects. This method provided a computational framework where arbitrary orientation of cracks in a finite element mesh is possible. The use of the GFEM in this problem was particularly intended for resolving the mixed mode fracture conditions which may emanate from the complex stress states in the vicinity of tires. KW - Cracking of asphalt concrete pavements KW - Failure analysis KW - Finite element method KW - Pavement design KW - Rolling contact KW - Stresses KW - Top down cracking (Pavements) UR - http://www.purdue.edu/discoverypark/nextrans/assets/pdfs/Year%202%20Final%20Reports/Final%20Report%20023.pdf UR - https://trid.trb.org/view/1105688 ER - TY - RPRT AN - 01608721 AU - Volpe National Transportation Systems Center TI - Cost Analysis of Public Rights-of-Way Accessibility Guidelines (PROWAG) PY - 2010/11/29 SP - 12p AB - This document includes public rights-of-way accessibility guidelines (PROWAG) requirement information, compliance costs, and data and cost estimates for accessible pedestrian signals, tabled intersections, pedestrian signalization at multi-lane roundabouts, and detectable warnings. An attachment includes links to State department of transportation curb ramp standard drawings with detectable warning details. KW - Accessibility KW - Analysis KW - Audible pedestrian signals KW - Compliance KW - Costs KW - Right of way (Traffic) KW - Roundabouts KW - Signalized intersections KW - State departments of transportation KW - Warning devices for persons with disabilities UR - http://ntl.bts.gov/lib/59000/59200/59255/CostAnalysisPROWAG.pdf UR - https://trid.trb.org/view/1418794 ER - TY - ABST AN - 01465299 TI - Trajectory Management - Surface Conformance Monitoring AB - The HD Surface Tactical Flow - Taxi Conformance project is focused on the development of Surface Trajectory-Based Operations (TBO) in support of the Next Generation Air Transportation System (NextGen) initiative. This project intends to conduct research towards the development of initial requirements, concept of operations, and procedures for automated taxi delivery and conformance. Data communications are central to TBO, including the use of in-cockpit displays of assigned taxi routes and alerts to both controllers and pilots when an aircraft fails to comply with a taxi clearance. This environment is required to safely enable TBO on the airport surface when increased capacity will be necessary for operations by the year 2025. KW - Air traffic control KW - Airport ground transportation KW - Airport runways KW - Next Generation Air Transportation System KW - Taxiing KW - Trajectory control UR - https://trid.trb.org/view/1233532 ER - TY - ABST AN - 01465298 TI - Trajectory Management - Surface Tactical Flow AB - The Trajectory Management - Surface Tactical Flow project is focused on the development of trajectory-based surface operations in support of the Next Generation Air Transportation System (NextGen) initiative. It leverages the development efforts of the National Aeronautics and Space Administration (NASA) Surface Management System (SMS) and provides a road map to the development of a collaborative Surface Traffic Management (STM) system with tools necessary to achieve a fully collaborative surface environment. This environment is required to safely enable the airport capacity necessary for operations in 2025 and to enable trajectory based operations on the airport surface. The NextGen Concept of Operations, authored by the Joint Planning and Development Office (JPDO), states that "4DTs [four-dimensional trajectories] may be used on the airport surface at high-density airports to expedite traffic and schedule active runway crossings." Achieving this vision will require a series of advances in procedures, supporting automation systems, and collaboration between air traffic control (ATC) and the flight operators. KW - Air traffic control KW - Airport capacity KW - Airport ground transportation KW - Airport surface traffic control KW - Next Generation Air Transportation System KW - Trajectory control UR - https://trid.trb.org/view/1233531 ER - TY - RPRT AN - 01371290 AU - Wang, Qingbin AU - Campbell, Erica AU - Parsons, Robert AU - University of Vermont, Burlington AU - Research and Innovative Technology Administration TI - Pupil Transportation: Travel Behavior, Traffic Impacts, and Potentials for Improvement PY - 2010/11/24 SP - 41p AB - Although the student transportation industry has been the largest single carrier of passengers in the United States for several decades, there is very limited information on student travel behavior and preferences, impacts of student travel mode choices on local traffic and environment, reasons why an increasing proportion of students is dropped off at and picked up from school by parents, and ways to improve the efficiency of school transportation. This study collects primary data on student travel patterns in three Vermont school districts, analyzes the data to address a set of research and practical questions, and derives recommendations for improving the efficiency of school transportation and for encouraging students to walk, bike, or take the bus to and from school. KW - Data collection KW - Mode choice KW - School children KW - Travel behavior KW - Travel patterns KW - Vermont UR - http://www.uvm.edu/~transctr/research/trc_reports/10-020_Pupil_Transportation_Wang.pdf UR - https://trid.trb.org/view/1139524 ER - TY - RPRT AN - 01330470 AU - Thiele, Jeffrey C AU - Reid, John D AU - Lechtenberg, Karla A AU - Faller, Ronald K AU - Sicking, Dean L AU - Bielenberg, Robert W AU - University of Nebraska, Lincoln AU - Nebraska Department of Roads AU - Federal Highway Administration TI - Performance Limits for 6-in. (152-mm) High Curbs Placed in Advance of the MGS Using MASH Vehicles Part III: Full-Scale Crash Testing (TL-2) PY - 2010/11/24/Final Report SP - 138p AB - A full-scale crash test utilizing the Test Level 2 (TL-2) safety performance criteria of the Manual for Assessing Safety Hardware (MASH) was performed on the Midwest Guardrail System (MGS) offset 6 ft (1.8 m) behind a 6-in. (152-mm) high AASHTO Type B curb with a top mounting height of 31 in. (787 mm) relative to the ground [37 in. (940 mm) relative to the roadway]. In the test, the 2270P vehicle was redirected by the guardrail, and all safety performance criteria were met. Thus, the MGS offset 6 ft (1.8 mm) behind a 6-in. (152-mm) high curb with a top mounting height of 31 in. (787 mm) was deemed to be acceptable according to TL-2 of MASH. Based on test results and prior research, preliminary guidelines were developed for use of the MGS when offset behind curbs. KW - Curbs KW - Guardrails KW - Highway safety KW - Impact tests KW - Midwest Guardrail System KW - Performance UR - https://trid.trb.org/view/1091061 ER - TY - RPRT AN - 01331165 AU - Jacobs, Jennifer AU - Jardin, Patrick AU - University of New Hampshire, Durham AU - New England Transportation Consortium AU - Federal Highway Administration TI - Estimating the Magnitude of Peak Flows for Steep Gradient Streams in New England PY - 2010/11/17/Final Report SP - 49p AB - Estimates of flood events are used by the Federal, State, regional, and local officials to safely and economically design hydraulic structures as well as for effective floodplain management. The regression relationships developed to predict flows at ungauged sites do not always hold true for steep slope watersheds in New England. This study developed the regression relationships to predict peak flows for ungaged, unregulated steep streams in New England with recurrence intervals of 2, 5, 10, 25, 50, 100, and 500 years. For watersheds having a main channel slope that exceeds 50 ft per mile, peak flows are well estimated by the watershed drainage area and the mean annual precipitation. No metric of watershed steepness provided a statistically significantly improvement to prediction capability. For these steep watersheds, the series of regression equations was found to perform as well or better than the individual state regression equations. KW - Estimating KW - Floods KW - Hydraulic gradient KW - New England KW - Peak flows KW - Regression analysis KW - Streams KW - Ungaged streams KW - Watersheds UR - http://docs.trb.org/01331165.pdf UR - http://www.uvm.edu/~transctr/pdf/netc/netcr81_04-3.pdf UR - https://trid.trb.org/view/1094724 ER - TY - ABST AN - 01465416 TI - Uncertainty in Risk Analyses AB - No summary provided. KW - Evaluation and assessment KW - Risk analysis KW - Uncertainty UR - https://trid.trb.org/view/1233649 ER - TY - RPRT AN - 01324993 AU - Department of Transportation TI - Top Management Challenges: Department of Transportation PY - 2010/11/15 SP - 54p AB - As required by law, the U.S. Department of Transportation Office of Inspector General (OIG) has identified the Department of Transportation’s (DOT) top management challenges for fiscal year 2011. The Nation’s economy and the quality of life for all Americans rely heavily on a safe and vital transportation system. The Department spends approximately $79 billion annually on a wide range of programs and initiatives to meet this objective, and OIG continues to support its efforts through OIG's audits and investigations. Improving safety across all modes of transportation remains DOT’s overarching goal. Significant challenges remain for policymakers as they seek to continue enhancing safety in the air and on the ground. This includes advancing new regulations for pilot training and rest requirements, strengthening the process for granting special permits and approvals for transporting hazardous materials, and ensuring pipeline operators identify and repair defects in oil and gas pipelines in a timely manner. Longstanding concerns that demand sustained attention include establishing realistic plans for the Next Generation Air Transportation System, securing viable financing for future surface transportation infrastructure investments, bolstering Federal oversight of transit safety, and addressing the Nation’s aging surface infrastructure. At the same time, DOT must continue to improve contract management and safeguard its complex information and technology systems from cyber threats. Budget constraints and uncertain financial markets exacerbate these challenges. With the passage of the American Recovery and Reinvestment Act of 2009 and the Consumer Assistance To Recycle and Save (CARS) Program, DOT was tasked with rapidly disbursing billions of dollars to thousands of transportation projects and to consumers who were encouraged to trade in their vehicles for new, more fuel-efficient vehicles. Thus far, DOT has obligated almost $41 billion in Recovery Act funds. The commitment of the Secretary and his staff to the success of DOT’s initiatives is evidenced by their response to OIG's ARRA reports and advisories and the prompt implementation of the CARS Program. KW - Budgeting KW - Management KW - Oversight KW - Quality of life KW - Security KW - Transportation safety KW - U.S. Department of Transportation UR - http://www.oig.dot.gov/sites/dot/files/TMC%20for%20FY%202011%20-%20508.pdf UR - https://trid.trb.org/view/1086213 ER - TY - ABST AN - 01466509 TI - Results-Based Winter Maintenance Standards AB - The goal of this project is to develop a comprehensive understanding of and quantitative models for the complex relationships between three key aspects of winter road maintenance: maintenance operations (inputs), road surface conditions (output), and highway safety and mobility (outcome). These relationships are fundamental to the development, justification and evaluation of road maintenance policies, standards, and methods. KW - Highway safety KW - Maintenance practices KW - Mobility KW - Policy making KW - Standards KW - Surfaces KW - Winter maintenance UR - http://www.pooledfund.org/Details/Study/189 UR - https://trid.trb.org/view/1234744 ER - TY - RPRT AN - 01353560 AU - Holguin-Veras, Jose AU - Ban, Jeff AU - Jaller, Miguel AU - Destro, Lisa AU - Marquis, Robyn AU - Rensselaer Polytechnic Institute AU - New York Metropolitan Transportation Council AU - University Transportation Research Center AU - Research and Innovative Technology Administration TI - Feasibility Study for Freight Data Collection PY - 2010/11/05/Final Report SP - 231p AB - The New York City (NYC) metropolitan region is home to close to 20 million residents, more than 600,000 business establishments, more than 1.3 million registered trucks, and more than 8.8 million employees. Every year, more than 80 million trucks cross the toll facilities administered by the various transportation agencies [New York Metropolitan Transportation Council (NYMTC), 2004]. This traffic translates into a total amount of cargo of about 200 million tons. The bulk of these goods accounts for 79% of the region's goods while the national average is 44%. As freight transportation is becoming more critical to the region, NYMTC has recognized the need to take proactive steps to enhance the overall efficiency of the freight transportation system, as a way to enhance the region and the Nation's competitiveness. To consider freight issues systematically and quantitatively, effective and efficient freight data collection plays a crucial role, especially for (a) improvement strategies evaluation for freight mobility, (b) system performance forecasting, (c) mitigating the impacts of truck traffic, (d) determining the impacts on air quality, and (e) improving the safety and security performance of the road network. This project proposes to establish an efficient and cost-effective freight data collection framework for NYMTC to address data needs in freight modeling. In order to quantify freight issues through modeling, the data itself—and how efficiently it is collected—is critical, especially for: (1) improvement strategies evaluation for freight mobility; (2) system performance forecasting; (3) mitigating the impacts of truck traffic; (4) determining the impacts on air quality; and (5) improving the safety and security performance of the road network. The main objective of this project was to establish an efficient and cost-effective freight data collection framework, which was developed through a number of major components, including but not limited to: identification of freight data needs and existing relevant data sources, definition of the data collection framework and estimation of data collection costs, and estimation of total deliveries by ZIP code. The report contains information on the development of the data collection framework. Chapter 3 identifies the data needs for different modeling techniques, as well as the possible sources for the data. Chapter 4 outlines the data collection procedures, ranging from surveys and interviews to freight volume counts. Chapter 5 highlights data expectations and challenges, while developing the data collection framework. Chapter 6 covers the costs associated with data collection strategies. An introduction to freight modeling can be found in Appendix A. Appendix B is a comprehensive review of relevant publications. There is also a supplemental report that covers the following project components: (1) results from the estimation of trip generation models; (2) analysis of ZIP code employment data; (3) estimation of total deliveries by ZIP code; and (4) geolocation of large traffic generators. KW - Costs KW - Data collection KW - Data needs KW - Data sources KW - Feasibility analysis KW - Freight modeling KW - Freight transportation KW - Geolocation KW - New York Metropolitan Area KW - New York Metropolitan Transportation Council KW - Truck traffic KW - ZIP codes UR - http://www.utrc2.org/research/assets/190/NYMTC-Freight-Data-Final-rpt1.pdf UR - https://trid.trb.org/view/1118315 ER - TY - RPRT AN - 01337351 AU - Stith, Jason AU - Petruzzi, Brian AU - Helwig, Todd AU - Williamson, Eric AU - Frank, Karl AU - Engelhardt, Michael AU - Kim, Hyeong Jun AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Implementation of Straight and Curved Steel Girder Erection Design Tools Construction: Summary PY - 2010/11/05/Final Report SP - 15p AB - Project 0-5574 “Curved Plate Girder Design for Safe and Economical Construction,” resulted in the development of two design tools, UT Lift and UT Bridge. UT Lift is a spreadsheet-based program for analyzing steel girders during lifting while UT Bridge is a three-dimensional finite element program for analyzing partially or fully-erected steel girders during construction. The implementation project introduced these software tools to the Austin and Houston districts through hands-on training sessions. Through interviews, emails, and phone correspondence, Texas Department of Transportation (TxDOT) engineers provided the developers with feedback on modifications to the user interface necessary to improve the application of the software to TxDOT bridges. Based upon recommendations from TxDOT engineers, the software was modified. Training modules were also developed as a part of the training sessions. These training modules are distributed with the software so that new users can familiarize themselves with the software capabilities with well defined problems. KW - Austin (Texas) KW - Bridge construction KW - Bridge design KW - Girder bridges KW - Houston (Texas) KW - Plate girders KW - Software KW - Steel girders KW - Training UR - http://www.utexas.edu/research/ctr/pdf_reports/5_5574_01_1.pdf UR - https://trid.trb.org/view/1100320 ER - TY - RPRT AN - 01574107 AU - E.H. Pechan & Associates, Incorporated AU - Cambridge Systematics, Incorporated AU - Federal Highway Administration TI - Advances in Project Level Analyses PY - 2010/11/04/Final Report SP - 71p AB - This project's objective was to perform research and develop usable tools that can assist transportation and air quality modelers in preparing project-level emission analyses that take advantage of the capabilities of the Motor Vehicle Emission Simulator (MOVES) model. In this project, the consulting team developed several sets of MOVES files detailing operating mode profiles (which are sometimes referred to as vehicle-specific power [VSP] profiles) that simulate different types of driving conditions such as those on ramps, interchanges, freeway incidents, and signalized arterials under different levels of congestion as well as the effects of ramp metering and signal control. In addition, this project report also describes another set of MOVES files that can be used to model the unique conditions that occur at intermodal facilities and ports, capturing important activities such as idling, for the specific types of vehicles (trucks) used at these types of facilities. Finally, this report provides a demonstration of how these files can be used in MOVES. The example for which this demonstration is provided is an evaluation of emission reduction strategies that can be used to reduce truck emissions in and around port terminals. The information in this report and the associated MOVES files may provide alternatives to using default MOVES data for many project-level evaluations. Plus, the methods used in this project to generate MOVES files can be observed by others seeking to link microsimulation models and MOVES directly in order to develop data sets that are representative of travel conditions specific to their projects. KW - Air quality KW - Data collection KW - Highway traffic control KW - Intermodal facilities KW - Microsimulation KW - Motor Vehicle Emission Simulator (MOVES) KW - Pollutants KW - Ports KW - Traffic congestion KW - Transportation planning KW - Trucks UR - http://www.fhwa.dot.gov/environment/air_quality/conformity/research/project_level_analyses/pla.pdf UR - http://www.fhwa.dot.gov/environment/air_quality/conformity/research/project_level_analyses/pla00.cfm UR - https://trid.trb.org/view/1363093 ER - TY - RPRT AN - 01328161 AU - Reimer, Bryan AU - Mehler, Bruce AU - Coughlin, Joseph F AU - New England University Transportation Center AU - Research and Innovative Technology Administration TI - An Evaluation of Driver Reactions to New Vehicle Parking Assist Technologies Developed to Reduce Driver Stress PY - 2010/11/04 SP - 26p AB - A wide range of advanced technologies are currently being introduced into production automobiles that are intended to increase safety and comfort. If effectively implemented, some of these advanced technologies also offer the possibility of reducing driver stress. This study employed heart rate as an objective physiological arousal measure along with more traditional self‐report ratings to evaluate the extent to which two recently introduced technologies impact driver stress levels. The technologies evaluated were a semi‐autonomous system for parallel parking that detects appropriately sized parking spaces and actively steers the vehicle into the parking space while the driver controls the throttle and brake and a cross traffic warning system designed to alert drivers of encroaching vehicles when backing out of parking spaces. Two separate samples of 42 participants each were employed in the analysis and each sample consisted of three gender balanced age groups (20‐29, 40‐49 and 60‐69). In both experiments, each participant experienced multiple exposures to the parking maneuver with and without the technology (within subject design). After becoming familiar with the technology, participants rated their stress levels significantly lower when using the assistive parallel parking technology (p = .025) and physiological recordings showed an average heart rate 12.6 beats per minute lower (p < .001) providing confirmation of a lower state of arousal. These findings were consistent across gender and age groups. Mean self‐report and heart rate data were suggestive of some reduction in stress levels with the cross traffic warning system, although these differences were not statistically significant (p > .05). It was observed that drivers were more likely to appropriately stop and yield to an approaching vehicle during trials when the cross traffic alert system was active, potentially reducing the likelihood of accidents. While ratings of the systems were generally positive, some individuals experienced issues with the technologies. Additional analysis of self‐report data and subgroups within the data study sample is ongoing. Developing a more complete understanding of why some individuals have issues interacting with these types of new technologies may provide important insight into how further gains in technology adoption and stress reduction can be obtained. KW - Attitudes KW - Backing (Driving) KW - Behavior KW - Cross traffic KW - Driver support systems KW - Drivers KW - Intelligent transportation systems KW - Parking guidance systems KW - Smart parking KW - Stress (Physiology) KW - Stress (Psychology) KW - Warning devices UR - http://web.mit.edu/reimer/www/pdfs/reimer_2010_parking_technology_and_driver%20_stress.pdf UR - https://trid.trb.org/view/1086337 ER - TY - ABST AN - 01573568 TI - TechBrief: Construction Quality Assurance for Design-Build Highway Projects AB - Publish a TechBrief to assist State departments of transportation (DOTs) in developing quality assurance specifications for design-build projects. KW - Design build KW - Project management KW - Quality assurance KW - Road construction KW - Specifications KW - State departments of transportation UR - https://trid.trb.org/view/1366800 ER - TY - RPRT AN - 01481174 AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Commercial Border Crossing and Wait Time Measurement at the Pharr-Reynosa International Bridge PY - 2010/11/01/Final Report SP - 74p AB - The objective of the research described in this report is to install and implement radio frequency identification (RFID) technology to measure border crossing time and travel delay for commercial trucks crossing from Mexico into Texas at the Pharr-Reynosa border crossing. Delay time for commercial motor vehicles is a key indicator of transportation and international supply-chain performance. The information collected with the RFID readers will establish a baseline and ongoing measurement of border crossing times and delay, and will be processed and disseminated to stakeholders. The original scope of work for the implementation of the technology at the Pharr-Reynosa International Bridge called for two RFID reader stations (1 in Mexico and 1 on the United States side of the border). After analyzing the layout of the crossing and meeting with stakeholders in the region, it was decided to add 2 more reading locations, for a total of 4 (2 in Mexico and 2 in the U.S.). This report covers the work that Texas Transportation Institute (TTI) developed under the contract with Texas Department of Transportation (TxDOT), which includes the technology implementation, equipment procurement and installation and the data collection and analysis of information collected at the Pharr-Reynosa International Bridge. KW - Automatic vehicle identification KW - Commercial vehicles KW - Data collection KW - Freight traffic KW - Implementation KW - International borders KW - Pharr-Reynosa International Bridge KW - Radio frequency identification KW - Traffic delays KW - Travel time KW - United States-Mexico Border KW - Waiting time UR - http://www.borderplanning.fhwa.dot.gov/PharrReport/pharr_report.asp UR - http://www.borderplanning.fhwa.dot.gov/PharrReport/pharr_report.pdf UR - https://trid.trb.org/view/1250040 ER - TY - ABST AN - 01463809 TI - Transformational Changes and Revolutionary Advances for Transportation Planning AB - The vision of this research is to promote systematic cost-effective and coordinated approaches to acquiring and using data for long range transportation planning. The research is intended to generate, synthesize and transfer existing knowledge on a variety of source data. Specifically, the objectives are to: (1)Identify procedures to improve efficiency of data collection; (2) Identify institutional opportunities and impediments to exploiting IT-based data sources for transportation planning; (3) Generate guidance for building forecasting capacity using new approaches to integrating transportation data; (4) Generate decision methods and tools for use of developing and implementing data collection strategies; (5) Demonstrate an innovative forecasting application supported by significant improvements in data. This would be focused on a hypothetical disaster response planning problem; and (6) Identify future opportunities for building planning capacity based on new sources of transportation data. KW - Data collection KW - Decision making KW - Forecasting KW - Information technology KW - Long range planning KW - Technological innovations KW - Transportation planning UR - https://trid.trb.org/view/1232036 ER - TY - ABST AN - 01463793 TI - Establishment of the Road Dust Institute and Website - UTC AB - The main objective of this project is to establish an organization dedicated to improving road dust management and a website that collects and disseminate information about the issue. KW - Data collection KW - Dust KW - Dust control KW - Information dissemination KW - Management KW - Websites (Information retrieval) UR - http://www.westerntransportationinstitute.org/research/4W3403.aspx UR - https://trid.trb.org/view/1232020 ER - TY - ABST AN - 01463670 TI - Real-Time Commercial Vehicle Safety & Security Monitoring AB - Real-time monitoring of commercial vehicles in a highway network is a technologically challenging endeavor under the constraints that these vehicles are not required to be equipped with tracking devices such as radio frequency identification (RFID) tags, other transponders of similar nature, or global positioning system&nbsp;(GPS) based active tracking devices. Instead, a passive mechanism, based on the license plates all vehicles are legally required to install, is the only feasible way to uniquely identify and track each individual vehicle at different locations in a roadway system. Previous phases of this undertaking have successfully employed state-of-the-art license plate recognition (LP) hardware and developed self-learning post-processing algorithms to track commercial vehicles with a positive matching rate of over 97% and a false matching rate of less than 1%, even though the uncalibrated LP recognition rates are measured to be in the range of a dismal 25~55%, largely because of the significant variations in plate color, font, design, syntax, etc. from one state to another in the US. The goal of this phase is to integrate the hardware and the algorithms and demonstrate real-time commercial vehicle tracking in a test bed along I-40 in Knoxville, TN. To this end, LP devices are to be installed at strategic locations on I-40 and at the weigh station west of Knoxville, real-time 3G cellular data network is to be established and maintained among these LP units and a control center, sentinel software implementing the plate matching algorithms is to be developed to perform the vehicle tracking task in real time, and field demonstrations will be held to successfully conclude the project. By developing this highly reliable vehicle technology, our research will enable many desirable applications including automated speed enforcement, in-depth origin-destination study, continuous BOLO (be-on-the-lookout) vehicle identification and tracking, sensible fuel-tax considerations, inexpensive non-stop tolling, ITS traffic condition monitoring, evacuation order compliance monitoring, incident detection, air quality and truck speed control, etc. without resorting to active tracking devices, which face technological and policy challenges. KW - Commercial vehicle operations KW - Global Positioning System KW - Intelligent transportation systems KW - Knoxville (Tennessee) KW - License plate recognition KW - Radio frequency identification KW - Real time information KW - State of the art KW - Technological innovations KW - Traffic conditions KW - Vehicle tracking UR - http://www.ntrci.org/areas_of_research/freight_efficiency_congestion_mitigation.aspx?id=16 UR - https://trid.trb.org/view/1231896 ER - TY - ABST AN - 01463668 TI - Commercial Vehicle Secure Network for Safety and Mobility Applications AB - This research project will propose to develop an integrated high-performance, robust and secure vehicular network for supporting heavy vehicles safety and mobility applications. The integrated network system supports vehicle-to-vehicle (V2V), vehicle-to-infrastructure (V2I) and in-vehicle communications based on dedicated short-range communications (DSRC) radio, so that safety and mobility data of heavy vehicles can be transmitted and shared among vehicles and with road-side base stations. To support different types of communications and avoid co-channel interference in networks, we proposed a cluster based network architecture in which clusterhead nodes (CN) or infrastructure nodes (IN) serve as a coordinator to dynamically allocate channels to member nodes requesting to send data. V2V communication is performed between vehicles which are a few hops away from each other. This multi-hop technique has not been examined in the U.S. IntelliDrive Program and offers the potential to enhance communications connectivity in the early phase of deployment. When no connected unicast path is available, V2I communication will help forward packets. This project will use connectivity aware routing and XOR-based network coding to ensure high-performance and robust communication. For efficient broadcasting of emergency safety messages, data aggregation algorithms will be performed on duplicated messages and only necessary knowledge will be broadcasted in networks. Considering the security requirements of data communication in vehicular networks, we propose a secure protocol based on a fixed key infrastructure that establishes stronger security in comparison with dynamic structures. Using trucks at Auburn National Center for Asphalt Technology (NCAT), the proposed network system will be implemented and its data delivery ratio, network delay and network throughput will be evaluated. Global positioning system (GPS) receivers will be mounted on two trucks and the trailers to investigate relative positioning accuracy from differential GPS methods. Data will be collected and analyzed to determine the relative position accuracy, robustness, and availability of relative position measurements for cooperative vehicle control strategies. KW - Commercial vehicles KW - Dedicated short range communications KW - Driver information systems KW - Global Positioning System KW - Heavy vehicles KW - IntelliDrive (Program) KW - Mobility KW - Security KW - Traffic safety KW - Vehicle to infrastructure communications KW - Vehicle to vehicle communications KW - Wireless communication systems UR - http://www.ntrci.org/areas_of_research/intelligent_vehicles.aspx?id=17 UR - https://trid.trb.org/view/1231894 ER - TY - ABST AN - 01461618 TI - Improving Local Community Recovery from Disastrous Hazardous Materials Transportation AB - Federal health, safety, and environmental regulations address emergency response planning and preparations in the event of a hazardous materials release. However, little effort has been made to document actions and plans that address recovery from disastrous hazardous materials transportation incidents, namely, incidents that result in human casualties, extensive property or environmental damage, or severe social or economic disruption. Recent examples of such disasters include the New Orleans, LA ,barge spill in 2008, the derailment of chlorine tank cars in Graniteville, SC, in 2005, and the Baltimore, MD, tunnel fire in 2001. The objective of this research is to develop a compendium of best practices that can be used by local communities to plan for recovery from disastrous hazardous materials transportation incidents. Recovery is defined as both short- and long-term efforts to re-build and revitalize affected communities.Recovery planning must provide for a near-seamless transition from emergency response activities to recovery operations to de-briefing lessons learned, including, but not limited to, restoration of interrupted utility services, reestablishment of transportation routes, the provision of food and shelter to displaced persons, environmental restoration, business continuity, and economic rebuilding. KW - Best practices KW - Disasters and emergency operations KW - Gap acceptance KW - Hazardous materials KW - Incident detection KW - Incident management KW - Recovery operations UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2929 UR - https://trid.trb.org/view/1229837 ER - TY - RPRT AN - 01543900 AU - Sherry, Patrick AU - Kramer, Rocque AU - National Center for Intermodal Transportation AU - Research and Innovative Technology Administration TI - A Preliminary Demonstration of "Virtual Warehousing" and Cross-Docking Technique with Active RFID Combined with Asset Tracking Equipment PY - 2010/11 SP - 19p AB - The University of Denver’s Intermodal Transportation Institute (ITI) and System Planning Corporation’s GlobalTrak system have successfully demonstrated the integration of Global Positioning System (GPS) tracking and active radio frequency identification (RFID) monitoring of simulated cargo of pallet and carton sizes by a mobile data collection and reporting device during a cross-country, intermodal transit involving truck and rail segments for two containers. The success of this test indicates that it is possible to receive information about the location and condition of cargo throughout the transportation cycle, not just at nodes like transshipment or distribution centers. The use of RFID-tagged cartons and pallets with a GPS tracking device means that less than containerload/less than truckload (LCL/LTL) loads as well as container/trailer-loads can be tracked and monitored during transit, extending the warehouse onto the road. The pallets and cartons comprising the simulated cargo were tagged, placed in 53’ containers, transported, and brought together in Denver for a cross-docking maneuver. The tagged “cargo” was moved from one conveyance to the other and then associated with that new conveyance’s tracking device. The tag reads were reported by the respective devices and presented as meaningful cargo data on the GlobalTrak Information Management Bureau network site established for the National Center for Intermodal Transportation (NCIT). In this test, one 53’ container was loaded near the GlobalTrak facility in Arlington, VA and trucked to Harrisburg, PA where it was placed on CSX double stacked railcars and moved to the CSX intermodal yard south of Chicago. The container was then trucked, as is normally done, to the UP yard in western Chicago and double stacked on a railcar for the completion of the journey to Denver. From the Denver UP yard it was drayed to a hub in North Denver. A second 53’ container was obtained in Denver and trucked to the hub for a cross-docking event to occur with the containers within 8’ of each other. Cartons and simulated pallets loaded in Denver and associated with the Denver GlobalTrak asset management unit, or AMU, were then switched with the cargo that had just arrived from Arlington VA. The Denver cargo was associated with the Arlington VA-origin AMU. The Arlington VA cargo was associated with the Denver AMU in its new container. Both AMUs reported their tagged cargo to the GlobalTrak Information Management Bureau as new cargo but also recognized the movement from one container to another. The container loaded in and sent from Arlington VA initially reported its door open and closed during the loading cycle; and reported its location every hour and the status of the active RFID tags within the container more often. No alarms were reported until door opening in Denver at the cross-docking operation. On completing the cross-docking, both containers were pulled off the docks and stored in the yard for one day. The Arlington VA container with new RFID tagged cargo was sent back to Virginia. The Denver container was driven around Denver where one pallet was unloaded to test a last mile delivery scenario. The cargo which was loaded in Arlington VA and cross-docked to the second container in Denver was eventually off-loaded and stored at the University of Denver campus where it remains today. It continues to report its location and status within the facilities of ITI to an AMU. This test demonstrated the availability of improved delivery speeds through the coordination and scheduling of multiple containers from long-haul locations for cross-docking; a potential reduction in the costs of both inventory and materials handling; and a potential reduction in warehouse storage space requirements. KW - Asset management KW - Asset tracking KW - Container traffic KW - Cross-docking KW - Field tests KW - Global Positioning System KW - Intermodal transportation KW - Radio frequency identification KW - Railroad transportation KW - Trucking KW - Virtual warehouse KW - Warehousing UR - http://www.ncit.msstate.edu/NCIT%20Reports/2008_09_Kramer_Virtual%20warehousing%20ReportApril%202011.pdf UR - https://trid.trb.org/view/1332037 ER - TY - RPRT AN - 01458098 AU - Castro, Javier AU - Spragg, Robert AU - Kompare, Phil AU - Weiss, W Jason AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Portland Cement Concrete Pavement Permeability Performance PY - 2010/11//Final Report SP - 259p AB - The objective of this project was to evaluate the transport properties of concrete pavement in the state of Indiana using common testing procedures. Specifically this work evaluated the absorption of water, the absorption of deicing solutions, and electrical conductivity. A series of concrete paving mixtures were tested to provide a range of values that were typical for the state of Indiana. While similar mixture proportions were used for the mixtures in Indiana differences in the magnitude of water absorbed occurred. A series of mortars were tested to illustrate the effect of curing conditions, water to cement ratio, and paste volume. It was observed that a long duration of drying was needed to obtain equilibrium. Samples dried to a lower relative humidity showed a greater volume of water absorbed. It was observed that drying at 105C resulted in substantial anomalies in water absorption, and as such this method is not recommended. It was observed that when samples were tested using deicing solutions or samples were tested that were previously exposed to deicing solutions the water absorption could be influenced. The electrical conductivity work was performed as a potential method to develop the understanding of rapid test techniques for quality control. The research used a modified parallel law to relate the electrical conductivity to the pore volume, pore solution conductivity and the tortuosity through the pore network. The influence water addition was able to be determined using electrical conductivity. In addition, the pore solution was observed to be approximately linearly related to the degree of hydration. It is critical that a correction be applied to samples tested at different temperatures. An activation energy of conduction was observed that was approximately 10 kiloliters per mole irrespective of water to cement ratio. In addition to the measurement of transport properties, the relative humidity was assessed for concrete exposed to different exposure conditions. The samples considered in this investigation included a sample stored at 50% relative humidity, covered concrete, a concrete with an exposed vertical surface, a concrete on a drainable base, a concrete on a non-drainable base, and concrete that was submerged. The samples showed that for practical field samples the relative humidity in the concrete was always above 80% for the samples tested. The samples that were exposed to precipitation events demonstrated higher relative humidities. KW - Absorption KW - Concrete KW - Concrete pavements KW - Deicing chemicals KW - Electrical conductivity KW - Electrical resistivity KW - Indiana KW - Permeability KW - Relative humidity KW - Transport properties (Physics) UR - http://dx.doi.org/10.5703/1288284314244 UR - https://trid.trb.org/view/1218710 ER - TY - RPRT AN - 01458093 AU - Ramirez, Julio A AU - Aguilar, Gerardo AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Experimental Evaluation and Implementation of Post-Tensioning in Concrete Bridge Decks PY - 2010/11//Final Report SP - 47p AB - A research program was conducted to evaluate the design recommendations for transverse post-tensioning of bridge decks developed in the FHWA/IN/JTRP/2002-26 (SPR-2409) report. The test specimen consisted of a 40x18 ft cast-in-place concrete deck on precast pretensioned girders. Thirty-two tests were carried out by applying different distributions of transverse post-tensioning force, in combination with a changing number of diaphragms, and two conditions of end-restraint at the supports. The transverse post-tensioning stress ranged from 400 to 1 200 psi and the number of diaphragms was reduced from five to zero. The main findings support the notion that the presence of diaphragms affects the distribution of transverse strains. However, their influence is not as important as analytical models showed. The influence of end-restraint supports on the distribution of transverse strains appeared to be less significant than estimated by Ramirez and Smith-Pardo (2002). Field-work is recommended to further evaluate the effect of this parameter. The use of elastic theory resulted in good agreement between calculated transverse stresses in the concrete deck obtained from the transverse steel reinforcement and those calculated from strains in the post-tensioning bars. In the range of post-tensioning estimated to maintain uncracked condition under service loads, the use of uniform transverse post-tensioning was deemed appropriate. KW - Bridge decks KW - Concrete KW - Cracking KW - Deformation curve KW - Posttensioning KW - Stresses KW - Transverse reinforcement UR - http://dx.doi.org/10.5703/1288284314245 UR - https://trid.trb.org/view/1218711 ER - TY - RPRT AN - 01458083 AU - Lyn, Dennis A AU - Cunningham, R S AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - A Laboratory Study of Bendway Weirs as a Bank Erosion Countermeasure PY - 2010/11//Final Report SP - 72p AB - Bendway weirs are being considered by INDOT as a potential alternative countermeasure for bank erosion at channel bends that might be more environmentally sensitive than the traditional riprap. These are linear structures extending riverwards from the bank to be protected, but unlike the more familiar spur structure, they are intended to be overtopped by the design flow. The flow over the weir crest is supposed to be directed perpendicular to the plane of the weir, and so by appropriate placement of the weir(s), the flow can be directed away from the bank, thus protecting it. Design guidelines for such structures are available in HEC-23, but these have not received much detailed scrutiny regarding their performance. Also, the HEC-23 design is independent of approach velocity. A laboratory study was conducted to examine the effectiveness of bendway weirs based on the HEC-23 guidelines in protecting the outer bank of 90° bend, characterized by a single ratio of radius of curvature to top width of 3.3. The laboratory model had both erodible bed and banks. Experiments were conducted with and without weirs, with three different weir crest heights (including one that was essentially not overtopped), and two approach velocities. Measurements of erodible boundary elevations as well as point velocities were made. Effectiveness was assessed by comparison with the corresponding no-weir case, and with the initial ‘artificial’ channel geometry. Compared to the initial geometry, the HEC-23-based weir protected the toe of the outer bank, but, under design conditions, still allowed significant erosion in the upper part of the outer bank. This remained the case even when the weir crest height was increased above the level recommended in HEC-23, and only the case where the weir crest was above the water surface was there any significant improvement in protection of the upper outer bank. Higher approach velocities were found associated with an increased rate of erosion. The point velocity measurements did not give strong evidence that the overtopping flow had substantial erosion potential. They did suggest that erosion could occur even where the local velocities were markedly below the critical velocity associated with equilibrium straight-channel flows, even where slope effects were included. Mass failure or slumping rather than direct shear erosion seems a more plausible mechanism for much of the observed bank retreat. KW - Bank protection KW - Banks (Waterways) KW - Channel stabilization KW - Countermeasures KW - Erosion KW - Erosion control KW - Riprap KW - Scour KW - Spur dikes KW - Weirs UR - http://dx.doi.org/10.5703/1288284314249 UR - https://trid.trb.org/view/1218715 ER - TY - RPRT AN - 01457794 AU - Frosch, Robert J AU - Gutierrez, Sergio AU - Hoffman, Jacob S AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Control and Repair of Bridge Deck Cracking PY - 2010/11//Final Report SP - 335p AB - Cracking of bridge decks poses a significant threat to the lifespan of our nation’s bridges. Cracking has been shown to occur in various climates and geographical areas and can be seen on various types of superstructures. Often these cracks appear before or shortly after opening the bridge to live loads. Cracks in the deck create a path for water and deicing salts to reach the steel, often leading to corrosion of the reinforcement, greatly reducing the durability of the deck. Measures must be taken during design and construction to control bridge deck cracking and prolong the lifespan of bridges. In addition, there is a need to develop effective methods to repair cracks in existing bridge decks. This project consisted of four phases of research to investigate methods to control and repair deck cracking. The first phase of the study was a field investigation of a new bridge that is experiencing significant deck cracking. The second phase was an evaluation of previous recommendations regarding curing and concrete mix design and their effect on the control of deck cracking. The third phase of the study evaluated the effectiveness of a variety of commercially available crack repair products. The fourth phase evaluated the influence of the design and layout of the deck reinforcement in controlling crack widths. Based on the findings of this study, inadequate deck reinforcement and poor construction practices, particularly deck casting during poor weather conditions, were identified as major causes of bridge deck cracking for the structure investigated. Recommendations are provided for the design and construction of new bridge decks as well as for the repair of existing bridge decks. In particular, a minimum 7 day minimum wet cure is recommended along with alterations to the concrete mix to reduce bridge deck cracking through the reduction of concrete shrinkage. Recommendations are also provided regarding the amount of reinforcement required to optimally control crack widths and improve the durability of bridge decks. Finally, guidance is provided regarding both the selection and application of deck repair materials. KW - Bridge decks KW - Concrete curing KW - Cracking KW - Maintenance KW - Repairing KW - Shrinkage UR - http://dx.doi.org/10.5703/1288284314267 UR - https://trid.trb.org/view/1218733 ER - TY - RPRT AN - 01451624 AU - United States Federal Highway Administration TI - Cidra Corridor from Cidra Industrial Street to PR-52 : environmental impact statement PY - 2010/11//Volumes held: Draft, Draft AppendixA, Draft AppendixB-D, Draft AppendixD-H, Draft AppendixH-N, Draft AppendixO(in 2 pts), Draft AppendixP-R KW - Environmental impact statements KW - Puerto Rico UR - https://trid.trb.org/view/1220168 ER - TY - RPRT AN - 01451287 AU - United States Federal Transit Administration TI - Hatcher Pass Recreational Area access, trails, and transit facilities : environmental impact statement PY - 2010/11//Volumes held: Draft, Draft Appendix(2v), Final, Final Appendix(2v) KW - Alaska KW - Environmental impact statements UR - https://trid.trb.org/view/1219831 ER - TY - RPRT AN - 01451196 AU - United States Federal Highway Administration TI - Restore full highway access between the communities of Mariposa and El Portal via State Route 140 from 8 miles east of Briceburg to 7.6 miles west of El Portal in Mariposa County (post miles 42.0 to 42.7) : environmental impact statement PY - 2010/11//Volumes held: Draft KW - California KW - Environmental impact statements UR - https://trid.trb.org/view/1219740 ER - TY - RPRT AN - 01448715 AU - Mattson, Jeremy AU - Hough, Jill AU - Abeson, Alan AU - Upper Great Plains Transportation Institute AU - Federal Transit Administration TI - Assessing Existing and Needed Community Transportation for People with Disabilities in North Dakota PY - 2010/11 SP - 85p AB - Mobility is fundamental for people to live full and satisfying lives in their communities. For adults with disabilities, access to community transportation is often limited. The objectives for this study are to obtain a current and accurate description of existing and needed community transportation for adults with disabilities in North Dakota, establish a methodology for obtaining this information that can be used over time to assess progress in providing transportation for adults with disabilities in the state, and create a data collection instrument that can be used by communities and states beyond North Dakota for collecting similar information. A survey was developed to collect information from individuals regarding their travel behavior, ability to make needed or desired trips, use of community transportation options (public transit, human service agencies, other), unmet needs, and difficulties encountered. A large percentage of the respondents were transit-dependent or dependent on others for rides. The survey results indicated that a significant percentage of respondents desire more trips than they are currently taking, and lack of transportation appears to be the main limiting factor. The survey also revealed significant dissatisfaction with available transportation options, both in the community and for long-distance trips. The most significant concerns with public transportation regarded service availability. KW - Captive riders KW - Data collection KW - Mobility KW - Needs assessment KW - North Dakota KW - Persons with disabilities KW - Public transit KW - Social service agencies KW - Surveys KW - Transit availability KW - Travel behavior UR - http://www.ugpti.org/pubs/pdf/DP231.pdf UR - http://www.ugpti.org/resources/reports/details.php?id=671 UR - https://trid.trb.org/view/1216290 ER - TY - RPRT AN - 01448624 AU - Martin, Peter T AU - Stevanovic, Aleksandar AU - Zlatkovic, Milan AU - University of Utah, Salt Lake City AU - Upper Great Plains Transportation Institute AU - Mountain-Plains Consortium AU - Research and Innovative Technology Administration TI - Evaluation of Transit Signal Priority Strategies for 400 South Light Rail Line in Salt Lake County, UT, Part II PY - 2010/11 SP - 166p AB - The goal of this study is to evaluate light rail priority strategies along the 400 S / 500 S corridor in Salt Lake County through analyzing benefits and impacts of the priority on transit and vehicular traffic through microsimulation. The field of study consists of a 2-mile corridor with 12 signalized intersections along 400 S / 500 S, where the university light rail line operates. The study uses VISSIM microsimulation models to estimate light rail operations, as well as impacts that light rail priority has on transit and general purpose traffic. The results show that the existing priority strategies have no impacts on vehicular traffic along the corridor, while at the same time help reduce train travel times 20% to 30%. Left turns along the main corridor are more affected by the priority than the through movements. Depending on the side street, the priority strategies can cause minor to major impacts on vehicular traffic through increased delays, while they help reduce train delays by 140%. Enabling priority at the 700 E intersection, where the priority is currently not active, would help reduce delays for trains an additional 10%, while increasing delays for vehicles approximately 7%. However, the coordinated north-south through movements would experience minimum impacts. Three recommendations have emerged from the study. The first is to enable priority at 700 E. This would help transit without major impacts on vehicular traffic. The second is to reset priority parameters at intersections adjacent to LRT stations so that the priority call encompasses station dwell times. The last recommendation is to consider removing the queue jump strategies to reduce delays for the corridor through movements and help preserve coordination patterns. KW - Highway traffic KW - Light rail transit KW - Microsimulation KW - Salt Lake County (Utah) KW - Signalized intersections KW - Traffic delays KW - Traffic signal control systems KW - Traffic signal preemption KW - Transit traffic KW - Travel time UR - http://www.mountain-plains.org/pubs/pdf/MPC09-213B.pdf UR - https://trid.trb.org/view/1214807 ER - TY - RPRT AN - 01445978 AU - Rochat, Judith L AU - Research and Innovative Technology Administration AU - Federal Highway Administration TI - Investigation of Temperature Correction for Tire/Pavement Noise Measurements PY - 2010/11//Final Report SP - 70p AB - The Volpe Center Acoustics Facility, in support of the Federal Highway Administration, investigated the influence of temperature on tire/pavement noise in order to provide guidance on correcting for temperature variations in measured sound levels. Several traffic noise and vehicle pass-by data sets with broad variation in both pavement and air temperatures were examined to help determine trends relating to the effects of temperature. The parameters investigated include: air vs. pavement temperature, single vehicle types vs. mixed traffic, and pavement type. Since the effects of temperature appeared to be fairly small over temperature ranges available for the data sets examined, care was taken to apply the proper statistics to determine if the slope of the regression line for sound level as a function of temperature was, in fact, not zero. Results show that there is usually a trend of slightly decreasing sound levels with increasing temperatures, although the strength of the effect varies by temperature measurement medium (air vs. pavement), vehicle type, and pavement type, and there are exceptions. The application of various temperature correction schemes to wayside measured data shows that it is possible to reduce error related to temperature variations, but one should do so cautiously, with the understanding that application of generic or semi-generic corrections may lead to an unnecessary or unfavorable outcome in some cases. KW - Linear regression analysis KW - Pavements KW - Temperature KW - Tire/pavement noise KW - Traffic noise UR - http://ntl.bts.gov/lib/41000/41800/41865/DOT-VNTSC-FHWA-11-01.pdf UR - https://trid.trb.org/view/1212595 ER - TY - RPRT AN - 01383553 AU - Blower, Daniel AU - Matteson, Anne AU - University of Michigan Transportation Research Institute AU - Federal Motor Carrier Safety Administration TI - Evaluation of 2008 Colorado Crash Data Reported to the MCMIS Crash File PY - 2010/11//Special Report SP - 45p 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. The earlier studies showed that reporting to the MCMIS Crash File was incomplete. This report examines the factors that are associated with reporting rates for the State of Colorado. MCMIS Crash File records were matched to the Colorado crash file to determine the nature and extent of underreporting. It was necessary to focus just on crashes involving a fatality, A-injury or B-injury, or in which a vehicle was towed due to disabling damage, because of problems identifying MCMIS reportable crashes in the Colorado crash file. It is estimated that Colorado reported 65.5 percent of this subset of reportable crash involvements in 2008. Reporting rates were found primarily to be related to crash severity and the configuration of the vehicle. Almost 90 percent of fatal crash involvements were reported, 60.3 percent of A- or B-injury involvements, and only 67.8 percent of towed/disabled involvements. Trucks were reported at a somewhat higher rate than buses as a whole, 63.5 percent to 47.8 percent. Large trucks such as tractor-semitrailers were reported at a higher rate than smaller single unit trucks. Missing data rates are low for most variables. Corresponding data elements in the MCMIS and Colorado crash files were reasonably consistent, though specific problems were noted with hazmat variables and the truck and trailer configuration. KW - Bus crashes KW - Colorado KW - Crash data KW - Crash records KW - Crash severity KW - Fatalities KW - Missing data KW - Motor Carrier Management Information System Crash File KW - Traffic crashes KW - Truck crashes KW - Underreporting UR - http://deepblue.lib.umich.edu/bitstream/2027.42/89598/1/102790.pdf UR - https://trid.trb.org/view/1147893 ER - TY - RPRT AN - 01376105 AU - Andreen, Burt AU - Kalivoda, Cody AU - Ksaibati, Khaled AU - University of Wyoming, Laramie AU - Wyoming Department of Transportation AU - Federal Highway Administration TI - Utilizing Automated Data Collection Vehicle Measurements in Determining the Fore Slopes of Shoulders PY - 2010/11//Final Report SP - 102p AB - The Wyoming Department of Transportation has an interest in collecting automated data on pavement shoulders. Such data would include shoulder width, type, as well as slope. Pathway Services Inc. has been collecting Pavement Management Systems (PMS) data on roadways in Wyoming, and indicated they had the ability to measure the transverse profile of ten to twenty feet from the white strip shoulder marking. Pathway Services has offered to provide measurements on test sections in Wyoming since they had not collected such data for any other states, so it was important to them to determine the limitations or potential of the system. The test sections included seventy miles of Wyoming highways with shoulder widths varying from zero to ten feet in two foot increments. Vegetation observations were made by researchers from the Wyoming Technology Transfer Center-Local Technical Assistance Program on the same day when Pathway’s data was collected to ensure identical conditions. It was found that the section with no shoulder had the most vegetation and the most varied slope measurements. It was concluded that vegetation does affect the accuracy of the sensor and that the sensor could not read past the pavement taper. In addition, the manually collected slope measurements and the automated slope measurements were statistically different on most of the sections included in the experiment. KW - Automated data analysis KW - Road shoulders KW - Shoulder width KW - Slopes KW - Vegetation KW - Wyoming (Iowa) UR - http://www.dot.state.wy.us/files/live/sites/wydot/files/shared/Planning/Research/AutomatedDataCollection..pdf UR - http://ntl.bts.gov/lib/44000/44300/44322/AutomatedDataCollection..pdf UR - https://trid.trb.org/view/1143042 ER - TY - RPRT AN - 01373117 AU - Klinich, Kathleen D AU - Manary, Miriam A AU - Flannagan, Carol A C AU - Malik, Laura J AU - Reed, Matthew P AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration AU - Virginia Polytechnic Institute and State University, Falls Church TI - Effects of Vehicle Features on CRS Installation Errors PY - 2010/11 SP - 94p AB - This report documents a study of how vehicle features contribute to Child Restraint Systems (CRS) installation errors. Thirty-two subjects were recruited based on their education level (low or high) and experience with installing CRS (none or experienced). Each subject was asked to perform four child restraint installations in three vehicles. Each subject first performed a CRS installation with a seat belt in one vehicle, followed by three CRS installations using Lower Anchors and Tethers for Children (LATCH), one in each of three vehicles. One child restraint with a hook-on LATCH connector and one with a push-on LATCH connector were used. All installations were forward-facing, using an 18-month-old Child Restraint Air Bag Interaction (CRABI) anthropomorphic test device (ATD). Six vehicles were used in testing, with half of subjects testing with each vehicle. Conditions were selected to provide a range of LATCH locations (visible, above seating surface, buried in bight), buckle stalk types (webbing vs. rigid), and tether locations (package shelf vs. seat back). After each installation, the experimenter evaluated 28 factors for each installation (such as tightness of installation, tether tightness, and LATCH belt attached correctly). Analysis used linear mixed models to identify the CRS installation outcomes associated with vehicle features. For LATCH installations, vehicles requiring higher forces to attach connectors to lower anchorages were more likely to be attached incorrectly. Vehicle seats with a bight line waterfall (which places the lower anchorage above the seating surface) increased rates of tight CRS installation for both seat belt and LATCH installs. Seat belt installations were tight (and locked) more frequently when the buckle stalk was located close to the bight rather than further forward. Subjects used the tether correctly in 30% of installations. Subjects used the tether more frequently during LATCH installations compared to seat belt installations. The tether was used more frequently in sedans (with anchorage locations on the package shelf) than in vehicles with the tether anchorage located on the seat back. However, when the tether was used, it was routed correctly more often in vehicles with the tether anchorage on the seat back. A tether wrap around distance of 210 mm was sufficient to allow tightening of the tether with the two CRS tested, but additional testing showed that 5/16 CRS could not be tightened sufficiently with this wrap around distance. Installation time decreased with successive trials, but installation time was longer when subjects used the vehicle or CRS manuals. Subjects used the vehicle manual in 38% of installations, and were more likely to do so when the tether anchorage was located on the vehicle seat back. Subjects used the CRS manual in 88% of installations. In questionnaire responses, subjects indicated that the head restraints affected installations, and vehicle manuals varied in their ease of understanding. They also noted that tether anchorages on seat backs were more difficult to locate than those on the package shelf. Results from this study do not fully support Society of Automotive Engineers (SAE) and ISO recommendations for LATCH usability in vehicles. Recommendations are made regarding tether anchorage markings, minimum tether wrap around distance, and lap belt anchorage locations. KW - Child restraint systems KW - Dummies KW - Education level KW - Installation KW - Lower Anchors and Tethers for Children (LATCH) KW - Seat belts KW - Vehicle characteristics UR - http://deepblue.lib.umich.edu/bitstream/2027.42/89862/1/102796.pdf UR - https://trid.trb.org/view/1141329 ER - TY - RPRT AN - 01361191 AU - Fries, Robert H AU - Anankitpaiboon, S AU - Transportation Technology Center, Incorporated AU - Federal Railroad Administration TI - 800,000-Pound Quasi-Static End-Load Test of Crash Energy Management Equipped Car, Test 1 PY - 2010/11 SP - 35p AB - This report summarizes the quasi-static compressive end-load test at 800,000 pounds performed on Budd Pioneer Car 244. The car complies with 49 Code of Federal Regulations (CFR) 238.203 because it resisted the test loads with no significant permanent deformations of the body structure. All measured strains were below the yield strains of the materials on which strain gages were installed. KW - Crashworthiness KW - Load tests KW - Railroad cars KW - Railroad safety KW - Static loads KW - Strain gages KW - Structural analysis UR - http://www.fra.dot.gov/Elib/Document/108 UR - https://trid.trb.org/view/1126959 ER - TY - RPRT AN - 01361117 AU - Trent, Robert AU - Prabhakaran, Anand AU - Sharma, Vinaya AU - Sharma and Associates, Incorporated AU - Federal Railroad Administration TI - Torsional Stiffness of Railroad Coupler Connections PY - 2010/11//Final Report SP - 45p AB - Tank cars are required to use double shelf couplers to prevent the coupler of an adjacent car from puncturing the tank head in the case of overrides or accidents. However, the added torsional stiffness of such coupler connections might lead to tank cars 'taking down' adjacent coupled cars in rollover derailments. This project investigated the torsional behavior of freight car coupler connections through analysis and test. Tests included the following coupler combinations: no-shelf to no-shelf, shelf to no-shelf, and shelf to shelf combinations in both clockwise to counterclockwise directions. Coupler specimens of each test run were mounted in a test fixture with one coupler receiving a torque application. Results show a greater torsional stiffness for coupler connections that have couplers with the shelf feature over those that do not. The more shelves that are present in a coupler connection, the greater the transmission of torque, implying that the presence of a shelf coupler or couplers adds to the torsional stiffness of the coupler connection. What is still not clear is whether this stiffness will contribute to, or help prevent, rollovers of adjacent coupled cars. The authors recommend further study into the potential of stiff coupler connections for propagating car rollovers, specifically through the use of vehicle dynamics models that incorporate the effects car suspension and car structure, in addition to the stiffness of coupler connections. KW - Couplers KW - Railroad safety KW - Rollover crashes KW - Tank cars KW - Testing KW - Torque KW - Torsional stiffness KW - Torsional strength KW - Underride override crashes UR - http://www.fra.dot.gov/Elib/Document/107 UR - https://trid.trb.org/view/1126949 ER - TY - RPRT AN - 01358034 AU - Ehrlich, Peter AU - Cunningham, Rebecca AU - Walton, Maureen AU - University of Michigan Medical School AU - National Highway Traffic Safety Administration TI - A Brief Tailored Family-Centered Seat Belt Intervention for Hospitalized Trauma Patients PY - 2010/11 SP - 104p AB - Among children 5-19 years, the commonest cause of unintentional injury-related death is being an occupant/driver in a motor vehicle crash (MVC). In 2006 in the United States, there were 568,188 injuries among children (0-18) due to MVC. Of these, 38,039 were severe enough to require hospitalization and there were 6,781 deaths. Seat belts and appropriate child restraints reduce the morbidity and mortality from MVC. Yet studies have shown that less than 50% of children hospitalized from a MVC were restrained at the time of the crash. In 2007, a statewide direct observation survey reported 93.7% of Michigan motorists wore their seat belts in the front seat. In 2007, at the University of Michigan CS Mott Hospital, 120 children were hospitalized due to MVC and only 64% were restrained. The unrestrained children suffered the most severe injuries and had the greater morbidity. A prime factor that influences whether a child uses a safety device is whether a parent uses a seat belt. In focus groups, teens said they used seat belts because of how they were raised. In a prior study, the authors compared safety attitudes and practices with 800 grade 4-6 children paired with their parents. Matched analysis demonstrated that parents who always wear a seat belt are more likely to have children who sit in the back seat and wear a seat belt (73% vs. 27%, p<0.05). This suggests that the parent/child non-seat belt/restraint users are an ideal target for an intervention. The authors' hypothesis for this study was that both parents and children are equally important in modifying pediatric safety practices. The specific aim of this study was to develop and test in a randomized controlled study a brief family-centered seat belt intervention. KW - Children KW - Highway safety KW - Interventions KW - Parents KW - Seat belts KW - Traffic crash victims KW - Traffic crashes KW - Utilization UR - http://hdl.handle.net/2027.42/86092 UR - https://trid.trb.org/view/1122720 ER - TY - RPRT AN - 01357803 AU - Harvey, Omar AU - Harris, Pat AU - Sebesta, Stephen AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Test Procedure for Determining Organic Matter Content in Soils – UV-Vis Method PY - 2010/11 SP - 14p AB - The Texas Department of Transportation has been having problems with organic matter in soils that they stabilize for use as subgrade layers in road construction. The organic matter reduces the effectiveness of common soil additives (lime/cement) in stabilization projects. The researchers developed a technique using UV-Vis spectroscopy to measure the harmful organic matter in another project (0-5540). This project consisted of purchasing three UV-Vis instruments, equipping them with software to measure the organic matter and doing two trainings with the Texas Department of Transportation. Following the trainings, four laboratories analyzed 20 natural soil samples and three laboratory standards to determine repeatability and reproducibility between the laboratories. Researchers also continued testing real project soils to see what mitigation techniques researchers could use. Researchers determined that three replicates need to be run to achieve 95 percent confidence that the measured value is the true value. Researchers determined that soils with organic matter below 1.5 percent can be safely treated, and soils with an organic matter to Eades & Grim optimum lime (OM:EG) ratio less than 0.5 have the greatest potential for mitigation with additional lime application. Additionally, calcium chloride added to the soil with the lime improved the formation of pozzolanic reaction products and strengths of some soils. This work illustrates the complex nature of organic interactions with soil stabilizers and the many questions left unresolved. KW - Calcium chloride KW - Calcium oxide KW - Laboratory tests KW - Organic content KW - Repeatability KW - Reproducibility KW - Soil stabilization KW - Soils KW - Subgrade (Pavements) KW - Test procedures KW - Ultraviolet spectroscopy UR - http://tti.tamu.edu/documents/5-5540-01-P4.pdf UR - https://trid.trb.org/view/1123240 ER - TY - RPRT AN - 01357447 AU - Standridge, Charles R AU - Choudhuri, Shabbir AU - Zeitler, David 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 TI - Management and Analysis of Michigan Intelligent Transportation Systems Center Data with Application to the Detroit Area I-75 Corridor PY - 2010/11//Final Report SP - 27p AB - An understanding of traffic flow in time and space is fundamental to the development of strategies for the efficient use of the existing transportation infrastructure in large metropolitan areas. Thus, this project involved developing the methods necessary to systematically describe, explain, and predict the flow of traffic with respect to time and space. The utility of this knowledge was demonstrated in routing voluminous traffic. Achieving these objectives required the collection, management, and analysis of traffic data concerning volume, speed, and traffic sensor occupancy. Management of this data required the design and implementation of a large scale database management system as well as assuring the quality of the collected data. Descriptive, explanatory, and predictive statistical models were developed to help gain the desired understanding of traffic flow. Application efforts focused on the Detroit metropolitan area. Traffic data was regularly obtained from the Michigan Intelligent Transportation System Center. Statistical models of traffic flow in the Detroit area I-75 corridor were constructed. A previously developed routing model was extended and adapted to the I-75 corridor and the newly developed statistical models incorporated to help compute traffic flow metrics. Both a software solver and a hardware solver for the model were implemented. In addition, a framework for traffic simulation was developed and applied to the development and calibration of a micro-simulation model including the same part of the I-75 corridor. This model was used to demonstrate the benefits of guidance in re-routing traffic as a result of a traffic incident. KW - Data collection KW - Detroit (Michigan) KW - Infrastructure KW - Intelligent transportation systems KW - Traffic data KW - Traffic flow KW - Traffic models KW - Traffic volume KW - Travel time UR - http://michigan.gov/documents/mdot/MDOT_Research__Report_RC-1545J_364107_7.pdf UR - http://mioh-utc.udmercy.edu/research/ts-21/pdf/MIOH_UTC_TS21p1-2_2011-Final_Rpt_Management-Analysis_MITS_Center_Data_etc.pdf UR - https://trid.trb.org/view/1120961 ER - TY - RPRT AN - 01354570 AU - Tabak, Barbara AU - Raslear, Thomas G AU - QinetiQ North America, Technology Solutions Group AU - Federal Railroad Administration TI - Procedures for Validation and Calibration of Human Fatigue Models: The Fatigue Audit InterDyne Tool PY - 2010/11//Final Report SP - 36p AB - This report presents the results of a study that illustrates a procedure for validating and calibrating a biomathematical fatigue prediction model for evaluating work schedules. The validation has two components: (1) establishing that the model is consistent with science in the area of human performance, sleep, and fatigue, and (2) determining that the model has a statistically reliable relationship with the risk of a human factors (HF) accident and lacks a relationship with the risk of other accidents. Calibration is achieved by showing a statistically increasing relationship between cumulative risk of an HF accident and fatigue level. A railroad accident database containing work intervals for individuals involved in 732 HF accidents and 1944 nonhuman factors accidents was used to apply this process to the Fatigue Audit InterDyne (FAID) tool. Validation of FAID was achieved, but an alternative method, comparing a previously validated and calibrated model, was necessary to calibrate FAID. KW - Calibration KW - Fatigue (Physiological condition) KW - Forecasting KW - Hours of labor KW - Human factors in crashes KW - Mathematical models KW - Railroad crashes KW - Railroad safety UR - http://www.fra.dot.gov/Elib/Document/106 UR - https://trid.trb.org/view/1118160 ER - TY - RPRT AN - 01353561 AU - Pickrell, Timothy M AU - Ye, Tony Jianqiang AU - National Center for Statistics and Analysis TI - Occupant Restraint Use in 2009 - Results From the National Occupant Protection Use Survey Controlled Intersection Study PY - 2010/11//NHTSA Technical Report SP - 32p AB - This report presents results from the 2009 National Occupant Protection Use Survey (NOPUS) Controlled Intersection Study. NOPUS is the only nationwide probability-based occupant restraint use survey. This survey is conducted annually by the National Center for Statistics and Analysis of the National Highway Traffic Safety Administration. The 2009 NOPUS found that seat belt use continued to be lower among 16- to 24-year-olds than other age groups, lower among males than females, and lower among black occupants than occupants of the other race groups. Seat belt use among black occupants increased significantly from 75 percent in 2008 to 79 percent in 2009. The seat belt use in rear seats in 2009 stood at 70 percent and continued to be lower than in front seats. The restraint use for all children from birth to 7 years old stood at 88 percent in 2009 as compared to 87 percent in 2008. Child restraint use in the Midwest increased significantly from 85 percent in 2008 to 90 percent in 2009, and child restraint use continued to be higher in the West than in the other regions. KW - Age groups KW - Child restraint systems KW - Front seat occupants KW - Gender KW - National Occupant Protection Use Survey (NOPUS) KW - Persons by race and ethnicity KW - Rear seat occupants KW - Regional analysis KW - Seat belt use KW - Seat belts KW - Trend (Statistics) UR - http://www-nrd.nhtsa.dot.gov/Pubs/811414.pdf UR - https://trid.trb.org/view/1118342 ER - TY - RPRT AN - 01352742 AU - Shour, Kyle AU - Steinhaus, Kent AU - Coonrod, Julie AU - Stone, Mark AU - University of New Mexico, Albuquerque AU - New Mexico Department of Transportation AU - Federal Highway Administration TI - Construct and Test Scale Model Box Culvert Design Project PY - 2010/11//Final Report SP - 19p AB - The research team at the University of New Mexico’s (UNM) hydraulics lab designed, constructed, and tested a 1:20 scale physical model of a proposed culvert in Jemez Springs, New Mexico. The culvert design was developed by the New Mexico Department of Transportation (NMDOT). The culvert receives supercritical flow from the Church Canyon Arroyo. As a result of existing structures, complex arroyo planform, and variable slopes, the culverts response to a supercritical flow regime was difficult to know. Therefore, physical modeling was performed. The UNM research team tested the culvert’s capacity and ability to reduce velocities to match existing conditions. This included evaluating HEC 14 roughness element design and proposing alternatives. Researchers determined that NMDOT design performed sufficiently, conveying 100-year flows and reducing velocities. UNM researchers also propose a design alternative that has fewer roughness elements and roughness elements in fewer culvert sections, allowing for easier maintenance. The modeling process and results have been discussed in this report. KW - Box culverts KW - Construction KW - Design KW - Flow velocity KW - Jemez Springs (New Mexico) KW - Roughness KW - Scale models KW - Supersonic flow KW - Testing UR - http://dot.state.nm.us/content/dam/nmdot/Research/NM10DSN-02%20Culvert%20Design%20Final%20Report.pdf UR - https://trid.trb.org/view/1117264 ER - TY - RPRT AN - 01346524 AU - Lawson, William D AU - Wood, Timothy A AU - Newhouse, Charles D AU - Jayawickrama, Priyantha W AU - Texas Tech University, Lubbock AU - Texas Department of Transportation AU - Federal Highway Administration TI - Evaluating Existing Culverts for Load Capacity Allowing for Soil Structure Interaction PY - 2010/11//Technical Report SP - 312p AB - This study explores culvert load rating practices and procedures as applied to the Texas Department of Transportation's (TxDOT’s) archive of 1477 culvert designs and their inventory of more than 13,000 in-service reinforced concrete box culverts. The problem is that when older culverts are load-rated based on current AASHTO policy, many competent, serviceable culverts are shown to be deficient, requiring load posting, retrofit or replacement. A disconnect exists between culvert structural analysis practices and actual culvert performance. To address this challenge, the research focused on development of a clear, repeatable and reliable procedure for TxDOT engineers and their consultants to use for load rating culverts in the TxDOT roadway system. Articulated in TxDOT’s Culvert Rating Guide, the new load rating procedure uses three increasingly-sophisticated analysis approaches, ranging from a direct stiffness frame model to a production-oriented finite element model which accounts for soil-structure interaction. Validation of the Culvert Rating Guide involved three major tasks. First, the researchers load-rated a statistically representative sample of 100 of TxDOT’s culvert designs. Second, a parametric study was performed to evaluate six independent variables associated with culvert load rating. Third, instrumented load tests on three in-service culverts were conducted to compare measured demands with predicted values. This work showed that the analytical methods in the Culvert Rating Guide produce conservative load ratings yet still allow for reduction in excess over-conservatism in the load rating process. KW - Bearing capacity KW - Box culverts KW - Culverts KW - Design KW - Load factor KW - Load rating (Culverts) KW - Load tests KW - Soil structure interaction KW - Structural analysis UR - http://www.depts.ttu.edu/techmrtweb/reports/complete_reports/TxDOT-0-5849-Research_ReportFINAL.pdf UR - https://trid.trb.org/view/1108668 ER - TY - RPRT AN - 01344999 AU - Wang, Hao AU - Al-Qadi, Imad L AU - Stanciulescu, Ilinca AU - University of Illinois, Urbana-Champaign AU - Rice University AU - NEXTRANS AU - Research and Innovative Technology Administration TI - Effect of Friction on Rolling Tire – Pavement Interaction PY - 2010/11//Final Report SP - 45p AB - Accurate modeling of tire‐pavement contact behavior (i.e., distribution of contact tractions at the interface) plays an important role in the analysis of pavement performance and vehicle driving safety. The tire‐pavement contact is essentially a rolling contact problem. Many aspects, such as the transient contact with nonlinear frictional properties at the tire‐pavement interface, make the rolling contact problem more difficult than it may appear at first glance. The nonlinear frictional contact could introduce numerical difficulties into the finite element method (FEM) solution because the contact area and distribution of the contact tractions are not known beforehand. Therefore, it is appealing to formulate and implement high‐fidelity FE models capable of accurately simulating the tire‐pavement contact behavior. However, obtaining an accurate frictional relationship is difficult for tire‐pavement interaction. The friction between the tire and pavement is a complex phenomenon depending on many factors, such as viscoelastic properties of rubber, pavement texture, temperature, vehicle speed, slip ratio, and normal pressure. Field measurements have clearly shown that the friction between the tire and pavement is dependent of vehicle speed and the slip ratio at the vehicle maneuvering processes. In this research, a three‐dimensional (3‐D) tire‐pavement interaction model is developed using FEM to analyze the tire‐pavement contact stress distributions at various rolling conditions (free rolling, braking/accelerating, and cornering). In addition, existing friction models for tire‐pavement contact are reviewed and the effect of interfacial friction on the tire‐pavement contact stress distributions is investigated. KW - Deformation curve KW - Finite element method KW - Friction KW - Pavement performance KW - Rolling contact KW - Slip ratio KW - Vehicle speed UR - http://www.purdue.edu/discoverypark/nextrans/assets/pdfs/Year%202%20Final%20Reports/Final%20Report%20049.pdf UR - https://trid.trb.org/view/1106005 ER - TY - RPRT AN - 01343476 AU - Cuelho, Eli AU - Stephens, Jerry AU - Akin, Michelle AU - Western Transportation Institute AU - Montana Department of Transportation AU - Research and Innovative Technology Administration AU - Federal Highway Administration TI - Seven-Year Evaluation of Three Instrumented Bridge Decks in Saco, Montana PY - 2010/11//Final Report SP - 92p AB - Since the service life of concrete bridge decks designed by traditional procedures is often shorter than desired, their ability to withstand constant and heavy use in a variety of operating environments is of major concern. In this project, the relative performance of three bridge decks constructed with different concretes and reinforcing steel configurations was studied to help determine which deck offers the best performance over time. The decks investigated consist of a) a deck reinforced following the Montana Department of Transportation’s (MDT’s) standard practice constructed with conventional concrete, b) a deck reinforced according to AASHTO’s empirical design procedure constructed with conventional concrete, and c) a deck reinforced following MDT’s standard practice constructed with high performance concrete (HPC). The performance of the three decks was studied by conducting periodic visual distress surveys and corrosion tests and by monitoring data from an array of strain and temperature instrumentation embedded in each of the bridge decks during construction in 2003. The conclusion from an extensive evaluation conducted when the bridges were two years old indicated that the three bridge decks were generally behaving similarly. A follow-on evaluation when the bridges were seven years old revealed that the bridge decks continue to behave similarly, with the HPC deck possibly offering the best relative performance based on lower cracking levels and lower strain magnitudes. The decks are still relatively young, and more substantial differences in their durability and performance may emerge over time. KW - Bridge decks KW - Corrosion tests KW - Distress (Bridges) KW - Durability KW - Empirical design KW - High performance concrete KW - Instrumentation KW - Monitoring KW - Performance measurement KW - Performance monitoring KW - Reinforced concrete KW - Saco (Montana) KW - Strain measurement UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/threedecks/final_report_nov10.pdf UR - http://www.mdt.mt.gov/research/projects/structures/threedecks.shtml UR - http://ntl.bts.gov/lib/45000/45800/45868/final_report_nov10_90.pdf UR - https://trid.trb.org/view/1105317 ER - TY - RPRT AN - 01342275 AU - Rupnow, Tyson AU - Louisiana Transportation Research Center AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - Evaluation of the LA 1 Bridge at the Morganza Flood Control Structure PY - 2010/11//Technical Assistance SP - 25p AB - This technical assistance report documents the investigation conducted by the Louisiana Transportation Research Center (LTRC) of the LA 1 Bridge located at the flood control structure near Morganza, LA. The in-place condition of the bridge deck showed signs of wear in terms of exposed aggregate and cracking. The depths of the cracks generally did not extend to the reinforcement steel and the condition of the steel showed little to no corrosion in the full and partial depth cores. No delamination was found when the site was visited. The tensile and compressive strengths proved adequate and the pull-off test strengths showed that an epoxy type overlay will be very well suited as a rehabilitation technique. KW - Bridge decks KW - Concrete KW - Evaluation and assessment KW - Rehabilitation (Maintenance) KW - Structural deterioration and defects UR - http://www.ltrc.lsu.edu/pdf/2011/tar_11_1TA.pdf UR - https://trid.trb.org/view/1103931 ER - TY - RPRT AN - 01341105 AU - Department of Transportation TI - Department of Transportation Inspector General Top Management Challenges for Fiscal Year 2010. Federal Aviation Administration Year End Progress Reports PY - 2010/11 SP - 27p AB - The Recovery Board has echoed the concerns voiced by the Department of Transportation's (DOT) Office of the Inspector General (OIG), that allocating resources to support high-priority Recovery Act programs could adversely impact non-Recovery Act activities across the federal government. The Federal Aviation Administration (FAA) acknowledges these justifiable concerns, given the responsibilities associated with administering the American Recovery and Reinvestment Act (ARRA). The Department has taken aggressive actions to address and resolve potential staffing issues. The staff has shown unwavering dedication in administering ARRA in support of America's economic recovery, as our efforts and continued success serve to demonstrate. KW - Air transportation KW - Airport operations KW - Aviation safety KW - Economic development KW - Economic factors KW - Economic recovery KW - Job creation KW - Labor force KW - Performance measurement KW - Transportation safety KW - U.S. Federal Aviation Administration UR - https://trid.trb.org/view/1103052 ER - TY - RPRT AN - 01340384 AU - Schurr, Karen S AU - Townsend, Devin P AU - University of Nebraska, Lincoln AU - Nebraska Department of Roads AU - Research and Innovative Technology Administration TI - Acceleration Ramps Along High Operating Speed Roadways PY - 2010/11//Final Report SP - 50p AB - Until recently, guidelines for the geometric design of acceleration lanes used for the successful merge of an entering vehicle into a high-speed surface transportation system through-traffic lane have been based upon concepts and vehicle characteristics from the 1930s. Modern changes in vehicle characteristics and an increase in the percentage of large trucks using the roadway systems has necessitated reviewing the dated guidelines to determine if they are still suitable and if not, make recommendations for modifications. Consistency of use of the current guidelines has no doubt shaped driver behaviors over the years to promote expectations for desirable design features that encourage successful merging outcomes. This report summarizes the history of the geometric features of acceleration lanes, compares the outcome of recent merge-lane research studies, discusses prevalent driver behavior patterns from field studies and recommends the use of tapered and parallel type lanes in specific situations. Overall, the current AASHTO guidelines provide adequate acceleration lane length guidance values for all vehicles except heavy trucks. If a large percentage of heavy trucks are expected to use a particular merging lane, general planning guidelines are listed to accommodate their accelerating characteristics and provide adequate distance for an appropriate entering speed into the adjacent through traffic lane. KW - Acceleration lanes KW - Geometric design KW - High speed roads KW - Merging traffic KW - Ramps (Interchanges) UR - http://ntl.bts.gov/lib/45000/45000/45083/Final_Acceleration_Lane_Report_3-23-11.pdf UR - https://trid.trb.org/view/1101534 ER - TY - RPRT AN - 01337320 AU - He, B Brian AU - National Institute for Advanced Transportation Technology AU - Research and Innovative Technology Administration TI - Application of Metal Catalysts for High Selectivity of Glycerol Conversion to Alcohols PY - 2010/11//Final Report SP - 30p AB - The objective of this project is to determine the applicability of metal-based catalysts and optimize the process conditions for thermochemically producing primary alcohols. Metal catalysts were evaluated for their selectivities for producing alcohols, specifically methanol, ethanol, and propanol. Raney nickel catalyst showed the best activity and application of Raney catalysts greatly improved the selectivity towards alcohols. Water was found to be significant in the catalytic thermochemical conversion of glycerol to alcohols. Additionally, water inhibited tar formation thus improved the product yields. Reaction temperature, reaction time, application rate of catalysts, and initial water to glycerol ratio (WTGR) were identified as the most important process parameters. Ethanol production increased at extended reaction time and increased WTGR. It was also influenced by the catalyst application rate in a linear relationship. However, adding catalyst higher than 7%wt did not further improve the productivity. Meanwhile, methanol formation was only significantly affected by the initial composition of the reactants and the operating temperature in both batch and fed-batch experiments. The optimum condition for producing ethanol was found to be at 1.82 WTGR and 223 °C for 45 min of reaction and using 10%wt of Raney nickel catalyst. The highest yield of ethanol at this condition was 11.37 %mol. KW - Alcohol fuels KW - Catalysts KW - Energy conversion KW - Glycerol KW - Thermochemistry UR - http://www.webs1.uidaho.edu/niatt/research/Final_Reports/KLK758_N10-10.pdf UR - https://trid.trb.org/view/1097791 ER - TY - RPRT AN - 01335450 AU - Iowa State University, Ames AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Overlay Field Application Program, Pennsylvania US-119 PY - 2010/11//Final Report SP - 19p AB - The Concrete Overlay Field Application Program is administered by the Federal Highway Administration (FHWA) and the National Concrete Pavement Technology Center (CP Tech Center). The overall objective of this program is to increase the awareness and knowledge of concrete overlay applications among state departments of transportation (DOTs), contractors, and engineering consultants. Expert teams have been assembled from across the U.S. to assist DOTs and strengthen their confidence in concrete overlay solutions. The Pennsylvania Department of Transportation (PennDOT) elected to participate in the FHWA/CP Tech Center Program. The 2.2-mile long Penn State section of US-119 was chosen for PennDOT's initial concrete overlay implementation efforts. The project was designed and let to contract by PennDOT. This report describes the overlay construction and lessons learned. KW - Concrete overlays KW - Construction management KW - Lessons learned KW - Pavement design KW - Pennsylvania KW - United States Highway 119 UR - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Extending%20Pavement%20Life/Overlay%20Field%20Application%20US%20119.pdf UR - https://trid.trb.org/view/1098949 ER - TY - RPRT AN - 01335442 AU - Schmitt, Rolf AU - Sprung, Michael AU - Rick, Christopher AU - Sedor, Joanne AU - Science Applications International Corporation AU - Federal Highway Administration TI - Freight Facts and Figures 2010 PY - 2010/11 SP - 78p AB - This report provides an overview of freight transportation in the United States, 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. All modes of freight transportation are covered. 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/10factsfigures/pdfs/fff2010_highres.pdf UR - https://trid.trb.org/view/1098988 ER - TY - RPRT AN - 01335397 AU - Fang, Howie AU - Li, Ning AU - Tian, Ning AU - University of North Carolina, Charlotte AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Median Barrier Placement on Six-lane, 46-foot Median Divided Freeways PY - 2010/11//Final Report SP - 121p AB - This report summarizes the research efforts of using finite element modeling and simulations to evaluate the performance of W-beam guardrails and cable median barriers on six-lane, 46-foot median divided freeways. A literature review is included on performance evaluation of W-beam guardrails and cable barriers as well as applications of finite element modeling and simulations in roadside safety research. The three types of barriers evaluated in this project are the single-face W-beam, double-face W-beam (two designs), and generic low-tension cable barrier. All three types of barriers were evaluated at three impact speeds and three impact angles. Full-scale crash simulations were first performed on a single-face W-beam guardrail placed on the border of a 2.5:1 slope and the shoulder. Two designs of a double-face W-beam guardrail, which replaced the single-face W-beam at the same location, were then evaluated using simulations and compared to the single-face one. Finally, simulations were performed on vehicles impacting the cable median barrier placed on a 4:1 slope. The simulation results demonstrated the effects of sloped medians on vehicle redirection after contacting the cable median barriers or W-beam guardrails. A common issue for a sloped median is the increased potential of vehicle rollovers, particularly for large-size vehicles. The results will be used to update and validate the standard drawings and strategies for placement of median guardrails and cable barriers. The use of finite element simulations is shown to be both effective and efficient, because they are nondestructive, repeatable, modifiable, and inexpensive. Furthermore, finite element simulations can be used to study crash scenarios that are impossible and/or extremely expensive to conduct physical crash testing. Finite element modeling and simulations are recommended for future investigations of other research issues. KW - Cable barriers KW - Cables KW - Divided highways KW - Finite element method KW - Freeways KW - Guardrails KW - Impact angle KW - Impact speed KW - Impact tests KW - Location KW - Median barriers KW - Redirection (Impacting vehicle) KW - Roadside KW - Simulation KW - W beams KW - W-beam guardrail UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2009-04finalreport.pdf UR - https://trid.trb.org/view/1098768 ER - TY - RPRT AN - 01335389 AU - Wenzlick, John D AU - Missouri Department of Transportation AU - Federal Highway Administration TI - Experimental Galvanic Anode for Cathodic Protection of Bridge A12112 PY - 2010/11//Final Report SP - 26p AB - Cathodic Protection (CP) has been used by the Missouri Department of Transportation (MoDOT) for more than 30 years to stop corrosion of reinforced concrete bridge decks. These systems require power from local electrical connections. A galvanic system uses the difference in electrical potential between the anode and the reinforcing steel in the deck to generate enough current itself to cathodically protect the steel. Corrpro Companies, Inc. approached MoDOT with a new galvanic CP anode, at no cost, for installation on a portion of bridge deck. The anode was installed along with a concrete overlay in 2005 and monitored for five years. The anode’s power output was adequate to protect the reinforcing steel but so reactive when installed in the wet concrete that it caused disbonding of the overlay. It is not recommended for future use in its current configuration. This was the best galvanic anode for bridge decks developed so far; a good galvanic anode for bridges is still needed. KW - Anodes KW - Bridge decks KW - Bridges KW - Cathodic protection KW - Corrosion protection KW - Missouri KW - Reinforced concrete UR - http://library.modot.mo.gov/RDT/reports/Ri04030/or11013.pdf UR - http://ntl.bts.gov/lib/36000/36000/36040/or11013.pdf UR - https://trid.trb.org/view/1098718 ER - TY - RPRT AN - 01334626 AU - San Jose State University AU - California Department of Transportation AU - Research and Innovative Technology Administration TI - Turning Over a New Leaf: The Start of an Electric Vehicle Revolution PY - 2010/11//Final Report SP - 44p AB - The Mineta Transportation Institute, along with the U.S. Department of Transportation, the California Department of Transportation, and other sponsors, hosted a panel of experts in 2010 to address various aspects of electric vehicles and to determine what is required to make such vehicles a viable solution to reducing automobile emissions. Discussion centered around four topics: the capacity of the power grid to meet the increased demands of electric vehicles; electric vehicles’ ability to meet consumer needs; the short and long-term costs of electric vehicles; and, the environmental sustainability of battery powered transportation. This report is a transcript of that panel discussion. KW - Battery chargers KW - Costs KW - Electric power generation KW - Electric power supply KW - Electric vehicles KW - Environmental impacts KW - Life cycle analysis UR - http://transweb.sjsu.edu/mtiportal/research/publications/documents/2866_S-09-06.pdf UR - https://trid.trb.org/view/1096590 ER - TY - RPRT AN - 01333773 AU - Spear, Bruce AU - Vandervalk, Anita AU - Snyder, Dena AU - Cambridge Systematics, Inc. AU - Federal Highway Administration TI - Roadway Geometry and Inventory Trade Study for IntelliDriveSM Applications PY - 2010/11//Final Report SP - 148p AB - The U.S. Department of Transportation IntelliDrive initiative seeks to improve transportation safety and mobility while reducing the environmental impact of surface transportation through the use of networked wireless communication among vehicles, roadway infrastructure, and travelers’ personal communication devices. This report summarizes the findings of an investigation of existing and emerging sources of roadway geometry and inventory data (including public and commercial databases) as well as technologies and methods for collecting, maintaining, and updating roadway attribute information. These data sources are compared along several technical dimensions including geographic coverage, network connectivity, feature resolution, positional accuracy, included attributes, data format and size, and methods and frequency of updates and are evaluated relative to potential near-term IntelliDrive application data needs as indicated by prior research and discussions with IntelliDrive stakeholder groups. The study also examines the workflow practices and business models of current data providers and their capacity for delivering the roadway data needed for future IntelliDrive applications. Based on the findings from the trade study, current roadway geometry and inventory data gaps are identified. Recommendations are proposed for specific research activities and institutional and regulatory options to address data gaps. KW - Attributes (Spatial features) KW - Geometry KW - Geospatial data KW - Highways KW - Information technology KW - IntelliDrive (Program) KW - Intelligent transportation systems KW - Wireless communication systems UR - http://www.fhwa.dot.gov/publications/research/safety/10073/10073.pdf UR - https://trid.trb.org/view/1094822 ER - TY - SER AN - 01333649 JO - UCTC Research Paper AU - Marsden, Greg AU - Frick, Karen Trapenberg AU - May, Anthony D AU - Deakin, Elizabeth AU - University of California Transportation Center (UCTC) AU - Research and Innovative Technology Administration AU - University of California, Berkeley TI - How Do Cities Approach Policy Innovation and Policy Learning? A Study of 30 Policies in Northern Europe and North America PY - 2010/11 SP - 13p AB - The authors examine how policy transfer is used and ways in which its effectiveness can be increased based on an examination of large cities in Northern Europe and North America. They report that local government officials are those most frequently involved in initiating and searching for new policies, and they do so for various reasons including strategic need, failure of planned projects, curiosity, and legitimization and influence. They found that informal networks and information sharing through professional contacts and peers were the primary methods of initial knowledge transfer as opposed to searching the internet. They suggest there are opportunities to improve the quality and trust worthiness of the evidence base and to provide better ways to search for information. Further, they found that the academic research base could provide policy summaries that are more easily accessible. KW - Cities KW - Information dissemination KW - Information retrieval KW - Innovation KW - Learning KW - Public policy KW - Urban transportation policy UR - http://www.uctc.net/research/papers/UCTC-FR-2010-35.pdf UR - https://trid.trb.org/view/1093668 ER - TY - SER AN - 01333638 JO - UCTC Research Paper AU - Kanafani, Adib K AU - Huang, Jiangchuan AU - University of California Transportation Center (UCTC) AU - University of California, Berkeley AU - Research and Innovative Technology Administration TI - Securing Linked Transportation Systems: Economic Implications and Investment Strategies PY - 2010/11 SP - 21p AB - This research explores agency investment behavior in multi-agency urban transportation systems and develops guidelines for investments in security. Each agency may operate its own security budget and make its own investment decisions but the process may be better centralized. Literature on reliability and security economics suggests that when security is defined by the weakest link in a system, then its level is determined by the agent with the highest cost-benefit ratio, and other agents tend to under-invest or free ride. When security is a function of total effort, however, reliability will depend on the agent with the lowest cost-benefit ratio. Social optimum is always superior to the Nash equilibrium, resulting in a higher security level. Government policy should mandate coordination among agencies. KW - Benefit cost analysis KW - Economic analysis KW - Incentives KW - Links (Networks) KW - Mathematical models KW - Network analysis (Planning) KW - Nodes (Networks) KW - Reliability KW - Security UR - http://www.uctc.net/research/papers/UCTC-FR-2010-34.pdf UR - https://trid.trb.org/view/1090821 ER - TY - RPRT AN - 01333147 AU - Samiljan, Robert AU - Fleming, Gregg AU - Read, David AU - Roof, Christopher AU - Research and Innovative Technology Administration AU - Federal Aviation Administration TI - Validation Protocol for Digital Audio Recorders Used in Aircraft-Noise-Certification Testing PY - 2010/11//Final Report SP - 41p AB - The U.S. Department of Transportation, Research and Innovative Technology Administration, John A. Volpe National Transportation Systems Center, Environmental Measurement and Modeling Division (Volpe), is supporting the aircraft noise certification initiatives of the Federal Aviation Administration (FAA), Office of Environment and Energy (AEE) by preparing the “Validation Protocol for Digital Audio Recorders Used in Air-craft-Noise-Certification Testing” (Validation Protocol). As analog and digital tape-based recording devices are becoming obsolete, this Validation Protocol has been developed for applicants requesting permission from FAA/AEE to conduct aircraft noise certification testing using non-tape-based recorders. Because of the significant differences between non-tape-based recording devices and all preceding technologies, this Protocol establishes a set of procedures for testing and evaluating the performance of non-tape-based digital audio recorders proposed for aircraft noise certification use. If using any of the digital audio recording devices covered by the scope of this document, it is recommended that an applicant perform tests to evaluate the characteristics of the re-cording device in accordance with the guidance in the Validation Protocol to demonstrate compliance with part 36 Title 14 of the Code of Federal Regulations (Part 36) and Inter-national Civil Aviation Organization Annex 16 Volume I (ICAO Annex 16). KW - Aircraft noise KW - Aircraft operations KW - Certification KW - Environmental impacts KW - Instrumentation KW - Validation UR - http://ntl.bts.gov/lib/35000/35600/35616/Digital_Audio_Recorder_Protocol_Final.pdf UR - https://trid.trb.org/view/1094913 ER - TY - RPRT AN - 01332919 AU - Graybeal, Benjamin A AU - Federal Highway Administration TI - Behavior of Field-Cast Ultra-High Performance Concrete Bridge Deck Connections Under Cyclic and Static Structural Loading PY - 2010/11//Final Report SP - 116p AB - The use of modular bridge deck components has the potential to produce higher quality, more durable bridge decks; however, the required connections have often proved lacking, resulting in less than desirable overall system performance. Advanced cementitious composite materials whose mechanical and durability properties far exceed those of conventional concretes present an opportunity to significantly enhance the performance of field-cast connections thus facilitating the wider use of modular bridge deck systems. Ultra-high performance concrete (UHPC) represents a class of such advanced cementitious composite materials. Of particular interest here, UHPCs can exhibit both exceptional bond when cast against previously cast concrete and can significantly shorten the development length of embedded discrete steel reinforcement. These properties allow for a redesign of the modular component connection, facilitating simplified construction and enhanced long-term system performance. This study investigated the structural performance of field-cast UHPC connections for modular bridge deck components. The transverse and longitudinal connection specimens simulated the connections between precast deck panels and the connections between the top flanges of deck-bulb-tee girders, respectively. Testing included both cyclic and static loadings. The results demonstrated that the field-cast UHPC connection facilitates the construction of an emulative bridge deck system whose behaviors should meet or exceed those of a conventional cast-in-place bridge deck. This report corresponds to the TechBrief titled “Field-Cast UHPC Connections for Modular Bridge Deck Elements” (FHWA-HRT-11-022). KW - Accelerated construction KW - Bridge decks KW - Cyclic tests KW - Fiber reinforced concrete KW - Girder bridges KW - High performance concrete KW - Reinforced concrete bridges KW - Ultra high performance concrete UR - http://ntl.bts.gov/lib/35000/35400/35413/FHWA-HRT-11-023.pdf UR - https://trid.trb.org/view/1096600 ER - TY - RPRT AN - 01332462 AU - Hoelscher, Michelle AU - Texas Transportation Institute AU - Southwest Region University Transportation Center AU - Research and Innovative Technology Administration TI - Idle Reduction Programs and Potential Benefits to Schools PY - 2010/11//Final Report SP - 161p AB - School districts in Texas and many other states have, in recent years, increased the “walk zones” surrounding schools to a 2-mile perimeter. Inside this perimeter, either no school bus service is offered, or service is offered only with a fee to parents. Many families living in these neighborhoods opt to drive their children to school, resulting in daily traffic congestion in front of schools (and often spilling onto adjacent streets). The increased vehicle traffic surrounding school facilities presents safety concerns, increases congestion and emissions caused by vehicle idling, and can discourage walking and bicycling even for children living closer to the school. This project will measure the cost benefits of implementing a school bus idle reduction program as a means to offset the cost of increased bus service. Increased bus service would provide a less congested school zone thus providing a safer environment for walkers and bike riders living less than 1 mile from school. KW - Air quality management KW - Automobile travel KW - Benefit cost analysis KW - Bicycling KW - Engine idling KW - Exhaust gases KW - Idle reduction KW - Pedestrian safety KW - School buses KW - School trips KW - Texas KW - Traffic congestion KW - Traffic safety KW - Walk zones KW - Walking UR - http://swutc.tamu.edu/publications/technicalreports/476660-00006-1.pdf UR - http://ntl.bts.gov/lib/36000/36000/36009/476660-00006-1.pdf UR - https://trid.trb.org/view/1095494 ER - TY - RPRT AN - 01332458 AU - Seedah, Dan AU - Harrison, Robert AU - University of Texas, Austin AU - Southwest Region University Transportation Center AU - Research and Innovative Technology Administration TI - Export Growth, Energy Costs, and Sustainable Supply Chains PY - 2010/11//Technical Report SP - 140p AB - The report examines sustainable supply chains in North America and the role played by rail intermodal operations in lowering ten-mile fuel and emission costs. It examines whether current systems favor imports over exports – a current complaint from some shippers – and whether the development of inland intermodal ports offers a solution to moving future freight into and out of large metropolitan areas. The work is the second of five inter-related University Transportation Centers Program studies examining key changes in intermodal freight transportation in the United States at both national and state levels. It highlights the important role played by rail operations in developing sustainable freight supply chains serving future export and import flows. The major product of the work – a basic rail cost model – serves as a tool to sharpen current metropolitan freight planning and is designed to be enhanced and calibrated by users to address more specific regional issues such as multi-modal corridors. KW - Cost models KW - Dry ports KW - Exports KW - Freight transportation KW - Fuel costs KW - Imports KW - Intermodal services KW - Metropolitan areas KW - North America KW - Pollutants KW - Railroad facility operations KW - River ports KW - Strategic planning KW - Supply chain management KW - Sustainable transportation KW - United States UR - http://swutc.tamu.edu/publications/technicalreports/476660-00069-1.pdf UR - http://ntl.bts.gov/lib/36000/36000/36013/476660-00069-1.pdf UR - https://trid.trb.org/view/1096211 ER - TY - RPRT AN - 01332452 AU - Grebenschikov, Sergey AU - Prozzi, Jorge A AU - University of Texas, Austin AU - Southwest Region University Transportation Center AU - Research and Innovative Technology Administration TI - Towards an Integrated Pavement Design Approach: Using HWTD to Support the MEPDG PY - 2010/11//Research Report SP - 80p AB - Variability of hot-mix asphalt (HMA) production can have drastic effects on pavement performance. A poor gradation or an inappropriate amount of asphalt binder could lead to early distresses and shorter pavement life. Other factors, such as the air void content in the asphalt layer, the type of aggregate gradation used in the mix or volumetrics, in general, can also have significant effects on performance. This research study focuses on analyzing two techniques for observing the variability of mix production and its effects on pavement performance. First, this study focuses on using the Mechanistic-Empirical Pavement Design Guide (MEPDG) to analyze and predict the effect of the variability of HMA production on rutting in the asphalt layer. Then, this study makes an attempt to compare the results produced by the MEPDG with the results produced by the Hamburg Wheel Tracking Device (HWTD). In order to effectively establish correlations between the two techniques, an experiment was conducted during this research. This experiment focused on using volumetric data from a previous research project. The data from this project was used to model asphalt mixes and pavement structures in the MEPDG and the performance results were then compared to actual data obtained in the laboratory from the Hamburg Wheel Tracking Device (HWTD). The variability of mix production was captured by analyzing three types of limestone mixes: a coarse dense-graded hot-mix asphalt [Type C, according to Texas Department of Transportation (TxDOT) specification], a fine dense-graded hot-mix asphalt (Type D), and a medium graded stone matrix asphalt (SMA-D). The master gradation band for each mixture was split into three categories: fine, target (actual job mix formula), and coarse. Each mixture was tested at a variable range of binder contents which were obtained using the TxDOT Mix Design Method (TxDOT, 2009). The variability of these mixes and their resistance to rutting as predicted by the MEPDG and measured by the HWTD is discussed in this report. KW - Asphalt pavements KW - Binder content KW - Coarse aggregates KW - Dense graded asphalt mixtures KW - Fine aggregates KW - Hamburg Wheel Tracking Device KW - Hot mix asphalt KW - Limestone aggregates KW - Mechanistic-Empirical Pavement Design Guide KW - Mix design KW - Pavement design KW - Pavement performance KW - Rutting KW - Stone matrix asphalt UR - http://swutc.tamu.edu/publications/technicalreports/167274-1.pdf UR - http://ntl.bts.gov/lib/36000/36000/36015/167274-1.pdf UR - https://trid.trb.org/view/1096251 ER - TY - RPRT AN - 01331229 AU - Fitzpatrick, Kay AU - Chrysler, Susan T AU - Iragavarapu, Vichika AU - Park, Eun Sug AU - Texas Transportation Institute AU - Federal Highway Administration TI - Crosswalk Marking Field Visibility Study PY - 2010/11//Technical Report SP - 120p AB - The objective of this study was to investigate the relative daytime and nighttime visibility of three crosswalk marking patterns: transverse lines, continental, and bar pairs. In general, this study collected information on the distance from the crosswalk at which the participant verbally indicated its presence. The 78 participants were about evenly divided between groups of male and female participants and between groups of younger (younger than 55 years old) and older (55 years old or older) participants. The study was conducted in November 2009 using instrumented vehicles on an open road route on the Texas A&M University campus. Data were collected during two periods: daytime (sunny and clear or partly cloudy) and nighttime (street lighting on). Existing markings (six intersection and two midblock locations) and new markings installed for this study (nine midblock locations) were tested. For the sites where markings were newly installed for this study, the detection distances to bar pairs and continental markings were similar, and they were statistically different from the detection distance to transverse markings both during the day and at night. For the existing midblock locations, a general observation was that the continental markings were detected at about twice the distance upstream as the transverse markings during daytime conditions. This increase in distance reflects 8 s of increased awareness of the presence of the crossing at 30-mi/h operating speeds. Participants also rated the appearance of markings on a scale of A to F. These results mirrored the findings from the detection distance evaluation. Overall, participants preferred the continental and bar pairs markings over the transverse markings. KW - Crosswalks KW - Daylight KW - Detection distance KW - Field studies KW - Intersections KW - Midblock crossings KW - Night visibility KW - Road markings KW - Visibility UR - http://www.fhwa.dot.gov/publications/research/safety/pedbike/10068/10068.pdf UR - https://trid.trb.org/view/1094969 ER - TY - RPRT AN - 01329772 AU - Von Quintus, Harold L AU - Rao, Chetana AU - Bhattacharya, Biplab AU - Titi, Hani AU - English, Ryan AU - Applied Research Associates, Incorporated AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Evaluation of Intelligent Compaction Technology for Densification of Roadway Subgrades and Structural Layers PY - 2010/11//Final Report SP - 174p AB - The overall goal of WHRP Study #0092-08-07 was to collect information and data on the use of intelligent compaction (IC) technology to allow the Wisconsin DOT to make an informed decision on any useful application of this technology. Three objectives were identified to meet the overall goal of the study: (1) identify the advantages and limitations of the IC technology; (2) determine the material types and conditions that might cause inaccurate decisions or output from the IC roller (e.g., the accuracy of the outputs regarding layer stiffness), and (3) provide recommendations to the Wisconsin DOT on the use and implementation of IC technology for pavement construction. Field demonstration projects were planned and executed to collect data and information related to the use of IC rollers in Wisconsin. The demonstration projects confirmed that IC for soils is more advanced than for hot mix asphalt (HMA) layers. Level 2 and Level 3 soil IC rollers can be used almost immediately in Wisconsin. Unfortunately, there are many more issues or unanswered questions for compacting HMA layers than for unbound layers. The two areas where IC rollers can have immediate positive benefits, especially for unbound materials, are: (1) as a testing device to continually map the stiffness of an area prior to placing both unbound and HMA materials to identify areas with weak supporting layers and, after the layer has been compacted, and (2) to develop stiffness-growth relationships to determine the rolling pattern and number of passes to achieve a specific stiffness level. The key technical issues include lift thickness, bridging localized construction defects, and the fact that the IC roller output is a composite value influenced by the supporting layers. Additional pilot projects are recommended to increase contractor and agency personnel's confidence in using this technology. KW - Densification KW - Hot mix asphalt KW - Intelligent compaction KW - Pavement layers KW - Paving KW - Soils KW - Stiffness KW - Subgrade (Pavements) UR - http://minds.wisconsin.edu/bitstream/handle/1793/53907/08-07%2520FINAL%2520REPORT.pdf UR - http://wisdotresearch.wi.gov/wp-content/uploads/08-07icforsubgrades-f.pdf UR - https://trid.trb.org/view/1090718 ER - TY - SER AN - 01329763 JO - Traffic Safety Facts - Crash Stats PB - National Center for Statistics and Analysis AU - National Highway Traffic Safety Administration TI - Drug Involvement of Fatally Injured Drivers PY - 2010/11 SP - 3p AB - While data focusing on the danger of driving under the influence of alcohol is readily available and often cited, less is known or discussed about drivers under the influence of other drugs. The Fatality Analysis Reporting System (FARS), a census of fatal motor vehicle traffic crashes in the United States, contains a number of variables to describe drug involvement for those in fatal crashes. The Drug Test variable contains three linked elements (Test Status, Test Type, and Test Result). The Test Status element provides information on whether or not the person was tested for drugs; Test Type records the type of test (if one was given); and Test Result reports which specific drug (if any) was found. Up to three tests and associated types of drugs can be recorded for an individual. The drug groupings categorized in FARS are narcotics, depressants, stimulants, hallucinogens, cannabinoids, phencyclidines (PCP), anabolic steroids, and inhalants. Each drug within a group is specifically coded in FARS; for more detailed information on drug reporting in FARS, see the FARS Coding and Validation Manual (available online at http://www-nrd.nhtsa.dot.gov/Pubs/811353.pdf under the “Drug Test” set of variables). The data presented in this Crash*Stats concerns fatally injured drivers, since their testing rate is higher than for surviving drivers. It is important to note that drug involvement means only that drugs were found in the driver’s system. Drug involvement does not imply impairment or indicate that drug use was the cause of the crash. Drug presence as recorded in FARS includes both illegal substances as well as over-the-counter and prescription medications, which may or may not have been misused. Unlike alcohol data in FARS, there is no measure of the amount of drug present. Finally, nicotine, aspirin, alcohol, and drugs administered after the crash are excluded. KW - Drug use KW - Drugged drivers KW - Drugs KW - Fatalities KW - Fatality Analysis Reporting System KW - Highway safety KW - Traffic crashes UR - http://www-nrd.nhtsa.dot.gov/Pubs/811415.pdf UR - http://ntl.bts.gov/lib/37000/37900/37917/811415.pdf UR - https://trid.trb.org/view/1089744 ER - TY - RPRT AN - 01329711 AU - Harvey, Omar AU - Harris, Pat AU - Sebesta, Stephen AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Test Procedures for Determining Organic Matter Content in Soils - UV-Vis Method PY - 2010/11 SP - 14p AB - The Texas Department of Transportation has been having problems with organic matter in soils that they stabilize for use as subgrade layers in road construction. The organic matter reduces the effectiveness of common soil additives (lime/cement) in stabilization projects. The researchers developed a technique using UV-Vis spectroscopy to measure the harmful organic matter in another project (0-5540). This project consisted of purchasing three UV-Vis instruments, equipping them with software to measure the organic matter and doing two trainings with the Texas Department of Transportation. Following the trainings, four laboratories analyzed 20 natural soil samples and three laboratory standards to determine repeatability and reproducibility between the laboratories. Researchers also continued testing real project soils to see what mitigation techniques researchers could use. Researchers determined that three replicates need to be run to achieve 95 percent confidence that the measured value is the true value. Researchers determined that soils with organic matter below 1.5 percent can be safely treated, and soils with an organic matter to Eades & Grim optimum lime (OM:EG) ratio less than 0.5 have the greatest potential for mitigation with additional lime application. Additionally, calcium chloride added to the soil with the lime improved the formation of pozzolanic reaction products and strengths of some soils. This work illustrates the complex nature of organic interactions with soil stabilizers and the many questions left unresolved. KW - Lime cement KW - Organic materials KW - Soil stabilization KW - Soil treatment KW - Spectroscopy KW - Swelling soils KW - Test procedures UR - http://tti.tamu.edu/documents/5-5540-01-P4.pdf UR - https://trid.trb.org/view/1089798 ER - TY - RPRT AN - 01329695 AU - Steinberg, Eric AU - Sargand, Shad AU - Ohio University, Athens AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Forces in Wingwalls from Thermal Expansion of Skewed Semi-Integral Bridges PY - 2010/11 SP - 88p AB - Jointless bridges, such as semi-integral and integral bridges, have become more popular in recent years because of their simplicity in the construction and the elimination of high costs related to joint maintenance. Prior research has shown that skewed semi-integral bridges tend to expand and rotate as the ambient air temperature increases through the season. As a result of the bridge movement, forces are generated and transferred to the wingwalls of the bridge. ODOT does not currently have a procedure to determine the forces generated in the wingwalls from the thermal expansion and rotation of skewed semi-integral bridges. In this study, two semi-integral bridges with skews were instrumented and monitored for behavior at the interface of the bridge’s diaphragm and wingwall. A parametric analysis was also performed to determine the effects of different spans and bridge lengths on the magnitude of the forces. Based on the field results from the study it is recommended for the design of the wingwalls turned to run nearly parallel with the longitudinal axis of skewed semi-integral bridges should include a 100 psi loading at the wingwall/diaphragm interface from the thermal expansion of the bridge. In addition, analytical evaluations showed that longer spans and higher skews than allowed by ODOT’s BDM could be used. However, additional considerations for larger movements and stresses generated at the wingwall/diaphragm interface would need to be considered in designs. Finally, bearing retainers in diaphragms, if used, require adequate cover to avoid spalling of concrete. KW - Diaphragms (Engineering) KW - Rotation KW - Semi-integral bridges KW - Skew bridges KW - Thermal expansion KW - Wingwalls UR - http://worldcat.org/oclc/698370115/viewonline UR - https://trid.trb.org/view/1090289 ER - TY - RPRT AN - 01329690 AU - Pick, Herbert L AU - University of Minnesota, Twin Cities AU - Intelligent Transportation Systems Institute AU - Research and Innovative Technology Administration TI - Spatial Orientation and Navigation in Elderly Drivers PY - 2010/11//Final Report SP - 16p AB - This report details a research study that was conducted to determine whether elderly drivers have more difficulty than younger drivers in maintaining orientation when they learn routes in unfamiliar neighborhoods. Drivers learned an approximately three-mile irregular route through a novel neighborhood. After they could drive the route without errors, they were asked to indicate the direction of out-of-sight landmarks from various station points along the route. Elderly drivers (60 years and over) made almost double the size errors in their judgments than the younger drivers (25 - 35 years). Unexpectedly, there was also a gender difference with women, especially elderly women, making larger errors than men. Although actually driving along a real route gives the experimental task considerable face validity, the situation lacks considerably in experimental control. Traffic conditions can vary, weather conditions can vary, there may be road construction, etc. The nature of the route itself cannot be experimentally manipulated. With all these factors, it is difficult to investigate how orientation affects vehicle control. Much greater control can be gained by driving in a simulator and it is much safer. The orientation study described above was replicated in a simulator with similar results. Initial crude observations indicated that when attention was on wayfinding, vehicle control was poorer. A more refined study of how vehicle control is affected by wayfinding followed this project. KW - Age KW - Aged drivers KW - Driving KW - Gender KW - Judgment (Human characteristics) KW - Spatial orientation KW - Wayfinding UR - http://www.cts.umn.edu/Publications/ResearchReports/pdfdownload.pl?id=1466 UR - https://trid.trb.org/view/1090742 ER - TY - RPRT AN - 01328487 AU - Middleton, Dan AU - Longmire, Ryan AU - Charara, Hassan AU - Bullock, Darcy AU - Bonneson, Jim AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Improving Stop Line Detection Using Video Imaging Detectors PY - 2010/11//Technical Report SP - 94p AB - The Texas Department of Transportation and other state departments of transportation as well as cities nationwide are using video detection successfully at signalized intersections. However, operational issues with video imaging vehicle detection systems (VIVDS) products occur at some locations. The resulting issues vary but have included: camera contrast loss resulting in max-recall operation; failure to detect vehicles leading to excessive delay and red-light violations; and degraded detection accuracy during nighttime hours. This research resulted in the development of a formalized VIVDS test protocol and a set of performance measures that agencies can incorporate in future purchase orders and use to uniformly evaluate VIVDS products. It also resulted in the development of a VIVDS video library and conceptual plans for a field laboratory for future projects to deploy a range of VIVDS products at an operational signalized intersection. Researchers evaluated alternative VIVDS stop line detection designs and developed methods for enhancing the operation of VIVDS through adjustments in controller settings for day versus night versus transition periods, zone placement, and camera placement. KW - Automatic vehicle detection and identification systems KW - Evaluation KW - Highway traffic control KW - Signalized intersections KW - Stop lines KW - Video imaging detectors UR - http://tti.tamu.edu/documents/0-6030-1.pdf UR - https://trid.trb.org/view/1089516 ER - TY - RPRT AN - 01328468 AU - Roodell, Beau AU - Hayee, M Imran AU - University of Minnesota, Duluth AU - Intelligent Transportation Systems Institute AU - Research and Innovative Technology Administration TI - Development of a Low-Cost Interface between Cell Phone and DSRC-Based Vehicle Unit for Efficient Use of IntelliDriveSM Infrastructure PY - 2010/11//Final Report SP - 48p AB - Intelligent transportation systems (ITS), a mission of the US Department of Transportation, focuses on intelligent vehicles, intelligent infrastructure and the creation of an intelligent transportation system through integration with and between these two components. Dedicated Short Range Communications (DSRC), a tool approved for licensing by the Federal Communications Commission (FCC) in 2003, promises to partially fulfill this mission. This research proposal intends to utilize DSRC technology to communicate the traffic safety information available at central infrastructure to a driver’s cell phone. The specific objective of this research project is to design, build and demonstrate a wireless communication interface device that can act as a traffic-safety-information transportation agent between the DSRC vehicle radio unit and a Bluetooth-enabled cell phone inside a vehicle. By having this interface device along with the DSRC radio unit in a vehicle as a separate entity or integrated with a DSRC unit, any driver will be able to receive the valuable traffic safety messages on a Bluetooth-enabled cell phone. The prototype was demonstrated successfully in multiple road and traffic scenarios by transmitting the traffic safety messages to the Bluetooth-enabled cell phone. The next step is to show effectiveness of this system in a realistic environment for which a workzone environment has been chosen to relay traffic safety messages to vehicles approaching the workzone. KW - Bluetooth technology KW - Cellular telephones KW - Dedicated short range communications KW - IntelliDrive (Program) KW - Intelligent transportation systems KW - Interfaces KW - Traffic safety KW - Vehicle infrastructure integration KW - Wireless communication systems UR - http://www.cts.umn.edu/Publications/ResearchReports/pdfdownload.pl?id=1464 UR - https://trid.trb.org/view/1089509 ER - TY - RPRT AN - 01328467 AU - Strathman, James G AU - Wachana, Paul AU - Callas, Steve AU - Portland State University AU - Oregon Transportation Research and Education Consortium AU - Research and Innovative Technology Administration TI - Analysis of Bus Collision and Non-Collision Incidents Using Transit ITS and other Archived Operations Data PY - 2010/11//Final Report SP - 46p AB - This report analyzes factors contributing to bus operations safety incidents at TriMet, the transit provider for the Portland Oregon metropolitan region. The analysis focuses on 4,631 collision and non-collision incidents that occurred between 2006 and 2009. Empirical analysis of these incidents draws on a wide array of operator-level data recovered by transit ITS technologies in combination with information from TriMet’s human resources, scheduling, and customer relations databases. Incident frequencies are estimated in relation to operators’ demographic characteristics, employment status, assigned work characteristics, service delivery and performance indicators, temporal factors, and customer information. Apart from identifying factors that are empirically related to the frequency of safety incidents, the findings offer insights into operations policies and practices that hold promise for improving safety. KW - Bus crashes KW - Bus transit KW - Bus transit operations KW - Intelligent transportation systems KW - Traffic incidents KW - Transit safety UR - http://www.otrec.us/project/102 UR - https://trid.trb.org/view/1089636 ER - TY - SER AN - 01328466 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - Primary Laws and Fine Levels Are Associated With Increases in Seat Belt Use, 1997–2008 PY - 2010/11 IS - 400 SP - 2p AB - Increasing seat belt usage in the United States has proved to be a slow and difficult task. It has taken about 30 years since NHTSA conducted the first seat belt and child restraint workshops in 1978 to reach 84% usage in 2009. In general, seat belt laws and their enforcement have received the greatest emphasis since 1984. There has been less emphasis on increasing fine amounts as a means to increase usage, in spite of positive circumstantial and research evidence. Bedford Research and the Pacific Institute for Research and Evaluation conducted a study for NHTSA to determine the relative impact of primary seat belt laws and fine amounts on seat belt usage. This research examined changes in usage associated with past activities and estimated gains that might be expected in the future. KW - Fines (Penalties) KW - Highway safety KW - Primary laws KW - Seat belts KW - Utilization UR - http://www.nhtsa.gov/staticfiles/traffic_tech/TT400.pdf UR - https://trid.trb.org/view/1089454 ER - TY - RPRT AN - 01328464 AU - Nichols, James L AU - Tippetts, A Scott AU - Fell, James C AU - Auld-Owens, Amy AU - Wiliszowski, Connie H AU - Haseltine, Philip W AU - Eichelberger, Angela AU - Bedford Research AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - Strategies to Increase Seat Belt Use: An Analysis of Levels of Fines And the Type of Law PY - 2010/11//Final Report SP - 104p AB - The main objectives of this study were to determine the relationships between seat belt use in the States and (1) the type of seat belt law enforcement (primary versus secondary), and (2) seat belt fine levels. The study examined law type and levels of fines as predictors of seat belt use for two time periods (1997 to 2002 and 2003 to 2008) using panel regression analyses. Two outcome measures were examined: seat belt use among front-seat occupants over age 8 killed in passenger vehicle crashes from the Fatality Analysis Reporting System (FARS) and the observed statewide seat belt use of front-seat occupants in passenger vehicles. The results indicated that primary law upgrades were associated with 9- to 10-percentage-point increases in FARS use and 10- to 12-percentage-point increases in observed seat belt use. By comparison, increasing a State’s fine amount from $25 (the current median value) to $60 was associated with a nearly 4-percentage-point increase in both FARS and observed seat belt use. Alternatively, increasing the fine amount from $25 to $100 was associated with a nearly 7-point increase in use. KW - Countermeasures KW - Fines (Penalties) KW - Highway safety KW - Penalties KW - Primary law enforcement KW - Seat belts KW - Secondary law enforcement KW - Strategic planning KW - Traffic law enforcement KW - Utilization UR - http://www.nhtsa.gov/staticfiles/nti/occupant_protection/pdf/811413.pdf UR - https://trid.trb.org/view/1089646 ER - TY - SER AN - 01328166 JO - TechBrief PB - Federal Highway Administration AU - Graybeal, Ben AU - Federal Highway Administration TI - Finite Element Analysis of UHPC: Structural Performance of an AASHTO Type II Girder and a 2nd-Generation Pi-Girder PY - 2010/11 SP - 6p AB - This document is a technical summary of the unpublished Federal Highway Administration (FHWA) report, Finite Element Analysis of Ultra-High Performance Concrete: Modeling Structural Performance of an AASHTO Type II Girder and a 2nd Generation Pi-Girder, available only through the National Technical Information Service, www.ntis.gov. The TechBrief highlights the results of a research program that developed finite element analysis modeling techniques applicable to ultra-high performance concrete (UHPC) structural components. KW - Concrete construction KW - Finite element method KW - Girders KW - Performance KW - Ultra high performance concrete UR - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/10079/10079.pdf UR - https://trid.trb.org/view/1086572 ER - TY - SER AN - 01328160 JO - TechBrief PB - Federal Highway Administration AU - Wiser, Larry AU - Federal Highway Administration TI - LTPP Computed Parameter: Dynamic Modulus PY - 2010/11 SP - 4p AB - This document is a technical summary of the Federal Highway Administration (FHWA) report, LTPP Computed Parameter: Dynamic Modulus, FHWA-HRT-10-035. The primary objective of this project was to develop estimates of the dynamic modulus, |E*|, of hot-mix asphalt (HMA) layers on Long-Term Pavement Performance (LTPP) program test sections following the models used in the Mechanistic Empirical Pavement Design Guide (MEPDG). These data will provide a means of linking MEPDG inputs (for HMA analysis) to known field performance as measured on LTPP test sections. As part of this project, existing models used to estimate |E*| values were evaluated, and additional models were developed based on the use of Artificial Neural Networks (ANNs). The models utilize readily available mixture and binder information to estimate dynamic modulus. KW - Dynamic modulus of elasticity KW - Hot mix asphalt KW - Long-Term Pavement Performance Program KW - Mechanistic-Empirical Pavement Design Guide KW - Neural networks KW - Pavement design KW - Pavement performance UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/11018/11018.pdf UR - https://trid.trb.org/view/1086592 ER - TY - RPRT AN - 01328157 AU - Knecht, William R AU - Lenz, Michael AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Effects of Video Weather Training Products, Web-Based Preflight Weather Briefing, and Local Versus Non-Local Pilots on General Aviation Pilot Weather Knowledge and Flight Behavior, Phase 3 PY - 2010/11//Final Report SP - 20p AB - The primary purpose of Phases 1 and 2 of this research was to test the effects of video weather training products on weather-related risk-taking. During the investigation, two unexpected observations were made: (1) Despite specific instructions to fly visual-flight-rules-only (VFR), nine of 50 Phase 1 pilots spent more than 10 min in simulated instrument meteorological conditions (IMC), plus three of those nine repeated that behavior in Phase 2; (2) Whole-group (N=50) weather knowledge test scores were significantly lower (19%, p<.001) than average FAA certification exam scores obtained by freshly licensed pilots, implying knowledge decay over time. To assess if any of the IMC violations were willful (rather than inadvertent), the authors sent a brief questionnaire to the nine pilots of interest. Five responded. After analysis, the leading explanation seemed that their flight profiles were consistent with preflight terrain avoidance planning (TAP). These pilots seemed determined to fly straight and level above the highest known obstacle, even if that obstacle was distant and TAP altitude meant flying initial VFR-into-IMC. The average group decline in certification exam scores was equally significant from a logical standpoint. Since knowledge retention tends to be a function of knowledge relevancy, if FAA test questions were uniformly relevant to real-world weather encounters, we would expect pilots’ scores to increase with experience, not decrease. Since experience tends to increase with time, this should offset the normal decay process of forgetting. However, this study shows that it did not. This was consistent with pilot anecdotes that FAA test questions often seemed, to them, “trick questions,” or otherwise based on tasks that pilots rarely do and conditions rarely encountered. This suggests ways to improve FAA exams: (1) Screen existing questions for real-world relevancy, eliminating those based solely on rote learning; (2) Scale the relative number of weather-test items to the relative hazard and/or encounter frequency of real-world weather types (dangerous and common weather types deserve relatively more test questions); (3) Computerize the testing procedure; (4) Require pilots to pass a certain percentage of weather questions. Critics may argue that the relatively small percentage of weather-related questions on any given exam could make the test hard to pass for some individuals due to sampling error. However, this could be addressed by computerized adaptive testing, which presents harder questions to a candidate after correct answers, and easier questions after incorrect answers. Computerized adaptive testing quickly homes in on a candidate’s native ability level and self-terminates after reaching a preset reliability (e.g., 95%). Because adaptive tests tend to be more efficient (shorter and more reliable) than fixed-item tests, this would free up more testing time for weather-related items, making sampling error much less of a problem. KW - Air pilots KW - Knowledge KW - Preflight briefing KW - Training KW - Videotapes KW - Weather UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201017.pdf UR - https://trid.trb.org/view/1086550 ER - TY - SER AN - 01328154 JO - TechBrief PB - Federal Highway Administration AU - Graybeal, Ben AU - Federal Highway Administration TI - Field-Cast UHPC Connections for Modular Bridge Deck Elements PY - 2010/11 SP - 8p AB - This document is a technical summary of the unpublished Federal Highway Administration (FHWA) report Behavior of Field-Cast Ultra-High Performance Concrete Bridge Deck Connections Under Cyclic and Static Structural Loading, which is available through the National Technical Information Service (NTIS), www.ntis.gov. The TechBrief highlights the results of a study aimed at evaluating the performance of field-cast ultra-high performance concrete (UHPC) connections linking precast concrete bridge deck components. KW - Bridge decks KW - Bridge members KW - Modular structures KW - Structural connection KW - Ultra high performance concrete UR - http://www.fhwa.dot.gov/publications/research/infrastructure/bridge/11022/11022.pdf UR - https://trid.trb.org/view/1086591 ER - TY - RPRT AN - 01328150 AU - Soltesz, Steven AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Evaluation of Thin Overlays for Bridge Decks PY - 2010/11//Final Report SP - 78p AB - Eight thin polymer overlay systems were evaluated in the laboratory and on two bridge decks exposed to trucks and passenger vehicles including those with studded tires. The products were Mark 154, Flex-O-Lith, Safetrack HW, Kwik Bond PPC MLS, Tyregrip, SafeLane HDX, Urefast PF60, and Unitex ProPoxyType III DOT. None of the overlay systems showed superior performance under moderate average daily traffic from the standpoint of maintaining good skid resistance and resisting wear through. Tyregrip and Safetrack HW started to wear through to the concrete after exposure of approximately 1.3 million vehicles, and Urefast PF60 wore through much sooner. For the five products that did not wear through, empirical equations predicted the friction number of the best of these five products would decrease to 40 (equivalent to the friction number of the concrete) within five months at a traffic level of 10,000 vehicles per lane per day. Delamination from the concrete was not a major problem with the products. Laboratory tests were not able to predict performance. KW - Bridge decks KW - Concrete KW - Durability KW - Polymers KW - Skid resistance KW - Studded tires KW - Thin overlays KW - Traffic loads KW - Wear UR - http://ntl.bts.gov/lib/35000/35200/35250/ThinOverlayForBridges.pdf UR - https://trid.trb.org/view/1086551 ER - TY - SER AN - 01328125 JO - ProductBrief PB - Federal Highway Administration AU - Federal Highway Administration TI - LTPP Pavement Performance Forecast PY - 2010/11 SP - 2p AB - Developed as part of pooled fund study TPF-5(013), the Long-Term Pavement Performance (LTPP) Performance Forecast produces freeze/thaw performance predictions for both rigid and flexible pavements. These predictions are based on regression models using data available from approximately 800 in-service test sections in the LTPP database. These sections consist of a variety of climates with various subgrade types and a range of loading conditions. Using the LTPP Performance Forecast, researchers can compute roughness, structural cracking, environmental cracking, rutting and faulting predictions as a function of pavement age. The forecasts are based on user-defined inputs for traffic, structure, environment, and subgrade conditions. KW - Flexible pavements KW - Forecasting KW - Freeze thaw durability KW - Long-Term Pavement Performance Program KW - Pavement performance KW - Regression analysis KW - Rigid pavements UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/10080/ UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/10080/10080.pdf UR - https://trid.trb.org/view/1086602 ER - TY - RPRT AN - 01328112 AU - Liang, Robert AU - University of Akron AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Field Instrumentation, Monitoring of Drilled Shafts for Landslide Stabilization and Development of Pertinent Design Methods PY - 2010/11 SP - 238p AB - The design method for using a single row, spaced drilled shafts, socketed into a firm rock strata, to stabilize an unstable slope has been developed in this research. The soil arching due to the presence of spaced drilled shafts in a slope was observed in 3-dimensional finite element simulations and field monitoring data. A comprehensive 3-D finite element parametric study was used to derive an empirical equation to quantify the arching induced load transfer. A limiting equilibrium based slope stability analysis method, incorporating the arching effect, was developed and coded into a PC based program UA SLOPE 2.1, to allow for analysis of the factor of safety of the shaft/slope system and the earth thrust on the drilled shaft. The developed analysis and design method was validated based on more than 40 cases of 3-dimensional finite element simulations, covering a wide range of slope geometry, soil strength parameters, and the drilled shaft diameter, spacing, and location conditions. Three slope stabilization projects in Ohio involving the use of drilled shafts were monitored with instrumentation to obtain a 3-year performance data of the stabilized slope and to validate the design based on the developed method. In addition, a field testing program at the ATH-124 Project site was conducted to quantify arching during several stages of surcharge load induced slope movements. The developed UA SLOPE 2.1 program was verified by comparisons with the calibrated finite element simulation results of this field surcharge loading condition. The UA SLOPE 2.1 program is recommended for use in finding an optimized design (i.e., location, diameter, and spacing) of the drilled shafts to stabilize an unstable slope. KW - Arching (Soils) KW - Design methods KW - Drilled shafts KW - Field studies KW - Instrumentation KW - Landslides KW - Monitoring KW - Slope stability UR - http://worldcat.org/oclc/698372490/viewonline UR - http://ntl.bts.gov/lib/38000/38600/38628/134238-FR.pdf UR - http://ntl.bts.gov/lib/38000/38600/38629/134238-ES.pdf UR - https://trid.trb.org/view/1086570 ER - TY - RPRT AN - 01325166 AU - Marques, Paul R AU - Voas, Robert B AU - Roth, Richard AU - Tippetts, A Scott AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - Evaluation of the New Mexico Ignition Interlock Program PY - 2010/11//Final Report SP - 48p AB - This Evaluation of the New Mexico Ignition Interlock Program begins by summarizing the development of alcohol ignition interlock devices, laws, and programs during the past 22 years. It then reviews the laws that were written in New Mexico from 1999 to 2005. It goes on to characterize current penetration of interlocks relative to alcohol-related risk indicators, followed by detailed methodological reports on eight studies undertaken to understand the effects of several aspects of the New Mexico laws. The eight studies include (1) an evaluation of recidivism among court-mandated offenders who were required to install interlocks but were not allowed to drive those cars; (2) an evaluation of recidivism differences of first-time offenders who installed interlocks relative to matched offenders who did not; (3) an evaluation of the effect of an interlock licensing law that allows revoked DWI offenders to install an interlock on an insured vehicle and drive that way during the remainder of their revocation period; (4) an evaluation of a strong mandate in Santa Fe County during a 2-year period in which electronically monitored house arrest was required for offenders who did not want to have an interlock or claimed no plan to drive; (5) an evaluation of the patterns of elevated blood alcohol content (BAC) tests by hour of the day and day of the week from among the more than 10 million New Mexico breath tests collected by interlock devices; (6) a comparative evaluation of predictors of recidivism including prior driving while intoxicated (DWI), measures of drinking from the interlock event record, age, and other predictors; (7) a report on an interview process that included key informants, such as judges, prosecutors, defense attorneys, and probation officers, who manage or administer the interlock program; and (8) a report on focus group findings with interlock-using DWI offenders. Each of the eight studies is reported with Methods, Results, and Comments sections. The conclusion summarizes key findings and places the New Mexico results in the larger context of the national effort to reduce impaired-driving-related injuries and deaths. This report begins with an executive summary that touches on all these topics, including key findings, lessons learned, and potential areas for improvement of the New Mexico program. KW - Alcohol ignition interlock devices KW - Blood alcohol levels KW - Driver licenses KW - Drunk driving KW - Human factors in crashes KW - Laws KW - New Mexico KW - Recidivism KW - Repeat offenders KW - Suspensions UR - http://ntl.bts.gov/lib/35000/35000/35061/7356_NewMexico-IgnitionInterlock_v3a_110310_tag.pdf UR - https://trid.trb.org/view/1086075 ER - TY - RPRT AN - 01325148 AU - Bonneson, James A AU - Pratt, Michael P AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Highway Safety Design Workshops PY - 2010/11//Technical Report SP - 18p AB - Highway safety is an ongoing concern for the Texas Department of Transportation (TxDOT). As part of its proactive commitment to improving highway safety, TxDOT is moving toward including quantitative safety analyses earlier in the project development process. To assist in achieving this goal, TxDOT research project 0-4703 developed the Roadway Safety Design Workbook for engineers responsible for highway geometric design. This Workbook describes quantitative safety relationships for specific design components known to be correlated with crash frequency. As part of TxDOT Project 0-4703, a series of workshops were developed to share safety information with TxDOT roadway designers. Information in the Workbook was used as the basis for the workshops. The workshops addressed rural highways, urban streets, and freeways. They included a mixture of classroom discussion and hands-on training activities for the participants. The participants indicated that the information presented in the workshops will be beneficial as they make decisions about highway safety improvements. KW - Freeways KW - Highway design KW - Highway safety KW - Intersections KW - Ramps (Interchanges) KW - Rural highways KW - Texas KW - Urban highways KW - Workshops UR - http://tti.tamu.edu/documents/5-4703-01-1.pdf UR - http://ntl.bts.gov/lib/35000/35000/35075/5-4703-01-1.pdf UR - https://trid.trb.org/view/1085934 ER - TY - RPRT AN - 01325138 AU - Salazar, Ken AU - McNutt, Marcia K AU - Department of the Interior AU - U.S. Geological Survey AU - Missouri Department of Transportation AU - Federal Highway Administration TI - Bathymetric Surveys at Highway Bridges Crossing the Missouri River in Kansas City, Missouri, using a Multibeam Echo Sounder, 2010 PY - 2010/11 SP - 74p AB - Bathymetric surveys were conducted by the U.S. Geological Survey, in cooperation with the Missouri Department of Transportation, on the Missouri River in the vicinity of nine bridges at seven highway crossings in Kansas City, Missouri, in March 2010. A multibeam echo sounder mapping system was used to obtain channel-bed elevations for river reaches that ranged from 1,640 to 1,800 feet long and extending from bank to bank in the main channel of the Missouri River. These bathymetric scans will be used by the Missouri Department of Transportation to assess the condition of the bridges for stability and integrity with respect to bridge scour. KW - Banks (Waterways) KW - Bathymetry KW - Bridges KW - Highway bridges KW - Kansas City (Missouri) KW - Missouri River KW - Multibeam superstructures KW - Scour KW - Sonic echo tests UR - http://ntl.bts.gov/lib/35000/35000/35087/or11008.pdf UR - http://ntl.bts.gov/lib/35000/35000/35087/or11008.pdf UR - https://trid.trb.org/view/1085893 ER - TY - RPRT AN - 01325009 AU - Martin, Peter T AU - Chaudhuri, Piyali AU - University of Utah, Salt Lake City AU - Mountain-Plains Consortium AU - Research and Innovative Technology Administration TI - Development of a Statewide User Cost Manual for Rural Work Zones PY - 2010/11 SP - 39p AB - Over recent years, the number of reconstruction and rehabilitation projects has increased significantly due to increased travel demand and a need for maintaining highway infrastructures. With the increased road rehabilitation projects, reducing congestion and delay caused by work zones and improving mobility is more important than ever. Work zones are costly in the actual construction and user delay. Today, highway agencies quantify work zone related costs and investigate methods to reduce them, which is critical to successful work zone management. The Utah Department of Transportation (UDOT) has planned to develop a Statewide Road User Cost manual for work zones. Under current procedures, UDOT engineers construct a new cost estimation method each time a contracting clause is required. This practice devours skilled employees‟ time and leads to inconsistent results. A standardized method would enable personnel of varying skill levels to calculate appropriate user cost amounts quickly and consistently, saving the department both time and money. This would enable UDOT to quickly and efficiently determine the cost effectiveness of various alternatives including detours, temporary roadway or shoulder construction and off-peak hour day work. The goal of this study is to develop the framework of the statewide road user cost manual for UDOT. This report documents the research underway at the Utah Traffic Lab (UTL) that will contribute to the development of the user cost manual. This study evaluates the impact of various work zone scenarios caused by roadway rehabilitation projects in Utah. The results for different scenarios are tabulated to construct the Road User Cost (RUC) look-up tables. These tables will assist UDOT for faster contracting and project delivery purposes. KW - Cost effectiveness KW - Costs KW - Highway operations KW - Manuals KW - Rural areas KW - Traffic congestion KW - Traffic simulation KW - Travelers KW - Utah KW - Work zones UR - http://www.mountain-plains.org/pubs/pdf/MPC10-228B.pdf UR - https://trid.trb.org/view/1085842 ER - TY - RPRT AN - 01325001 AU - Martin, Peter T AU - Gilbert, Jeremy AU - Shepherd, Benjamin AU - University of Utah, Salt Lake City AU - Mountain-Plains Consortium AU - Research and Innovative Technology Administration TI - Utah Department of Transportation Traffic Operation Center Operator Training PY - 2010/11 SP - 128p AB - This paper is a summary of work performed by the Utah Traffic Lab (UTL) to develop training programs for the Utah Department of Transportation (UDOT) Traffic Operations Center (TOC) operators at both the basic and advanced levels. The basic training is designed to train operators in the basic knowledge, skills, and ability to work as traffic operators. The training is performed at the UTL and the TOC in a concise two-week training course instead of the traditional on-the-job training method. In order to conduct the training, the UTL began with the UDOT TOC mission statement and applied a military approach to develop individual training tasks required of operators. Although training operators off site is not a new technique, the UTL used the unique approach of focusing training on the regional transportation network and branching off into other relevant topics when appropriate. The UTL found that understanding the local and regional transportation network was the single most important factor in efficient incident management. The advanced training program is designed to develop the knowledge, skills, and ability of traffic operators to identify and solve advanced traffic management and operation problems encountered at the TOC. It supports incident management instruction at the highest level and utilizes the advantages of traffic operators who work 24/7 and continually monitor the traffic network through closed circuit television. The report explains who is qualified to receive the advanced training program. The specific curriculum containing courses on advanced traffic operation techniques, geometric design, and traffic flow is presented. The method to measure performance through assessment and evaluation for the advanced training program is also presented. The advanced training program is an effective method to train operators to identify and solve advanced transportation management and operation problems. The authors present a critical overview of their training methods. KW - Curricula KW - Education and training KW - Education and training methods KW - Highway operations KW - Incident management KW - Operators (Persons) KW - Traffic control centers KW - Traffic surveillance KW - Utah Department of Transportation UR - http://www.mountain-plains.org/pubs/pdf/MPC10-229A.pdf UR - https://trid.trb.org/view/1085841 ER - TY - RPRT AN - 01324956 AU - Neuman, Michael AU - Bright, Elise AU - Morgan, Curtis AU - University Transportation Center for Mobility AU - Research and Innovative Technology Administration TI - Texas Urban Triangle: Creating a Spatial Decision Support System for Mobility Policy and Investments that Shape the Sustainable Growth of Texas PY - 2010/11//Final Report SP - 38p AB - This project developed a GIS-based Spatial Decision Support System to help local, metropolitan, and state jurisdictions and authorities in Texas understand the implications of transportation planning and investment decisions, and plan appropriately for the future. It provides an easily accessible, graphically represented, interactive database on infrastructural, demographic, environmental, agricultural, economic, hazard, and land use factors that affect transportation corridor location decisions. Specifically, the project team created an Internet-based spatial decision support system that will allow users to identify and visualize geographically those critical issues related to locating single mode or multi-modal surface transportation corridors for freight and passengers. Decision makers will be able to test multiple attributes in the decision making model to compare multiple transportation corridor scenarios for optimal mobility based on the decision parameters developed in the model. Jurisdictions and transportation authorities will use this tool to guide future decisions on transportation and its impacts on urban growth in a sustainable manner so that the need for economic development is balanced with environmental protection and human health, safety, and welfare. The system also helps address important research questions related to where future growth will occur in the Texas Urban Triangle, and at what scale, densities, and uses and to study selected impacts of this growth. Finally, the SDSS demonstrates the usefulness of WebGIS in facilitating sustainable transportation planning, policy making and investment decisions. KW - Capital investments KW - Decision support systems KW - Economic growth KW - Geographic information systems KW - Land use planning KW - Mobility KW - Sustainable development KW - Texas KW - Transportation planning UR - http://utcm.tamu.edu/publications/final_reports/Neuman_09-30-10.pdf UR - https://trid.trb.org/view/1085902 ER - TY - RPRT AN - 01324950 AU - Martin, Peter T AU - Nadimpalli, Bhagavan AU - University of Utah, Salt Lake City AU - Mountain-Plains Consortium AU - Research and Innovative Technology Administration TI - User Delay Costs Due to Work Zone Operations Near Echo Junction PY - 2010/11 SP - 19p AB - With the increasing number of road rehabilitation projects across the United States, the need to reduce user costs due to congestion is more important than ever. The Utah Department of Transportation (UDOT) has proposed replacing two I-80 bridges over Echo Dam Road and Weber River in Summit County. The proposed project includes removal of the existing structures and approaches, followed by construction of the new bridges. The proposed structures will be designed and built to allow for future bridge deck replacement while maintaining two-way traffic. The method of bridge replacement will be Accelerated Bridge Construction (ABC). This study evaluates the impact of proposed replacement on the travelers in Summit County. The purpose of this research is to provide UDOT an estimation of possible delay costs due to congested traffic resulting from the proposed work zone scenarios. The VISSIM micro-simulation tool is used to build and calibrate the models. Hourly traffic volumes, provided by UDOT, are added as vehicle inputs into the model. Two work zone scenarios were developed by UDOT: Echo and Weber River. In each scenario, one direction of traffic is closed at a time, while the opposite direction remains open for traffic. For the closed-direction, ramps are used as detours. Both these scenarios are simulated and user delay costs are measured separately. Results for both the Echo and the Weber River scenarios show that the average daily user delay cost is lowest on Mondays and Tuesdays. This suggests that UDOT can complete the proposed ABC work on these days, to ensure minimum traffic disruption to travelers. The future work consists of estimating user delay costs caused by the replacement of the bridge on 2300 East on I-80. Similar analysis is required to determine the day of the week that would have minimum daily user cost. KW - Costs KW - Microsimulation KW - Traffic congestion KW - Traffic delays KW - Traffic simulation KW - Traffic volume KW - Travelers KW - Work zone traffic control KW - Work zones UR - http://www.mountain-plains.org/pubs/pdf/MPC10-228A.pdf UR - https://trid.trb.org/view/1085840 ER - TY - RPRT AN - 01322474 AU - Shappell, Scott AU - Hackworth, Carla AU - Holcomb, Kali AU - Lanicci, John AU - Bazargan, Massoud AU - Baron, Jaclyn AU - Iden, Rebecca AU - Halperin, Daniel AU - Clemson University AU - Federal Aviation Administration AU - Embry-Riddle Aeronautical University TI - Developing Proactive Methods for General Aviation Data Collection PY - 2010/11//Final Report SP - 28p AB - Introduction: Over the last 20 years, nearly 40,000 general aviation (GA) aircraft were involved in accidents, roughly 20% of which were fatal. To address this safety concern, scientists have often relied on accident data. Because of the rare nature of accidents, commercial aviation incident and near miss data may prove to be useful sources of safety information. In one such study, the National Transportation Safety Board interviewed GA pilots that were flying near a weather-related accident in pursuit of a different perspective than that of the accident pilot. Interviewing GA pilots about their own weather-related event may provide similar benefits. Method: To understand factors leading GA pilots to encounter adverse weather conditions, pilots involved in an adverse weather encounter were interviewed using a one-hour structured interview. The interview was developed using surveys utilized by National Aeronautics and Space Administration and the Federal Aviation Administration (FAA). In total, 27 pilots who experienced an adverse weather encounter were interviewed, of which 25 were included in the final analysis. Results: Previous studies conducted by the FAA and others found many GA accidents involving flight into adverse weather were categorized as a willful disregard for the rules and regulations of safety; violations as defined by the Human Factors Analysis and Classification System. Contrary to what the accident record seems to suggest, flight into adverse weather may also be influenced by the lack of appreciation/understanding of the hazards associated with adverse weather. Perhaps some encounters with adverse weather were motivated by outside influences or exacerbated by some manner of mechanical failure that may have led to the willful acceptance of unnecessary hazards. Conclusions: These data suggest that current beliefs surrounding flight into adverse weather by GA pilots may be incomplete. The data presented here suggest that additional effort should be placed in training, both ab initio and recurrent. Emphasis should be placed on ensuring a full understanding of the adverse impact of weather, including the recognition of instrument meteorological conditions, icing, convective events, etc. Likewise, with the proliferation of commercial weather products and on-board weather equipment, it may be time to move toward some form of standard weather package that all pilots would review before flying. KW - Air transportation crashes KW - Aviation safety KW - Data collection KW - Education and training KW - General aviation KW - General aviation pilots KW - Knowledge KW - Understanding KW - Weather conditions UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201016.pdf UR - http://ntl.bts.gov/lib/35000/35700/35706/FAA_data_collection.pdf UR - https://trid.trb.org/view/1083491 ER - TY - RPRT AN - 01470316 AU - Cross, Stephen A AU - Oklahoma State University, Stillwater AU - Oklahoma Department of Transportation AU - Federal Highway Administration TI - QC/QA Testing Differences Between Hot Mix Asphalt (HMA) and Warm Mix Asphalt (WMA): Annual Report for FY 2010 PY - 2010/10/31 SP - 12p AB - The objectives of this study are to develop testing protocols for the different warm mix asphalt (WMA) additives for mix design and quality control/quality assurance (QC/QA) procedures. For mix design, testing protocols need to be developed for rut testing and moisture sensitivity testing. For QC/QA, protocols need to be developed for lab-molded void properties and asphalt content. To meet the objectives, equivalent compaction temperatures and/or compactive efforts need to be established for WMA additives. Equivalent compaction temperatures and/or compactive efforts are those that would produce void results for WMA mixtures similar to conventional Superpave mixtures. Once this is established, the effect of WMA additives on lab-molded volumetric results from Superpave Gyratory Compactor (SGC) samples (QC/QA properties) and mix design results (moisture sensitivity and rutting) could be determined. If properties/results differ significantly from those obtained from the same conventional hot mix asphalt (HMA) mix, standard testing protocol(s) using the SGC would be developed that would provide test results consistent with conventional HMA test results. Test protocols could be dependent upon the specific WMA technology. Because the test protocols would be highly dependent upon the accuracy and repeatability of the test results, sample preparation and testing is being performed by a commercial testing laboratory employing Oklahoma Department of Transportation (ODOT) certified HMA technicians rather than graduate students. KW - Compaction KW - Hot mix asphalt KW - Mix design KW - Moisture content KW - Pavement performance KW - Quality assurance KW - Quality control KW - Rutting KW - Test procedures KW - Warm mix paving mixtures UR - http://www.okladot.state.ok.us/hqdiv/p-r-div/spr-rip/library/reports/rad_spr2-i2218-fy2010-rpt-ann-cross.pdf UR - https://trid.trb.org/view/1237845 ER - TY - RPRT AN - 01354116 AU - Quadrato, Craig AU - Wang, Weihua AU - Battistini, Anthony AU - Wahr, Andrew AU - Helwig, Todd AU - Frank, Karl AU - Engelhardt, Michael AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Cross-Frame Connection Details for Skewed Steel Bridges PY - 2010/10/31/Technical Report SP - 411p AB - This report documents a research investigation on connection details and bracing layouts for stability bracing of steel bridges with skewed supports. Cross-frames and diaphragms play an important role in stabilizing steel girders, particularly during construction. The commonly used bent plate connection between skewed braces and steel girders can introduce flexibility that can have detrimental effects on the bracing behavior. An alternative detail investigated in this study is a split pipe stiffener used to connect cross-frames to girders at a skew. The split pipe stiffener allows perpendicular connections to the cross-frame connection tab, regardless of the skew angle. The split pipe provides a stiffer connection between the cross-frame and the girder. More importantly, the split pipe stiffener increases the torsional stiffness of the girder by introducing substantial warping restraint. This increases the lateral torsional buckling capacity of the girder and allows the first line of intermediate cross-frames to be moved farther from the support. Overall, the increase in girder torsional stiffness and buckling capacity that results from the use of the split pipe stiffener will enhance the safety of the girder at all stages of construction: during transportation, lifting, erection, and placement of the concrete deck. This study also examined layout patterns for intermediate cross-frames in skewed bridges. Results showed that staggering the intermediate cross-frames reduces live load induced forces in the cross-frame members and mitigates the potential for associated fatigue cracking. This report also provides design recommendations for the split pipe stiffener and provides a procedure for computing the buckling capacity of girders with split pipe stiffeners. KW - Bracing KW - Buckling KW - Cross frames KW - Lateral supports KW - Live loads KW - Skewed structures KW - Splitting (Pipe) KW - Steel bridges KW - Stiffness KW - Structural connection KW - Torsion UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5701_1.pdf UR - https://trid.trb.org/view/1116076 ER - TY - RPRT AN - 01349471 AU - Cheng, Samuel AU - Huck, Robert C AU - Verma, Pramode AU - Ghosh, Anjan AU - Sluss, James J AU - University of Oklahoma, Tulsa AU - Oklahoma Transportation Center AU - Research and Innovative Technology Administration TI - Commercial Vehicle Route Tracking using Video Detection PY - 2010/10/31/Final Report SP - 85p AB - Interstate commercial vehicle traffic is a major factor in the life of any road surface. The ability to track these vehicles and their routes through the state can provide valuable information to planning activities. The authors propose a method using video cameras to capture critical information about commercial vehicles when they enter the state and store this information for later retrieval to provide tracking functions. As these vehicles continue on their routes, additional cameras will capture images that can be used for route tracking. By using these data, reports and highway utilization maps could be generated showing commercial vehicle routes and vehicle counts for state highways. Spurred by the competitive performance potential realized in face recognition via sparse representation, the authors treat the problem of vehicle identification with different video sources as signal reconstruction out of multiple linear regression models and use compressive sensing to solve this problem. By employing a Bayesian formalism to compute the l-1 minimization of the sparse weights, the proposed framework provides new ways to deal with three crucial issues in vehicle identification: feature extraction, online vehicle identification dataset build up, and robustness to occlusions and misalignment. For feature extraction, the authors use the simple down-sampled features which offer good identification performance as long as the features space is sparse enough. The theory also provides a validation scheme to decide if a newly identified vehicle has been included in the dataset. Moreover, unlike PCA or other similar algorithms, using down-sampling based features, one can easily introduce features of newly identified vehicles into the vehicle identification database without manipulating the existing data in the database. Finally, Bayesian formalism provides a measure of confidence for each sparse coefficient. The authors have conducted experiments to include different types of vehicles on the interstate highway to verify the efficiency and accuracy of their proposed system. The results show that the proposed framework cannot only handle the route tracking of commercial vehicles, but works well for all classes of vehicles. KW - Automatic vehicle identification KW - Commercial vehicles KW - Interstate transportation KW - Traffic surveillance KW - Truck routes KW - Vehicle detectors KW - Vehicle tracking KW - Video cameras UR - http://www.oktc.org/otc/files/finalReports/OTCREOS9.1-16-F.pdf UR - https://trid.trb.org/view/1108035 ER - TY - ABST AN - 01461616 TI - Role of Human Factors in Preventing Cargo Tank Truck Rollovers AB - Several major sources of crash data were reviewed in the study to quantify cargo tank rollover issues. These sources identified "driver error" as the most significant cause of cargo tank truck rollovers. The Cargo Tank Roll Stability Study categorized all driver-related findings under the "driver training" heading. While training is a key factor, it has been suggested that other factors in the driver's environment could contribute to a rollover, because even experienced drivers have rollovers. Further research into the "why" of driver-caused rollovers could help answer such questions as: Why is driver error the main cause of three-quarters of cargo tank truck rollovers? What guidance could be developed to help mitigate driver error as a cause of cargo tank truck rollovers? What actions have carriers taken to reduce driver-caused rollovers and how can those actions be shared with the industry? Are there lessons to be learned from other industries or countries. To aid in crash reduction, further root cause investigation, coupled with identifying best driver safety, management, and communication practices, could present an efficient approach to reducing driver errors because it can accelerate improvements by eliminating the trial and error process in countermeasure development. The objectives of this research are to (1) identify and analyze the root causes of the major driver factors contributing to cargo tank truck rollovers and (2) determine best safety, management, and communication practices that can be used to minimize or eliminate driver errors in cargo tank truck operations. KW - Crash prevention KW - Fatalities KW - Hazardous materials KW - Rollover crashes KW - Spills (Pollution) KW - Traffic crashes KW - Traffic safety KW - Trucks UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2931 UR - https://trid.trb.org/view/1229835 ER - TY - RPRT AN - 01325107 AU - Volpe National Transportation Systems Center AU - Research and Innovative Technology Administration AU - Federal Aviation Administration TI - Literature for Flight Simulator (Motion) Requirements Research PY - 2010/10/29 SP - 503p AB - This is the yearly snapshot of the literature examined in the framework of the Federal Aviation Administration/Volpe Center Flight Simulator Human Factors Program and entered in an EndNote® database. It describes 1131 documents, 118 more than last year’s edition which it replaces. We are making this literature database available to the public because of feedback received from researchers all over the world that it helps their own investigations. The document has been stripped of any notes reflecting subjective assessments of the reviewers. What remains is a collection, with abstracts and keywords, of the literature reviewed in connection with our on-going work on flight simulator fidelity requirements for effective airline pilot training and evaluation.1 This work is conducted at the United States Department of Transportation Research and Innovative Technologies Administration’s John A. Volpe National Transportation Systems Center. The research is supported by the Federal Aviation Administration's Human Factors Research and Engineering Group (ATOP-HF). KW - Air pilots KW - Aviation safety KW - Continuing education KW - Databases KW - Education and training KW - Flight simulators KW - Literature reviews UR - http://ntl.bts.gov/lib/34000/34900/34992/Lit_Flight_Simulators_2010.pdf UR - https://trid.trb.org/view/1086082 ER - TY - RPRT AN - 01337286 AU - Klingner, Richard E AU - Bayrak, Oguzhan AU - Jirsa, James O AU - Chao, Shih-Ho AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - PCP Cracking and Bridge Deck Reinforcement: An Interim Report PY - 2010/10/28/Technical Report SP - 37p AB - TxDOT Project 0-6348 “Controlling Cracking in Prestressed Concrete Panels and Optimizing Bridge Deck Reinforcing Steel” started on September 1, 2008 and is scheduled to end on August 31, 2012. The project is proceeding on schedule. This report summarizes research progress to date, and lists the principal findings, including information on prestressing strands, placement of reinforcing bars, design of top-mat reinforcement, and use of high performance steel fibers in reinforcement. KW - Bridge decks KW - Cracking KW - High performance steel KW - Panels KW - Prestressed concrete KW - Prestressing KW - Reinforcement (Engineering) KW - Reinforcing bars KW - Reinforcing steel UR - http://www.utexas.edu/research/ctr/pdf_reports/0_6348_1.pdf UR - https://trid.trb.org/view/1097594 ER - TY - RPRT AN - 01361038 AU - McDonald, Thomas J AU - Iowa State University, Ames AU - Federal Highway Administration TI - Road Safety Audit for Prince of Wales Island, Alaska PY - 2010/10/25 SP - 58p AB - In response to a safety concern by local citizens, a safety audit was conducted on Kassan Road and Hydraburg Highway. Kasaan Road extends from the Village of Kasaan, population approximately 60, to Forest Highway 22 on Prince of Wales Island. The road is the sole access for this community and adjacent property. The nearest community is Thorne Bay, population approximately 560. Length of the reviewed section is 17.2 miles, the surface is granular, and traffic volume was estimated at about 350 vehicles per day. The right of way width varies from about 120-200 ft, depending on the jurisdiction in control. The roadway alignment is extremely curvilinear horizontally with some variation in vertical alignment as well. Traveled way width varies from about 15-30 ft throughout the length. However, the road is driven as single lane throughout by motorists, except when meeting another vehicle. Surrounding terrain is mostly estuary and floodplain, with some mountainous or steep side slopes. The road surface exhibits considerable washboarding and numerous potholes, despite apparent frequent motor patrol blading. Posted speed is 20 miles per hour (mph) overall with some sections posted at 10 mph and one section posted at 30 mph. A large power line extends along the length of the roadway, with some poles very near the traveled way. Milepost markings are painted on some of the poles. General information guide signing would be beneficial for the general public as well as government staff. Beam guardrails are installed in several locations to shield roadside hazards and four bridges. Most of the guardrail is not in good condition, and the terminal sections are not of current design. In addition, many side hazards, such as high fills and steep slopes are not shielded. Conversely, a few guardrail installations don’t appear to be warranted when comparing the side hazard being shielded with the potential hazard presented by the guardrail (from both the rail and the reduced roadway width at installation locations). Some warning signs are in place to advise of hazards, but many are in need of maintenance or replacement. Additional signing is needed in many locations. All signing should be updated to comply with the 2009 edition of the Manual on Uniform Traffic Control Devices (MUTCD). Drainage under the roadway is conveyed by corrugated metal pipes, mostly 30-36 in. in diameter. Condition is unknown. The improvement would propose a reconstruction to provide a wider roadway with improved alignment and possibly paving. Scheduling is dependent on the availability of funding. The safety audit will address low-cost improvements that could address several potential hazards along the alignment. KW - Alaska KW - Alignment KW - Guardrails KW - Highway safety KW - Manual on Uniform Traffic Control Devices KW - Safety audits KW - Safety improvement KW - Warning signs UR - http://www.intrans.iastate.edu/reports/prince_of_wales_ak_rsa_w_cvr.pdf UR - https://trid.trb.org/view/1126958 ER - TY - RPRT AN - 01613800 AU - Federal Highway Administration AU - Volpe National Transportation Systems Center TI - Integrating Metropolitan Planning Organizations into the State’s Highway Safety Improvement Program (HSIP) PY - 2010/10/22 SP - 11p AB - This report provides a summary of a peer exchange held June 15, 2010 in Syracuse, New York, sponsored by the Association of New York State Metropolitan Planning Organizations (NYSMPO) and the New York State Department of Transportation (NYSDOT). It also includes proposed next steps developed as part of the NYSMPO Safety Working Group’s (SWG) action plan. The peer event coincided with the 2010 NYSMPO Annual Conference. The peer exchange convened New York’s safety stakeholders to identify ways to collaborate with NYSDOT to improve safety on all of the State’s roadways with the desired outcome to develop strategies for an action plan to help New York’s metropolitan planning organizations (MPOs) work with partners to progress safety issues and reduce fatal and serious injury crashes in New York. The action plan will provide a foundation for NYSMPO’s Comprehensive Safety Monitoring and Planning effort, which seeks to address safety issues on local roads in New York’s Highway Safety Improvement Program (HSIP).The event also focused on sharing knowledge among selected peers on active participation in the HSIP, including the Mid-Ohio Regional Planning Commission (MORPC), Delaware Valley Regional Planning Commission (DVRPC), and the Louisiana Department of Transportation and Development (LA DOTD). Criteria for selecting peers included demonstration of successful past collaboration with safety partners, including State DOTs, MPOs, law enforcement, local governments, public health providers, and educators in developing and implementing local HSIP projects in rural and urban locations. Success with systematic improvements was another criterion: these types of projects can effectively address the types of crashes, such as roadway departures, which occur on local roads. The action plan developed from the peer exchange will ultimately identify champions as well as a timeline for deliverables. KW - Cooperation KW - Delaware Valley Regional Planning Commission KW - Highway safety KW - Highway Safety Improvement Program KW - Louisiana Department of Transportation and Development KW - Metropolitan planning organizations KW - Mid-Ohio Regional Planning Commission KW - New York State Association of Metropolitan Planning Organizations KW - New York State Department of Transportation KW - Peer exchange KW - Stakeholders KW - State departments of transportation KW - Strategic planning UR - http://ntl.bts.gov/lib/59000/59400/59455/peer_report_NY_June2010.pdf UR - https://trid.trb.org/view/1425513 ER - TY - RPRT AN - 01325157 AU - Kauffman, Farah AU - McCullough, Jody AU - Kephart, Donna AU - Penn State College of Medicine AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Pennsylvania Safe Routes to School Program PY - 2010/10/21/Final Report SP - 219p AB - In October 2007, the Center for Nutrition and Activity Promotion at Penn State Hershey Children's Hospital (Center) began working under contract with the Pennsylvania Department f Transportation (PennDOT) to develop, coordinate and administer the non-infrastructure side of the Pennsylvania SRTS Program. The Center provided grants and technical assistance to 40 K-8 schools; produced resources to support the development and implementation of SRTS plans, led statewide promotional efforts around Walk to School Day; trained individuals on various SRTS-related topics; and fostered strategic relationships with key stakeholders. The Center effectively engaged K-8 schools to administer the required components by the Federal SRTS Program. Hundreds of schools, representing tens of thousands of students, were reached each year through Walk to School Day promotion, the Center's multiple listservs, and the SRTS Academy website, for instance. The grant program alone successfully engaged 40 schools, representing more than 20,000 students. The funding made available through the Pennsylvania SRTS Program enabled the Center to make significant contributions to the SRTS movement. Ultimately, it allowed the Center to give K-8 schools the opportunity to create more supportive, safer movements for walking and bicycling to school. KW - Pedestrian safety KW - Pedestrian traffic KW - Planning KW - Safe Routes to School (Program) KW - School children KW - Technical assistance KW - Walk to School Day KW - Walking UR - http://ntl.bts.gov/lib/35000/35000/35065/PA_Safe_Routes_to_School_2007-2010.pdf UR - https://trid.trb.org/view/1086062 ER - TY - RPRT AN - 01335452 AU - Burt, Matt AU - Sowell, Garnell AU - Crawford, Jason AU - Carlson, Todd AU - Battelle Memorial Institute AU - Federal Highway Administration TI - Synthesis of Congestion Pricing-Related Environmental Impact Analyses – Final Report PY - 2010/10/18 SP - 96p AB - This report summarizes the state-of-the-practice and presents a recommended framework for before-after evaluations of the environmental impacts of congestion pricing projects, such as high-occupancy toll (HOT) lanes and cordon or area pricing schemes. The report focuses on the three environmental impact areas that have been most commonly examined in such evaluations: air quality, noise, and environmental justice (sometimes referred to as equity). Since environmental impacts are a function of the travel impacts of congestion pricing projects, this report also examines state-of-the-practice regarding evaluation of travel impacts such as traffic, transit and travel behavior. The state-of-the-practice results are based primarily on a review of the published literature associated with eight congestion pricing study projects from around the world. A number of gaps in existing practice and understanding are identified and recommendations are provided to address those gaps. KW - Air quality KW - Before and after studies KW - Case studies KW - Congestion pricing KW - Cordon pricing KW - Environmental impacts KW - Environmental justice KW - Equity (Justice) KW - High occupancy toll lanes KW - Literature reviews KW - Noise KW - State of the practice KW - Travel behavior UR - http://www.ops.fhwa.dot.gov/publications/fhwahop11008/fhwahop11008.pdf UR - https://trid.trb.org/view/1098979 ER - TY - ABST AN - 01461678 TI - Improving Safety Culture in Public Transportation AB - The news of transit accidents in the last 2 years has been significant and made national headlines, in part because of the human errors that resulted in the accidents and in some cases, fatalities. In at least two of these major accidents, transit operators/transit workers and passengers were either seriously injured or killed. One of the questions to be answered is what is the culture of the working environment where serious accidents occur? Another question is what truly constitutes a culture of safety in a transit agency? "Safety Culture" belies the concept that a culture of safety exists in the transit community. There is some evidence to suggest that safety culture that is ingrained from the boardroom to the rail platform may not exist. There are many different safety programs, some of which are mandated by government organizations and/or groups outside of the immediate transit community. Even where there are collective representative worker organizations, safety programs exist, but not a culture of safety since accidents occur in these situations as well. Is it a legitimate statement to say that a safety culture is defined by top management in the organization, or is it equally legitimate to say the front-line worker defines the safety culture?   Although there has been serious discussion about safety, there has not emerged a concept of how transit organizations design, develop, and implement a "safety culture" resulting in no or few accidents. To define the "ingredients" of an effective transit safety culture, the objective of this research would be to establish the necessary protocols, communication requirements, and best practices for how transit organizations would go about implementing a true safety culture and committing to the willingness of establishing metrics as part of a program. The research may include a review of relevant literature, on a global scale, to identify key elements of what a transit safety culture could "look like"; a survey of selected American transit organizations to aid in identifying key elements of information about transit culture as well as transit safety issues; identification of a policy on safety culture; and a means to track aspects of the safety issues involved with the program to see if the metrics will aid in building the culture, thus reducing the accidents. The research will also identify and evaluate different safety culture and leadership styles. This project is a necessary step in the development of an overall review of what a transit safety culture is and what it means to agencies. The research results would provide guidance for transit agencies in order to build an effective safety culture with metrics to measure its performance and thus minimize accidents. The objective of this research is to develop resources for assessing, improving, and monitoring organization-wide safety culture that promote safety as a core value and top priority throughout public transportation systems. The resources should (1) explain the imperative of an effective safety culture; (2) identify and assess safety culture concepts from within and outside the public transportation sector; and (3) present organizational models, processes, and pragmatic strategies for assessing, improving, and monitoring the safety performance and safety culture of public transportation systems. KW - Communication systems KW - Crashes KW - Fatalities KW - Public transit KW - Transit crashes KW - Transit operating agencies UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2895 UR - https://trid.trb.org/view/1229897 ER - TY - RPRT AN - 01323776 AU - Marsh, M Lee AU - Stanton, John F AU - Eberhard, Marc O AU - Haraldsson, Olafur AU - BergerABAM AU - University of Washington, Seattle AU - Federal Highway Administration TI - A Precast Bridge Bent System for Seismic Regions PY - 2010/10/15/Phase I Report SP - 24p AB - This report describes a precast concrete bridge bent system that is suitable for high seismic zones. Lateral load tests on both the top (column-to-cap) and bottom (column-to-footing) connections of the system have demonstrated that the connections have strengths and ductilities similar to those of comparable cast-in-place connections. Additional tests on the bottom connection of the system are ongoing, and construction of a demonstration bridge project will begin later this year. The final development of this system is partially funded by the FHWA’s Highways for LIFE Technology Partnerships Program (DTFH61-09-00005). Information on both the Highways for LIFE program and this project may be found at http://www.fhwa.dot.gov/hfl/. KW - Bents KW - Concrete bridges KW - Earthquake engineering KW - Earthquakes KW - Precast concrete KW - Structural connection UR - http://www.fhwa.dot.gov/hfl/partnerships/pdfs/berger_phase_1_report_20101015.pdf UR - https://trid.trb.org/view/1085244 ER - TY - RPRT AN - 01449523 AU - Kachroo, Pushkin AU - Shlayan, Neveen AU - University of Nevada, Las Vegas AU - Research and Innovative Technology Administration TI - Validating Traffic Flow-detectors using Manual Counting from Video Data PY - 2010/10/12/Final Report SP - 148p AB - According to Las Vegas' Freeway and Arterial System of Transportation (FAST)/Nevada Department of Transportation (NDOT) inter-local agreement for the freeway management system (FMS) scope of service, traffic volumes from Freeway Flow Detectors (FDD) need to be compared and verified. The total lane-by-lane traffic counts need to be verified to assure that the FDDs are properly aligned and calibrated. The scope of work for this project outlined tasks for the implementation of traffic count verification for the freeway flow detectors on segments of I-15, US-95 and CC 215. FAST provided traffic counts and corresponding videos of traffic flow extracted from the FMS database and freeway surveillance videos of the same time periods and locations to be verified. University of Nevada, Las Vegas, Transportation Research Center, verified the traffic counts (lane-by-lane) from the videos. Data analysis was performed on the traffic counts, and this report was generated to document the verification results. KW - Data analysis KW - Freeway flow detectors KW - Freeway management systems KW - Manual traffic counts KW - Traffic counts KW - Traffic flow KW - Traffic volume KW - Vehicle detectors KW - Video data UR - http://nutc.unlv.edu/ProjectsInfo/Flow/Flow.pdf UR - https://trid.trb.org/view/1215745 ER - TY - ABST AN - 01464041 TI - Modulus-Based Construction Specification for Compaction of Earthwork and Unbound Aggregate AB - Earthwork and unbound bases are a significant portion of highway construction and are important to the performance of highway infrastructures. Due to their accumulated experience over the years, highway engineers and practitioners feel comfortable in specifying construction compaction quality control in terms of dry unit weight and moisture content. However, there is a lack of direct connection between design and construction, in the sense that the dry unit weight and moisture content of materials cannot be used directly in design. Instead, the mechanical properties of materials, such as strengths and moduli, are required. In the case of pavement engineering, both the 1993 AASHTO Pavement Design Guide and the new Mechanistic-Empirical Pavement Design Guide (M-EPDG), which is newly adopted by AASHTO, require the resilient moduli of bases and subgrade as major input for highway pavement structural design. Due to the limitations of current practice in the quality control and quality assurance for earthwork and unbound base construction, the technology of intelligent compaction has been developed. The stiffness, or modulus, of compacted materials is measured during the compaction process and used as feedback to automatically adjust the compaction effort to be applied. The question, not just with the intelligent compaction but with all construction techniques, is whether the field determined stiffness or modulus can be used as an acceptance criterion for compaction quality control. The doubt and reluctance to accept this new approach lie in the concerns regarding the long term performance of compacted materials. Therefore, the modulus-based construction specifications should address issues with a perspective of long-term performance. The fact that modulus is strongly influenced by the variation of moisture content for earth and unbound materials is well understood. The variation of moisture content, in turn, depends on the materials' capability, which is controlled by the materials' compositions and physical conditions, to absorb available free moisture, which is controlled by the local climatic environment and the distance to the ground water table. All of these should be reexamined on the basis of the principle of unsaturated soil mechanics with respect to highway engineering and construction. If the Enhanced Integrated Weather Model can be developed and implemented in the new M-EPDG endorsed by AASHTO, a similar procedure with a more flexible format also should be able to be developed and be tailored to fit in various local environment and climatic conditions. The objective of the research is to provide state highway agencies with a guideline that includes procedures to develop a local modulus- or stiffness-based construction specifications to be utilized in the compaction of earth and unbound base materials. The procedures should be based on an extensive study of the engineering properties of various material types under different environmental and climatic conditions based on the principle of unsaturated oil mechanics. The study also should evaluate and compare various in-situ testing devices available for moduli at the national level. The study should seek the participation of state highway agencies and use states from different regions as examples to demonstrate the feasibility of the recommended guideline. The research team should include members from academia, industry, and state highway agencies. The study will require, but will not be limited to, perform literature review, solicit and select states for participation; evaluate the Enhanced Integrated weather model used in the new M-EPDG or other models to predict the long term variation of field modulus or stiffness and select the best model; collect additional lab and field data to calibrate/validate the selected model; run the model to analyze and generate charts and diagrams for the various combinations of material types, engineering properties, and environmental and climatic conditions for individual state highway agencies to use as a reference; implement the developed protocol in the participating state highway agencies; and write a final report to document the research effort and final results. Improving the construction qualities of earth and unbound base materials in highway construction and linking the construction with pavement design procedure will have a fundamental impact on highway engineering in the United States. The guideline developed in this study will help state highway agencies to develop their local modulus- or stiffness-based construction specifications for earth and unbound base materials through demonstration and technical guidance considering local materials, environment, and climatic conditions. The results of this study, if implemented properly, will greatly promote the improvement of both design and construction of pavement structures and a more cost-effective use of highway construction budget due to improvement in predicting pavement performance. The successful execution of this study will promote and expedite the implementation of intelligent compaction technology in highway construction so a better construction quality of highways can be achieved. It also will assist in the implementation of the new M-EPDG, in the sense that the results from construction quality control and assurance will be secured to meet the requirement of pavement structure design and the environmental and climatic impact on pavement performance will be better understood. Data accumulated from this study and its implementation also will lay the foundation for future improvement of the M-EPDG. Therefore, the potential for payoff from the achievement of project objectives is significant and cannot be overestimated. KW - Acceptance tests KW - Earthwork KW - Mechanistic-Empirical Pavement Design Guide KW - Pavement design KW - Quality control KW - Specifications KW - Subbase (Pavements) KW - Unbound materials UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2908 UR - https://trid.trb.org/view/1232269 ER - TY - ABST AN - 01576005 TI - Improved Performance of Concrete in Rigid Pavements and Other Transportation Structures Through Modeling of Cement Hydration AB - The purpose of this interagency research project with the National Institute of Standards and Technology (NIST) is to work cooperatively with the Federal Highway Administration (FHWA) on cement hydration kinetics modeling research. The focus will be on clearly defining the causes of the onset and end of the induction period of alite, which controls set, strength, and subsequent microstructural development. The researchers will simulate the presence of mineral and chemical admixtures by introducing aluminate and sulfate ions and organic retarders at ratios known to perturb normal hydration. The researchers will also use new experimental methods capable of measuring chemical and microstructural changes on the nanometer to micron scale during hydration; the goal is to use this insight to improve the ability of NIST’s HydratiCA model to predict hydration kinetics and microstructure in the presence of supplementary cementing materials (SCMs), such as fly ash, slag and metakaolin, as well as in organic admixtures. This detailed understanding will also lead to the improvement of the boundary nucleation and growth (BNG) model to permit prediction of hydration kinetics and setting behavior, using a software tool that is powerful but simple enough to be used in the field. KW - Admixtures KW - Cement KW - Fly ash KW - Hydration KW - Kinetics KW - Microstructure KW - National institute of Standards and Technology KW - Pavement performance KW - Rigid pavements KW - Simulation KW - Slag UR - http://www.fhwa.dot.gov/research/tfhrc/projects/projectsdb/projectdetails.cfm?projectid=FHWA-PROJ-10-0084 UR - https://trid.trb.org/view/1369873 ER - TY - ABST AN - 01573572 TI - Develop/Improve American Association of State Highway and Transportation Officials Concrete Coefficient of Thermal Expansion Test AB - The project concerns ruggedness and precision evaluation and assistance in the deployment of American Association of State Highway and Transportation Officials Coefficient of Thermal Expansion Testing Equipment for Concrete Cores and Cylinders. It involves participation in Ruggedness and Precision Studies on the Various Coefficient of Thermal Expansion Equipment Options; Pine, Gilson, Manual (endpoint and length-change curve evaluation). It also calls for addressing the needs of the Mechanistic-Empirical Design Guide for accurate characterization of the thermal properties of the concrete—as affected by the materials and mixture proportions—for Concrete Pavement Road Map Track 2 research on the design guide and Subtrack MD 2.8 of Concrete Pavement Road Map Track 1—Portland Cement Concrete Mixture Thermal Tests: Coefficient of Thermal Expansion advancement and other thermal testing if needed. Coefficient of Thermal Expansion has been found to be a very important factor in the performance of concrete pavement, and having more accurate Coefficient of Thermal Expansion values for the actual mixture will improve the accuracy of performance predictions and evaluations of concrete pavement sections. During ruggedness testing, specimens will also be used to look at concrete materials and age effects and to compare the Texas/California slope data versus the current American Association of State Highway and Transportation Officials' endpoint technology. KW - Admixtures KW - American Association of State Highway and Transportation Officials KW - California KW - Concrete pavements KW - Durability KW - Pavement performance KW - Portland cement concrete KW - Texas KW - Thermal expansion UR - https://trid.trb.org/view/1366813 ER - TY - ABST AN - 01570497 TI - New England Transportation Consortium (VI) AB - This consortium pools the financial, professional, and academic resources of the New England region. The pooled resources are used to develop improved methods of dealing with common problems in the planning, design, construction, maintenance, rehabilitation, reconstruction, and operation of transportation systems in the participating states. The program is intended to supplement, not to replace, ongoing state and federal research activities and other national programs, such as the Cooperative Research Programs of the National Academies. KW - Design KW - Maintenance KW - New England Transportation Consortium KW - Regional planning KW - Resource allocation KW - Transportation system management UR - http://www.pooledfund.org/Details/Study/450 UR - https://trid.trb.org/view/1362138 ER - TY - ABST AN - 01468023 TI - Evaluating the Impact of Local Actions on Vehicle Miles Traveled: Case Study in Davis, CA AB - The proposed project will bring the methods of program evaluation to the field of transportation policy, evaluating the effect on vehicle miles traveled of three local changes to the land use-transportation system in Davis, California. The three changes are the opening of the first big box store in Davis, the opening of an innovative mixed-use development, and a vehicle lane reduction/bicycle lane addition project on a major arterial road adjacent to downtown. The research design proposed for all three evaluations is a before/after data collection approach with treatment and control groups where feasible. This proposal covers the second year of a four-year project. The project will make two important contributions: it will be a test bed and model for before/after program evaluation in transport planning, and the results will provide much-needed evidence of the relative vehicle miles of travel (VMT) reduction potential of different local actions. KW - Arterial highways KW - Before and after studies KW - Bicycle lanes KW - Bicycle travel KW - Case studies KW - Data collection KW - Davis (California) KW - Land use planning KW - Local transportation KW - Mixed use development KW - Policy making KW - Vehicle miles of travel UR - https://trid.trb.org/view/1236259 ER - TY - ABST AN - 01467997 TI - Application Specific Scenario Evaluation Using Driving Simulator AB - The project utilizes an in-house 3-axis driving simulator and has been divided into three major components examining various driver related issues. The first examines the change in driving behaviors, capabilities, and reaction time of people who are under the influence of alcohol. Multiple driving scenarios have been created and programmed for the simulator allowing the test subjects to drive through traffic situations they may face in the Las Vegas valley. This provides an opportunity to observe how the chances of crashes and other incidents increase while intoxicated. This function will also be used for conducting local workshops at alcohol serving establishments to increase awareness of issues related to driving while intoxicated. The second component of the project involves developing an elderly driver training and re-training program. The aim of this program is to provide elderly drivers a simulated traffic environment to sharpen their skills and become more aware of their driving abilities. This program will both evaluate their skills and facilitate training for those drivers. The third component of the project involves conducting surveys to gather public opinion about new proposed traffic changes ranging from new laws to new transportation related construction. The test subjects would be able to drive through the city with the new changes included in the simulated scenarios and provide feedback for local and state officials to consider. KW - Alcohol awareness programs KW - Awareness KW - Driver training KW - Driving simulators KW - Drunk drivers KW - Human factors in crashes KW - Las Vegas (Nevada) KW - Reaction time KW - Traffic simulation KW - Travel behavior UR - https://trid.trb.org/view/1236233 ER - TY - ABST AN - 01467996 TI - I-15 South Design-Build Comprehensive Evaluation Study Based on Quantitative and Qualitative Analysis AB - More than 170,000 vehicles use the Interstate 15 (I-15) daily. The I-15 was first built in the 1960's and was not reconstructed for some time. The interstate's evident poor condition which degraded safety and its inadequacy to sustain the rapidly growing traffic demand of the Las Vegas region rendered it as a top priority for a reconstruction project. Nevada Department of Transportation (NDOT) decided to invest in the I-15's reconstruction project. NDOT, with the North Corridor Constructors (NCC) contractor, commenced the first design-build transportation construction project in Nevada's history, a joint-venture between Las Vegas Paving Corporation and engineering consulting firm CH2M Hill. The purpose of this union (the design team and the construction team) was to allow concurrent work to take place in order to reduce the project's overall duration. Furthermore, it was expected that communication levels would increase tremendously among crews for attaining significantly higher efficiency. Expectations of success were very high; however, surprisingly, the actual results of this project beat any expectations. The project delivery was initially due in December 2010. However, the actual delivery was made in December 2009. The work was finished approximately a year in advance. Many factors have contributed to this success, and they are of interest to many parties particularly NDOT. This is a comprehensive study that takes into consideration many aspects of the I-15 North Design Build project such as traffic management, public outreach, construction zones rules and specifications, safety etc. Evaluation through qualitative analysis was performed. Literature survey research that covered a wide range of key construction zone studies was conducted to provide, general and area specific, best practices and lessons learned. Data collection and general analysis were initially conducted. Regular meetings were held with several agencies such as the Freeway and Arterial System of Transportation (FAST), NCC, Jacobs, and NDOT. This study began after the construction project had finished. This introduced some shortcomings, particularly regarding data. Manual data collection was not possible since the project had ended. Furthermore, relevant FASTs detectors were not in operation during the I-15 North construction period. Therefore, traffic data as well as other types of data were not available for quantitative analysis. Data is currently being gathered on the I-15 South in order to perform quantitative studies for the I-15 S Design Build project. This will lead to more conclusive results and tools development for future construction projects. Detailed meetings were conducted with multiple agencies in order to extract as many details as possible. It was found that many key strategies that were used on the I-15 North contributed to the success of the project. These strategies can be structured, further studied, and implemented in future construction projects. KW - Design build KW - Interstate 15 KW - Las Vegas (Nevada) KW - Project duration KW - Project management KW - Qualitative analysis KW - Quantitative analysis KW - Reconstruction KW - Travel demand KW - Work zone safety KW - Work zone traffic control UR - https://sites.google.com/site/i15southevaluation/ UR - https://trid.trb.org/view/1236232 ER - TY - ABST AN - 01467643 TI - Query Central Mobile App for Apple iOS AB - Query Central Mobile provides real-time information to truck safety inspectors to expedite and inform the inspection decision as trucks approach an inspection point. The App will process the user's request for Agency data and will return the result set to the device via a secured end to end encrypted connection. The requested data will be retrieved from multiple sources (Motor Carrier Management Information System (MCMIS), Safety and Fitness Electronic Records (SAFER), L&I, PRISM and others to be determined), then streamlined and summarized before being displayed on the application interface. Based on the recommendation of the Field IT Steering Group, the proof of concept App will be pilot tested in three locations, Arizona, Michigan and Vermont, deploying a mix of smart phones and tablets to test user acceptance and viability in a field environment. KW - Applications KW - Data collection KW - Highway safety KW - Information technology KW - Inspection stations KW - Smartphones KW - Trucks UR - https://trid.trb.org/view/1235879 ER - TY - ABST AN - 01465455 TI - Commercial Space Industry Viability Research AB - No summary provided. KW - Civil aviation KW - Commercial space transportation KW - Research KW - Viability UR - https://trid.trb.org/view/1233688 ER - TY - ABST AN - 01461677 TI - Building a Sustainable Workforce in the Public Transportation Industry---A Systems Approach AB - There is consensus on significant workforce challenges facing transit leaders across North America--retirement of baby-boom era employees, a generally tight labor market, increasing technological requirements across job functions, and growing diversity of the workforce. The transit industry faces a critical shortage of skilled and seasoned employment as thousands of workers from the baby-boom generation near retirement over the next 5 to 10 years. There have been recent studies conducted by the industry, including Leadership APTA program participants, on strategies for attracting Generation X, Y, and Millennium to jobs and careers in public transportation, particularly "green collar" jobs. The research has shown that having proactive and systematic approaches to address future workforce development needs is critical as the industry is faced with a competitive job seekers' market. Building on the success of implementing recommendations outlined in APTA's 2001 report, "Workforce Development: Public Transportation's Blue Print for the 21st Century," a 1-year blue ribbon panel was established on workforce development representing the public and private sectors of the transit industry, key stakeholders, and partners, including labor, academia and the next generation of leaders in the industry. The panel was charged with (1) reviewing the research and recommendations of the earlier workforce development initiative; (2) identifying gaps, new opportunities, programs, and services geared to helping to create and sustain a vibrant, efficient, and effective workforce; and (3) defining APTA's role in providing ongoing support to members and the industry on these issues. In 2008, APTA created a long-term vision of public transportation's role in the fabric of the nation's surface transportation system over the next several decades: "In 2050, America's energy efficient, multimodal, environmentally sustainable transportation system powers the greatest nation on earth." Across the North American continent, trends in population, urban growth, energy, environment, and economics all point favorably to a ripe, robust future for public transportation. As part of this vision, the public transportation industry has career appeal to a new, diverse population of the best and brightest. Growth challenges since 2009 have required an intense effort to attract, train, and develop a new workforce on the scale of the U.S. space program of the 1960s. The many individuals who want to work in "green collar" jobs will recognize public transportation as an "employer of choice." A unified work plan for the next 5 years was presented at APTA's October 2009 annual meeting, and development of the association's 2010-2014 Strategic Plan is underway. Recommendations of the blue ribbon panel will require implementation of activities emerging from the panel's strategic vision and plan. These projects may include new programs, projects, and services to address the following: image and branding; higher education issues, including the role of colleges, universities, community colleges and technical/vocational schools; youth outreach and awareness programs;   partnerships and collaborations, including labor-management partnerships; development of performance metrics to determine the return on investment (ROI); and the impact of authorization of the federal public transportation law and other legislative proposals on workforce development. Moving forward toward implementation of these recommendations, there will be a need to conduct a comprehensive workforce development assessment for the public transportation industry. This assessment will provide a thorough overview of the evolving challenges and opportunities faced by the transit industry and the related implications for its workforce. The objectives of this research would be to (1) assess the current and future business environment of the public transportation industry as it relates to workforce development and human capital issues and resources; (2) develop industry models that could measure the ROI for training strategies and other human capital resources, and establish a framework for regular benchmarking; (3) identify "best practices" and new business models with respect to key issues recognized by the industry, including the impact of labor-management partnerships; and (4) assess the current perception of the public transportation industry as an "employer of choice," and identify how these perceptions might be addressed through image and branding strategies, including an emphasis on "green collar" jobs. The research would identify the complex influences that continue to present challenges that require the industry to adapt, innovate, and invest, particularly in relation to its human capital. The findings will assist in the development of a forward-thinking and sustainable human capital and resources strategy applicable to the next decade. One of the key deliverables would be a guide outlining a framework for workforce development planning for the decades ahead.  KW - Labor force KW - Personnel retention KW - Public transit KW - Training KW - Transit operating agencies KW - Transportation careers UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2896 UR - https://trid.trb.org/view/1229896 ER - TY - ABST AN - 01461674 TI - Impact of Smart Growth on Metropolitan Goods Movement AB - Smart growth has been proposed as an alternative to urban sprawl. There has been substantial research on the application of smart growth to passenger transport, but little has been done to examine its impact on goods movement. Transportation planning organizations are looking to influence future land-use patterns to create livable, sustainable communities by reducing such factors as vehicle miles traveled (VMT) and congestion, and therefore greenhouse gas emissions. However, along certain roadway segments, smart growth policies could increase congestion. Such congestion could decrease average speed, increase the frequency of hard vehicle accelerations, decrease vehicle fuel economy, and increase air pollutant emissions. Land-use activities (zoning, urban growth limits, etc.) are often disconnected from decisions regarding investments in the goods movement system. Understanding how land-use decisions can impact goods movement demand will become increasingly important. In addition, improved modeling that fully accounts for impacts of future land use on personal and goods transportation, in terms of VMT and potentially other metrics, could be used to help design smart growth strategies that result in the greatest emissions benefit. The objective of this research is to modify existing public domain tools or models to provide guidance to identify the interrelationships between goods movement and smart growth applications that can be used by decisionmakers to more accurately understand metropolitan goods movement demand and relevant performance metrics. KW - Activity based modeling KW - Freight traffic KW - Freight transportation KW - Greenhouse effect KW - Land use planning KW - Pollutants KW - Smart growth KW - Traffic congestion KW - Urban goods movement KW - Urban sprawl KW - Vehicle miles of travel UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2920 UR - https://trid.trb.org/view/1229893 ER - TY - RPRT AN - 01616160 AU - Yuan, Deren AU - Nazarian, Soheil AU - Hoyos, Laureano R AU - Puppala, Anand J AU - University of Texas, El Paso AU - University of Texas, Arlington AU - Texas Department of Transportation AU - Federal Highway Administration TI - Cement Treated RAP Mixes for Roadway Bases PY - 2010/10//Technical Report SP - 122p AB - Reclaimed asphalt pavement (RAP) and granular base materials were collected from stockpiles in six Texas Department of Transportation (TxDOT) districts to evaluate the feasibility of using high RAP content mixes for base course applications. Mixes containing 100%, 75% and 50% RAP treated with Portland cement of 0%, 2%, 4% and 6% were evaluated in a full-factorial laboratory experiment. For mixes of 75% and 50% RAP, both virgin and salvage base materials, when available, were used. Experimental results indicate that, besides the cement content, the RAP content and fines content in RAP-granular base mixes significantly affect the properties of the RAP mixes, and that the effects of RAP type and asphalt content are very limited. To achieve a 300-psi unconfined compressive strength as required by TxDOT for cement-treated bases, the optimum cement contents are statistically about 4%, 3% and 2% for mixes with 100%, 75% and 50% RAP, respectively. Since the achievement of any specified strength and/or modulus may not always ensure the long-term durability of RAP mixes, a number of other parameters were also evaluated through laboratory testing. These parameters are necessary for a comprehensive evaluation of various mixes containing high RAP contents (50% or more). Based on the experimental results, guidelines for laboratory testing and mix design process of RAP mixes are provided with field verification data collected from actual construction projects. KW - Base course (Pavements) KW - Cement content KW - Cement treated bases KW - Compressive strength KW - Fines content KW - Granular bases KW - Laboratory tests KW - Mix design KW - RAP content KW - Reclaimed asphalt pavements KW - Texas UR - http://ctis.utep.edu/reports/5TxDOT_Reoprt__0-6084-1_%28Final%29.pdf UR - https://trid.trb.org/view/1428769 ER - TY - RPRT AN - 01548619 AU - Hall, Kevin D AU - University of Arkansas, Fayetteville AU - Arkansas State Highway and Transportation Department AU - Federal Highway Administration TI - Development of an Implementation Plan for Mix Design and QA/QC for the Superpave Gyratory Compactor PY - 2010/10//Final Report SP - 35p AB - The Superpave mix design procedure features the Superpave gyratory compactor (SGC) for compacting specimens of hot mix asphalt. The primary operating parameters for the SGC include the pressure applied to the specimen during compaction; the speed of gyration/rotation; the number of gyrations applied to the specimen; and the angle of gyration. Values for these parameters were established during the development of the Superpave system under the Strategic Highway Research Program and included measuring the angle of gyration externally (outside the specimen mold). The Federal Highway Administration (FHWA) led an effort to develop technology for a universal method for measuring the angle of gyration on all compactors from inside the specimen mold. This research demonstrates that the use of the internal angle of gyration to calibrate SGC units could result in replicate specimens having more consistent volumetric properties. However, there are numerous potential sources of variability related to the production of a laboratory-compacted hot mix asphalt specimen. It is important that practitioners recognize and minimize all such sources of variability – in addition to the use of internal angle of gyration to calibrate the SGC. This report addresses two primary issues related to using the SGC for HMA mixture design and quality assurance/quality control (QA/QC) activities: (1) to help practitioners address all potential sources of variability in producing compacted hot mix asphalt specimens; and (2) provide a brief history of the development of the concepts, practices, and equipment for measuring the internal angle of gyration and the development of specifications for implementing the use of the internal angle into routine practice. KW - Calibration KW - Compaction KW - Compactors KW - Hot mix asphalt KW - Implementation KW - Measurement KW - Measuring instruments KW - Mix design KW - Quality assurance KW - Specifications KW - Superpave UR - http://www.arkansastrc.com/TRC%20REPORTS/TRC%200504.pdf UR - https://trid.trb.org/view/1334433 ER - TY - RPRT AN - 01544676 AU - Kawamura, Kazuya AU - Mohammadian, Abolfazl (Kouros) AU - Samimi, Ammir AU - Pourabdollahi, Zahra AU - Klekotka, Meredith AU - National Center for Freight and Infrastructure Research and Education (CFIRE) AU - Research and Innovative Technology Administration TI - Development of Freight Policy Analysis Tool for Northeastern Illinois and the United States PY - 2010/10//Final Report SP - 92p AB - Freight transportation is a vital element in the economic prosperity of any country. According to the nationwide commodity flow survey, over 12 billion tons of goods, valued at more than $11.6 trillion, were moved in America in the year 2007 (Bureau of Transportation Statistics, 2009). To continue the efficient delivery of various goods within and among the consumer markets, industry sectors, and international trade networks, public agencies and policy makers need accurate information about national freight movement. Equally important is decision makers’ ability to plan for the future impacts of freight traffic and evaluate the effectiveness of policies and projects designed to alleviate problems, because the volume of freight flows within the United States has almost doubled the rate of population increase over the past three decades (Transportation Research Board, 2008). Bryan et al. (2007) along with many others have argued that transportation planners should consider additional environmental, maintenance and security costs of freight transport and congestion to better formulate practical solutions. The freight shipment decision-making process is becoming even more complicated and, as the businesses increasingly adopt sophisticated supply chain management strategies, the demand for more accurate freight modeling and forecasting tools is growing. KW - Commodity flow KW - Forecasting KW - Freight traffic KW - Freight transportation KW - Illinois KW - Microsimulation KW - Mode choice KW - Policy analysis KW - Travel demand KW - United States UR - http://www.wistrans.org/cfire/documents/FR_0229.pdf UR - https://trid.trb.org/view/1330894 ER - TY - RPRT AN - 01529762 AU - Huntington, George AU - Ksaibati, Khaled AU - University of Wyoming, Laramie AU - Wyoming Department of Transportation AU - Federal Highway Administration TI - Volume 3 Gravel Roads Management: Programming Guide PY - 2010/10//Final Report SP - 49p AB - This report establishes procedures for managing dirt and gravel roads, with a primary focus on smaller agencies, such as Wyoming counties, that must manage their roads with very limited resources. The report strives, first, to guide and assist smaller agencies by implementing asset and pavement management principles and, second, to encourage and facilitate the development of gravel roads management software. The overall effort required to implement a gravel roads management system (GRMS) for local agencies must be minimal. Data collection efforts must be limited and the analysis must be simple and transparent. The four basic steps are: assessment; inventory; cost and maintenance history, and condition monitoring. This report is divided into three volumes. FHWA-WY-10/03F Volume 1 “Gravel Roads Management.” This section outlines the Background, Problem Statement, Objectives, Report Organization, Analytical Methods, and Summary and Conclusions. FHWA-WY-10/03F Volume 2 “Gravel Roads Management: Implementation Guide.” This section is designed to assist local road and street departments with implementation or improvement of a gravel roads management system. It is written primarily for road managers tasked with acquiring the necessary information to develop an information systems process. FHWA-WY-10/03F Volume 3 “Gravel Roads Management: Programming Guide. This section is intended to assist programmers and database managers with programming the information needed to implement a gravel roads management system. KW - Condition surveys KW - Data collection KW - Gravel roads KW - Maintenance management KW - Monitoring KW - Pavement management systems KW - Programming (Planning) KW - Unpaved roads KW - Wyoming UR - http://ntl.bts.gov/lib/44000/44300/44328/Gravel_Roads_Management_PROGRAMMING_GUIDE_Oct2010_Vol3.pdf UR - https://trid.trb.org/view/1312658 ER - TY - RPRT AN - 01529754 AU - Huntington, George AU - Ksaibati, Khaled AU - University of Wyoming, Laramie AU - Wyoming Department of Transportation AU - Federal Highway Administration TI - Volume 1 Gravel Roads Management PY - 2010/10//Final Report SP - 112p AB - This report establishes procedures for managing unsealed dirt and gravel roads, with a primary focus on smaller agencies, such as Wyoming counties, that must manage their roads with very limited resources. To accomplish this, several methodologies and recommendations have been prepared. The overall effort required to implement a gravel roads management system (GRMS) for local agencies must be minimal. Data collection efforts must be limited and the analysis must be simple and transparent. The four basic steps are: assessment; inventory; cost and maintenance history, and condition monitoring. This section outlines the Background, Problem Statement, Objectives, Report Organization, Analytical Methods, and Summary and Conclusions. KW - Condition surveys KW - Data collection KW - Evaluation and assessment KW - Gravel roads KW - Maintenance management KW - Monitoring KW - Unpaved roads KW - Wyoming UR - http://ntl.bts.gov/lib/44000/44300/44326/Gravel_Roads_Management_FINAL_REPORT_Oct2010_Vol1.pdf UR - https://trid.trb.org/view/1312660 ER - TY - RPRT AN - 01529718 AU - Huntington, George AU - Ksaibati, Khaled AU - University of Wyoming, Laramie AU - Wyoming Department of Transportation AU - Federal Highway Administration TI - Volume 2 Gravel Roads Management: Implementation Guide PY - 2010/10//Final Report SP - 57p AB - This report establishes procedures for managing dirt and gravel roads, with a primary focus on smaller agencies, such as Wyoming counties, that must manage their roads with very limited resources. The report strives, first, to guide and assist smaller agencies by implementing asset and pavement management principles and, second, to encourage and facilitate the development of gravel roads management software. The overall effort required to implement a gravel roads management system (GRMS) for local agencies must be minimal. Data collection efforts must be limited and the analysis must be simple and transparent. The four basic steps are: assessment; inventory; cost and maintenance history, and condition monitoring. This report is divided into three volumes. FHWA-WY-10/03F Volume 1 “Gravel Roads Management.” This section outlines the Background, Problem Statement, Objectives, Report Organization, Analytical Methods, and Summary and Conclusions. FHWA-WY-10/03F Volume 2 “Gravel Roads Management: Implementation Guide.” This section is designed to assist local road and street departments with implementation or improvement of a gravel roads management system. It is written primarily for road managers tasked with acquiring the necessary information to develop an information systems process. FHWA-WY-10/03F Volume 3 “Gravel Roads Management: Programming Guide. This section is intended to assist programmers and database managers with programming the information needed to implement a gravel roads management system. KW - Condition surveys KW - Data collection KW - Gravel roads KW - Implementation KW - Maintenance KW - Maintenance management KW - Monitoring KW - Unpaved roads KW - Wyoming UR - http://ntl.bts.gov/lib/44000/44300/44327/Gravel_Roads_Management_IMPLEMENTATION_GUIDE_Oct2010_Vol2.pdf UR - https://trid.trb.org/view/1312659 ER - TY - RPRT AN - 01523815 AU - Ahlstrom, Ulf AU - DiRico, John T AU - Stephenson, Kelly AU - Federal Aviation Administration AU - Federal Aviation Administration TI - The AIRWOLF Tool to Support En Route Controller Weather Advisories. PY - 2010/10//Technical Report SP - 23p AB - In current en route operations, controllers integrate weather information and traffic data manually while providing advisories to pilots. Previously, the authors developed a weather support tool called Automatic Identification of Risky Weather Objects in Line of Flight (AIRWOLF) that (a) detects conflicts between aircraft and hazardous weather, (b) alerts the controller, and (c) generates automatic weather advisories. Automated weather advisories based on the AIRWOLF tool could support the controller by eliminating the need for a manual integration of traffic and weather data, thereby reducing the total time it takes a controller to provide an advisory. To test this hypothesis, the authors evaluated the AIRWOLF weather support tool in a part-task simulation. During the simulation, participants responded to the AIRWOLF tool alerts by providing weather advisories via radio or data link communication. The results showed that it took, on average, 27 seconds to manually compose and transmit a weather advisory by radio (currently used in Air Traffic Control). When participants used automatic weather advisories, it reduced the advisory time by approximately 7 seconds. When participants used data link communication with the AIRWOLF tool, the weather advisory times were reduced by as much as 16 seconds. These results show that the AIRWOLF tool could reduce advisory time and support controllers for the safe, efficient, and strategic efforts required to handle adverse weather conditions in the en route environment. KW - Air traffic control KW - Air traffic controllers KW - Automation KW - Communication systems KW - Simulation KW - Weather conditions UR - http://hf.tc.faa.gov/publications/2010-10-the-airwolf-tool/full_text.pdf UR - https://trid.trb.org/view/1307246 ER - TY - RPRT AN - 01482921 AU - Salaani, M Kamel AU - Heydinger, Gary J AU - Grygier, Paul A AU - Schwarz, Chris AU - National Highway Traffic Safety Administration TI - Study of Heavy Truck S-Cam, Enhanced S-Cam, and Air Disc Brake Models Using NADS PY - 2010/10//July 2006 – October 2008 SP - 87p AB - In crashes between heavy trucks and light vehicles, most of the fatalities are the occupants of the light vehicle. A reduction in heavy truck stopping distance should lead to a reduction in the number of crashes, the severity of crashes, and consequently the numbers of fatalities and injuries. This study makes use of the National Advanced Driving Simulator (NADS). NADS is a full immersion driving simulator used to study driver behavior as well as driver-vehicle reactions and responses. The vehicle dynamics model of the existing heavy truck on NADS has been modified with the creation of two additional brake models. The three braking systems used in this study are the standard S-cam, the enhanced S-cam (larger drums and shoes), and the air-actuated disc brake system. A sample of 108 CDL-licensed drivers was split evenly among the simulations using each of the three braking systems. The drivers were presented with four different emergency stopping situations. The effectiveness of each braking system was evaluated by first noting if a collision was avoided and, if not, the speed of the truck at the time of collision. In the noncollision runs additional performance measures were also evaluated, including stopping distances, braking distances, brake pedal forces and decelerations. The results of this study show that the drivers who used either the air disc brakes or the enhanced S-cam brakes had fewer collisions in the emergency scenarios than those drivers using standard S-cam brakes. The fundamental result this research validated is that reducing heavy truck stopping distance has strong potential to decrease the number and severity of crashes in situations requiring emergency braking. KW - Air brakes KW - Braking KW - Braking performance KW - Disc brakes KW - Driving simulators KW - Heavy duty trucks KW - Stopping distances KW - Truck crashes KW - Trucking safety KW - Types of brakes UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Vehicle Research & Test Center (VRTC)/ca/Crash Avoidance Publications/811367.pdf UR - https://trid.trb.org/view/1251337 ER - TY - RPRT AN - 01472494 AU - Mathur, Ryan AU - Gold, David P AU - Ellsworth, Chad J AU - Doden, Arnold G AU - Wilson, Marc AU - Ruiz, Joaquin AU - Scheetz, Barry E AU - Juniata College AU - Mid-Atlantic Universities Transportation Center AU - Research and Innovative Technology Administration TI - Re-Os Evidence Used to Link Regional Mineralization Processes to the Chesapeake Bay Bolig’s Impact in the Northeastern United States PY - 2010/10//Final Report SP - 17p AB - Rhenium-Osmium (Re-Os) isotope measurements of sulfide minerals from 10 occurrences that span a radial distance of over 200 Km serve to geochemically link epithermal mineralization in Pennsylvania to an Eocene event. The most likely geologic event that could have influenced the area during the Eocene is the Chesapeake Bay impact event. The significance of the discovery is twofold: to date no epithermal mineralization has been linked to the Chesapeake Bay impact nor has the process been clearly identified throughout the region. The results effect road construction plans for Pennsylvania, Maryland, and Virginia near the meteor impact site because mineralization could occur in any age strata that lie along fracture traces identified in this contribution. KW - Chesapeake Bay KW - Geological events KW - Impact KW - Isotopes KW - Mineralization KW - Mineralogy KW - Ores KW - Pennsylvania KW - Sulfides UR - http://www.mautc.psu.edu/docs/PSU-2008-05.pdf UR - http://ntl.bts.gov/lib/46000/46900/46982/PSU-2008-05.pdf UR - https://trid.trb.org/view/1243639 ER - TY - RPRT AN - 01470700 AU - Johnson, Mirmiran and Thompson, S.A AU - Delaware Department of Transportation AU - Federal Transit Administration AU - Federal Highway Administration TI - Moving the First State Forward: Delaware's Statewide Long-Range Transportation Plan PY - 2010/10 SP - 47p AB - The Delaware Department of Transportation (DelDOT) is responsible for planning, designing, building and managing Delaware’s statewide transportation system. Moving the First State Forward is Delaware’s Statewide Long-Range Transportation Plan (LRTP) that establishes a vision and policy structure, analyzes trends and sets forth innovative strategies to address transportation needs, provides a framework for directing investments and identifies financial resources to sustain the plan’s vision to achieving the Department’s mission. Statewide Long-Range Transportation plan provides a 20-year view of the principles, policies, actions and performance measures that will shape future transportation investments in the state. This plan envisions a statewide transportation network that reflects the ideas and strategies of the state government’s Statewide Strategies for Policies and Spending report (referred to as the Better Delaware Initiative) and new policies and initiatives of the current administration. This plan: (1) Serves as a strategic planning tool for the state to chart the course of transportation for the next 20 years. (2) Builds upon the 2002 update and provides a fresh look at statistics, programs and policies. (3) Establishes a framework to implement strategies that continue to move toward the goals of the Better Delaware Initiative. (4) Provides the basis for guiding long term capital investment for transportation planning and decision-making. (5) Fulfills Federal reporting and planning requirements. (6) Reaffirms the Department’s commitment to provide for the transportation needs by implementing policies, programs and strategies that fulfill our mission. The plan provides methods for improving services to travelers as well as means of measuring the quality of the service DelDOT provides. The plan outlines priorities matched with planned resources for particular project opportunities. This plan also addresses Federal requirements considering SAFETEA-LU elements and performance measures. KW - Capital investments KW - Decision making KW - Delaware KW - Long range planning KW - Multimodal transportation KW - Quality of service KW - Strategic planning KW - Transportation system management UR - http://deldot.gov/information/pubs_forms/delrtp/delrtp_102510.pdf UR - https://trid.trb.org/view/1238083 ER - TY - RPRT AN - 01470675 AU - Delaware Department of Transportation AU - Federal Highway Administration AU - National Highway Traffic Safety Administration AU - Delaware Office of Highway Safety AU - Delaware State Police AU - Delaware Office of Emergency Medical Services TI - Delaware Strategic Highway Safety Plan: Toward Zero Deaths PY - 2010/10 SP - 114p AB - The American Association of State Highway and Transportation Officials (AASHTO) initiated the Strategic Highway Safety Plan (SHSP) in 1998, after noticing that efforts to reduce highway fatalities were stalling. The SHSP encouraged various state agencies involved in highway safety to collaboratively develop a plan of innovative strategies to reduce fatalities on America’s highways. A state SHSP is currently a requirement of SAFETEA-LU and is a key component of a state’s Highway Safety Improvement Program (HSIP). The purpose of an SHSP is to identify the state's key safety needs through a review of statewide crash data and guide investment decisions to achieve significant reductions in highway fatalities and incapacitating injuries on public roads. In September 2003, the U.S. Department of Transportation set a goal to reduce the nationwide fatality rate to 1.0 per 100 million vehicle miles traveled by the year 2008. This rate-based benchmark was established to provide a comparison of crash rates between states, although the nation did not meet the 2008 goal. According to the Fatality Analysis Reporting System (FARS), the 2009 national fatality rate was 1.16 fatalities per 100 million vehicle miles traveled (VMT), which indicates significant progress from 1.58 in 1998. As shown in Figure 1, the nation has experienced a steady decline in fatality rates since the SHSP was initiated. Delaware established their first SHSP in September 2006 as a statewide coordinated safety plan to provide a comprehensive framework to reduce fatalities, identify specific goals and objectives, and integrate the four E's - engineering, education, enforcement and emergency medical services (EMS). An update to the plan was prepared in September 2008 and this document serves as the 2010 Delaware SHSP. Delaware’s coordinating agencies include Delaware Department of Transportation (DelDOT), Federal Highway Administration (FHWA), National Highway Traffic Safety Administration (NHTSA), Delaware Office of Highway Safety (OHS), Delaware State Police (DSP), Department of Justice (DOJ), and Delaware Office of Emergency Medical Services (OEMS). Based on committee discussions and a review of crash data, both the 2006 and 2008 versions of the plan included nine emphasis areas to reduce fatalities. This document provides a summary of updated crash data, identifies new emphasis areas, evaluates Delaware’s progress in implementing strategies to address each emphasis area, and provides a comprehensive framework of goals, objectives, and strategies to guide the commitment of agency resources for the next several years. While Delaware’s fatality rates slightly increased in 2008 and 2009 partially due to a decrease in statewide vehicle-miles traveled (VMT), Delaware’s 2007 fatality rate was the lowest fatality rate experienced in Delaware since 1999. Delaware’s 2007 to 2009 fatality rates per 100 million VMT ranged from 1.25 to 1.36, exceeding the nationwide goal. As shown in Figure 2, statewide travel decreased significantly in 2008; however, travel increased marginally in 2009. Future growth in travel and the congestion it brings to Delaware’s roadways will make providing safer transportation more challenging. KW - Alternatives analysis KW - Coordination KW - Crash rates KW - Delaware KW - Education KW - Emergency medical services KW - Engineering KW - Fatalities KW - Highway safety KW - Law enforcement UR - http://www.deldot.gov/information/community_programs_and_services/DSHSP/pdf/SHSP.pdf UR - https://trid.trb.org/view/1238095 ER - TY - RPRT AN - 01469939 AU - Ley, Tyler AU - Hajibabbee, Amir AU - Kadam, Shardul AU - Frazier, Robert AU - Oklahoma State University, Stillwater AU - Oklahoma Department of Transportation AU - Federal Highway Administration TI - Development and Implementation of a Mechanistic and Empirical Pavement Design Guide (MEPDG) for Rigid Pavements: Annual Report for FY 2010 PY - 2010/10 SP - 63p AB - This document is an update of the progress of the research on Oklahoma Department of Transportation (ODOT) project 2208 “Development and Implementation of a Mechanistic and Empirical Pavement Design Guide (MEPDG) for Rigid Pavements”. This report summarizes the work that was completed at Oklahoma State University between October 1st, 2009 and September 30th, 2010. The focus of this project is on assisting ODOT in implementing the MEPDG into their rigid pavement design practices. It was decided to best accomplish this goal by completing the following tasks: (1) Review of the inputs to the MEPDG and determine the sensitivity on the final design values. (2) Investigate base material practices for concrete pavements through a literature review and survey of experiences from others. (3) Increase the quantity of weather sites in Oklahoma that provide environmental inputs for the MEPDG. (4) Examine different curing methods for rigid pavement construction and their impact on the early age curling and warping of continuous reinforced concrete pavements. (5) Provide regional material input parameters that can be used in the MEPDG for the design of rigid pavements KW - Concrete curing KW - Concrete pavements KW - Durability KW - Literature reviews KW - Mechanistic-Empirical Pavement Design Guide KW - Oklahoma KW - Pavement design KW - Pavement performance KW - Rigid pavements KW - Surveys UR - http://www.okladot.state.ok.us/hqdiv/p-r-div/spr-rip/library/reports/rad_spr2-i2208-fy2010-rpt-ann-ley.pdf UR - https://trid.trb.org/view/1237846 ER - TY - RPRT AN - 01458118 AU - Kowalski, Karol J AU - McDaniel, Rebecca S AU - Olek, Jan AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Identification of Laboratory Technique to Optimize Superpave HMA Surface Friction Characteristics PY - 2010/10//Final Report SP - 294p AB - Wet pavement friction is known to be one of the most important roadway safety parameters. In this research, frictional properties of flexible (asphalt) pavements were investigated. As a part of this study, a laboratory device to polish asphalt specimens was refined and a procedure to evaluate mixture frictional properties was proposed. Following this procedure, 46 different Superpave mixtures, one stone matrix asphalt (SMA) mixture and one porous friction course (PFC) mixture were tested. In addition, 23 different asphalt and two concrete field sections were also tested for friction and noise. The results of both field and laboratory measurements were used to develop an International Friction Index (IFI)-based protocol for measurement of the frictional characteristics of asphalt pavements for laboratory friction measurements. Based on the results of the study, it appears the content of high friction aggregate should be 20% or more of the total aggregate blend when used with other polish susceptible coarse aggregates; the frictional properties increased substantially as the friction aggregate content increased above 20%. Both steel slag and quartzite were found to improve the frictional properties of the blend, though steel slag had a lower polishing rate. In general, mixes containing soft limestone demonstrated lower friction values than comparable mixes with hard limestone or dolomite. Larger nominal maximum aggregate size mixes had better overall frictional performance than smaller sized mixes. In addition, mixes with higher fineness moduli generally had higher macrotexture and friction. KW - Asphalt pavements KW - Friction KW - Friction course KW - International Friction Index KW - Laboratory tests KW - Macrotexture KW - Microtexture KW - Quartzite KW - Superpave UR - http://dx.doi.org/10.5703/1288284314265 UR - http://publications.iowa.gov/id/eprint/20032 UR - https://trid.trb.org/view/1218731 ER - TY - RPRT AN - 01458092 AU - Day, Christopher M AU - Brennan, Thomas M AU - Premachandra, Hiromel AU - Hainen, Alexander M AU - Remias, Stephen M AU - Sturdevant, James R AU - Richards, Greg AU - Wasson, Jason S AU - Bullock, Darcy M AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Quantifying Benefits of Traffic Signal Retiming PY - 2010/10//Final Report SP - 73p AB - Improvements in the quality of service on a signalized intersection or arterial can be interpreted as a reduction in the user cost of service, which is expected to induce demand based on economic theory. This report presents a methodology for measuring and interpreting changes to user costs, and determining whether demand was induced. High-resolution signal event data and Bluetooth device MAC address matching are demonstrated in three case studies with the purpose of quantifying the impacts of changes in signal timing plans. In the first case study, 21 months of vehicle volume data are used to test whether demand was induced by optimizing offsets on a Saturday plan. In the second case study, the increase in demand for pedestrian service is quantified with respect to the implementation of an exclusive pedestrian phase using an econometric model taking the effects of season, weather, and special events into account. Finally, the third case study demonstrates the use of vehicle travel time data in quantifying changes in user costs and environmental impact (tons of carbon). A method of describing changes in travel time reliability is also presented. KW - Demand KW - Economic benefits KW - Environmental impacts KW - Pedestrian phase KW - Pedestrians KW - Reliability KW - Traffic signal timing KW - Travel time KW - User costs UR - http://dx.doi.org/10.5703/1288284314250 UR - https://trid.trb.org/view/1218716 ER - TY - RPRT AN - 01457798 AU - Kowalski, Karol K AU - McDaniel, Rebecca S AU - Olek, Jan AU - Shah, Ayesha AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Determining of the Binder Content of Hot Mix Asphalt Containing Dolomitic Aggregates Using the Ignition Oven PY - 2010/10//Final Report SP - 136p AB - The binder content of an HMA mix is one of the critical factors affecting the quality of the mix. The ignition oven is one widely used method for determining the binder content, however, its use is problematic with some types of aggregates, including dolomites. With these aggregates, the mass loss continues after the binder is burned off as the aggregates decompose and the test does not terminate at a stable mass. This study investigated the factors that affect this mass loss in problematic aggregates and developed a modified ignition oven procedure to limit this mass loss. The mass loss in the ignition oven was found to be both time and temperature dependent. The mass loss is also related to the binder content in the mixture. When the binder in the mixture ignites, the oven temperature increases and exceeds the pre-set test temperature. Temperature variations inside the ignition oven result in higher temperatures in the vicinity of the upper basket; these temperature differences are even more pronounced when the binder ignites. These higher temperatures can result in increased mass loss with problematic aggregates. A test temperature as low as 427°C was found to be effective for removing the binder from a mixture. Therefore a modified ignition oven procedure was developed to control the temperatures and limit the additional mass loss for problematic aggregates. The method involves placing half the total sample mass in the bottom basket only and running the ignition oven at a temperature of 427°C. This method was verified by testing six different plant produced mixes containing problematic aggregate and by comparing the results to results of the standard ignition oven method and to solvent extraction. The modified method is recommended for use with problematic aggregates or where the standard test method yields calibration factors greater than 1.0 or the test does not terminate automatically. KW - Aggregates KW - Binder content KW - Dolomite KW - Hot mix asphalt KW - Ignition oven UR - http://dx.doi.org/10.5703/1288284314259 UR - https://trid.trb.org/view/1218725 ER - TY - RPRT AN - 01457704 AU - Schlitter, John AU - Henkensiefken, Ryan AU - Castro, Javier AU - Raoufi, Kambiz AU - Weiss, Jason AU - Nantung, Tommy AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Development of Internally Cured Concrete for Increased Service Life PY - 2010/10//Final Report SP - 291p AB - Higher strength, lower water to cement ratio (w/c) concrete has been advocated over the last two decades due to its increased strength and reduced permeability. The lower w/c of these concretes makes them susceptible to autogenous shrinkage. This autogenous shrinkage can be significant and can be a contributing factor to early age cracking. Internal curing was investigated as a potential method to improve the durability of concrete pavements and bridge decks. Prewetted lightweight aggregate was used to supply water to the hydrating cement paste. This additional water can counteract the hindered strength development, suspended hydration, autogenous shrinkage, and early age cracking. An overview of the concepts behind internal curing was presented. It is important the internal curing agent (lightweight aggregate (LWA) in this case): be able to provide a sufficient volume of water, has a structure that allows the water to be released to the paste as needed, and is small enough so that they can be appropriately spaced in the matrix. Local materials were used. Before concrete could be prepared the locally produced LWA was characterized to determine absorption and desorption properties. Concrete mixtures were prepared for concrete with and without internal curing. A constant aggregate volume was maintained. Tests performed on these mixtures were designed to measure: autogenous shrinkage, drying shrinkage, plastic shrinkage cracking, drying shrinkage cracking, autogenous shrinkage cracking, water absorption, compressive strength, elastic modulus, tensile strength, thermal cracking and freeze-thaw resistance. Internally cured mixtures showed less autogenous shrinkage. In addition they were less likely to crack due to plastic, autogenous, and drying effects. Internal curing reduced the water absorption and potential for freeze-thaw damage. Further, internal curing allowed a greater temperature swing in the concrete before cracking would occur. Internally cured concrete mixtures could enable INDOT to produce more durable concrete pavements and structures that are less susceptible to cracking and have improved transport properties thereby providing great potential for more sustainable, cost-effective construction. KW - Absorption KW - Concrete curing KW - Concrete pavements KW - Cracking KW - Curing agents KW - Durability KW - Hydraulic cement concrete KW - Lightweight concrete KW - Service life KW - Shrinkage UR - http://dx.doi.org/10.5703/1288284314262 UR - https://trid.trb.org/view/1218728 ER - TY - RPRT AN - 01457701 AU - McDaniel, Rebecca S AU - Kowalski, Karol J AU - Shah, Ayesha AU - Olek, Jan AU - Bernhard, Robert J AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Long Term Performance of a Porous Friction Course PY - 2010/10//Final Report SP - 46p AB - In 2003, the Indiana Department of Transportation and the Federal Highway Administration allowed a test section of Porous Friction Course (PFC) to be placed on I74 east of Indianapolis. The design, construction and early performance of that surface were compared to an adjacent Stone Matrix Asphalt (SMA) surface and a conventional Superpave HMA surface in a report prepared for the Institute for Safe, Quiet and Durable Highways. The early performance indicated that the PFC offered several advantages over the SMA and the conventional surfaces, including reduced tire/pavement noise, high friction and surface texture, and reduced splash and spray. There was a concern, however, that porous surfaces can lose their porosity, and therefore their performance advantages, over time. Consequently, the project summarized in this report was planned to continue monitoring the performance of the PFC and the comparison surfaces in order to investigate the durability of the porous surface over a five-year period (after construction). After five years under traffic, there have indeed been some changes in these properties. Most of the changes, however, took place quickly as the asphalt binder film coating the exposed aggregate particles was worn off by traffic. Since then, the changes have been relatively minor. The PFC section is still significantly quieter than the adjacent SMA section to which it has been compared. The PFC has retained most of its texture and is still providing good friction levels. Both the PFC and the SMA are still in very good condition with little distress and have higher friction levels than a section of dense graded asphalt constructed with similar materials that has also been evaluated for the duration of the study. KW - Friction course KW - Pavement performance KW - Porous pavements KW - Stone matrix asphalt KW - Surface treating KW - Texture KW - Tire/pavement noise UR - http://dx.doi.org/10.5703/1288284314284 UR - https://trid.trb.org/view/1218750 ER - TY - RPRT AN - 01457698 AU - Agbelie, Bismark R D K AU - Bai, Qiang AU - Labi, Samuel AU - Sinha, Kumares C AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Forecasting of Highway Revenues Under Various Options PY - 2010/10//Final Report SP - 138p AB - Throughout the United States, state highway revenue, which is dominated by receipts from fuel taxes, has failed to keep up with expected investments required for infrastructure preservation and improvement. The reasons for this trend include the increasing fuel efficiency of vehicles, slowing of the growth in vehicle-miles of travel, and the erosion of the purchasing power of the dollar due to inflation. This development motivates highway agencies not only to seek revisions of existing funding structures but also to consider potential alternative sources. To establish and implement an effective and efficient financing strategy that incorporates potential new funding sources, it is necessary to model the possible outcomes of these sources in terms of their impacts on revenue stream and to study the sensitivity of these outcomes with respect to changes in key revenue factors such as vehicle-miles of travel and fuel price. In addressing this issue, this study utilizes data on amounts of travel, fuel price, and other primary information to enhance the existing models for state highway revenue forecasting in Indiana. To facilitate implementation of the study results, the existing revenue forecasting software package has been enhanced to include traditional and new revenue sources, to estimate revenue under several different scenarios, and also to analyze sensitivity of revenue to changes in input factors such as fuel price, per capita income, gross domestic product, driving age population, and traffic growth rate. The package provides annual forecasts for both existing and alternative highway revenue sources in Indiana. Short range forecasts for fuel tax revenues are also estimated. KW - Fees KW - Forecasting KW - Fuel taxes KW - Highways KW - Mathematical models KW - Mileage-based user fees KW - Prices KW - Registration fees KW - Revenues KW - Vehicle miles of travel UR - http://dx.doi.org/10.5703/1288284314268 UR - https://trid.trb.org/view/1218734 ER - TY - RPRT AN - 01454474 AU - Zegeer, Charles AU - Nabors, Dan AU - Gelinne, Dan AU - Lefler, Nancy AU - Bushell, Max AU - Vanasse Hangen Brustlin, Incorporated AU - University of North Carolina, Chapel Hill AU - Federal Highway Administration TI - Pedestrian Safety Strategic Plan: Recommendations for Research and Product Development PY - 2010/10//Final Report SP - 232p AB - Pedestrian fatalities continue to be a major highway safety problem in the U.S., with pedestrians accounting for approximately 12 percent of all traffic‐related deaths. This report is based on a comprehensive analysis of pedestrian crash data trends and factors, a detailed review of more than 200 reports and publications on pedestrian safety, and input from more than 25 expert stakeholder members. The Federal Highway Administration (FHWA) led the development of the Strategic Plan to address these safety concerns and equip professionals with knowledge, resources, and information needed to identify problems and implement solutions related to the roadway environment. The Strategic Plan identified 28 new research topics to address four primary categories of research needs: problem identification and data collection, analysis and decision making, innovative research and evaluation, and technology transfer. Detailed research problem statements were developed for each of the 28 proposed research topics, including the research goals, background, and schedule. The Strategic Plan also recommends updates to existing FHWA technology transfer tools and resources based on an evaluation by potential end‐users. Dissemination activities identified by the Strategic Plan include event marketing, successful practices guides, in‐person and web‐based training, and software development. Recommended innovative strategies for distributing information include convening interactive webinars, developing a video‐share website, and utilizing 3D visualization tools. Recommendations are made for Strategic Plan implementation, while keeping in mind the importance of interagency collaboration. Potential barriers to successful plan implementation are identified along with possible solutions. A recommended timeline for activities is also included, which covers a 15‐year period. Strategies for plan review, evaluation, and updates are also included which ensures that the Strategic Plan will be a flexible, living document. Recommendations for research and product development are intended to be addressed through a collaborative approach between various agencies and offices. A cooperative effort is suggested to address the variety of crash problems discussed in the Strategic Plan. KW - Data collection KW - Decision making KW - Pedestrian safety KW - Problem identification KW - Recommendations KW - Research KW - Research needs KW - Research problem statements KW - Strategic planning KW - Technology transfer UR - http://safety.fhwa.dot.gov/ped_bike/pssp/fhwasa10035/fhwasa10035.pdf UR - https://trid.trb.org/view/1223070 ER - TY - RPRT AN - 01454126 AU - Johnson, Andrew M AU - Smith, Bryan C AU - Johnson, Wei Hong AU - Gibson, Luke W AU - South Carolina Department of Transportation AU - Federal Highway Administration TI - Evaluating the Effect of Slab Curling on IRI for South Carolina Concrete Pavements PY - 2010/10//Final Report SP - 30p AB - Concrete pavements are known to curl due to a temperature gradient within the concrete caused by both daily and seasonal temperature variations. This research project measured the magnitude of concrete pavement slab curling of two newly constructed jointed plain concrete pavements in South Carolina and the effect of the slab curling on rideability of the pavements. Three methods were used to measure the amount of slab curling: digital indicators suspended over the pavement surface, a terrestrial laser scanner, and a high-speed inertial profiler. It was found that the pavements showed small changes in curvature as the temperature increased during the day. These changes also correlated to increases in the International Roughness Index (IRI) measurement of the pavement, the IRI increase were found to be less than 10 inches/mile on days with large swings in temperature. The change in IRI from seasonal temperature variations was in the range of 1 to 4 inches/mile. Based on this research project, it is recommended that South Carolina Department of Transportation schedule its quality acceptance rideability testing of concrete pavements for the same time of day (i.e. afternoon) to reduce the variation in the IRI measurements caused by daily temperature cycles and make measurements from different roads more comparable. KW - Concrete pavements KW - Curling KW - International Roughness Index KW - Pavement performance KW - Periods of the day KW - Slabs KW - South Carolina KW - Temperature UR - http://www.clemson.edu/t3s/scdot/pdf/projects/SPR%20688%20final%20report.pdf UR - http://ntl.bts.gov/lib/46000/46200/46247/SPR_688.pdf UR - https://trid.trb.org/view/1222357 ER - TY - RPRT AN - 01451014 AU - United States Federal Highway Administration TI - Reconstruction of M-15 from I-75 to I-69, Oakland and Genesee counties : environmental impact statement PY - 2010/10//Volumes held: Draft, Final KW - Environmental impact statements KW - Michigan UR - https://trid.trb.org/view/1219558 ER - TY - RPRT AN - 01447869 AU - Wang, Yinhai AU - Wu, Yao-Jan AU - Ma, Xiaolei AU - Corey, Jonathan AU - Transportation Northwest Regional Center X (TransNow) AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Real-Time Travel Time Prediction on Urban Traffic Network PY - 2010/10//Final Report SP - 80p AB - Travel time is one of the most desired operational and system Measures of Effectiveness (MOEs) for evaluating the performance of freeways and urban arterials. With accurate travel time information, decision makers, road users, and traffic engineers can make informed decisions. However, retrieving network-level travel time information has several challenges, such as travel time estimation, prediction, and data processing. This research addresses these challenges by developing innovative methodologies and computer applications. First, the authors developed a two-step empirical approach to effectively estimating link journey speeds using merely advance loop detector outputs. Second, an α–β filter is adopted to dynamically predict and smooth real-time loop measured spot speeds. In addition to travel time estimation and prediction, a time dependent shortest path algorithm is also developed, to determine the shortest travel time route based on real-time traffic. Lastly, the developed algorithms are implemented in a web-based Real-time Analysis and Decision-making for ARterial Network (RADAR Net) system. In order to achieve real-time performance, sensor and signal control databases are carefully designed to ensure fast query over a huge amount of network-level traffic data. Furthermore, the data visualization and statistical analysis modules are also added to RADAR Net to facilitate user applications. Currently, the RADAR Net system is part of the Digital Roadway Interactive Visualization and Evaluation Network (DRIVE Net) (www.uwdrive.net), developed by the STAR Lab of the University of Washington. RADAR Net is capable of performing all required tasks efficiently in real-time KW - Algorithms KW - Arterial highways KW - Decision making KW - Empirical methods KW - Mathematical prediction KW - Real time information KW - Traffic network performance KW - Travel time KW - Urban travel KW - Web-based systems UR - http://ntl.bts.gov/lib/32000/32200/32235/TNW2009-11.pdf UR - https://trid.trb.org/view/1213871 ER - TY - RPRT AN - 01444927 AU - Preston, Howard AU - Barry, Michael AU - CH2M HILL AU - University of Minnesota, Twin Cities AU - Minnesota Department of Transportation AU - Federal Highway Administration TI - Minnesota's Best Practices for Traffic Sign Maintenance/Management Handbook, Including Insight on How to Remove Unnecessary and Ineffective Signage PY - 2010/10 SP - 111p AB - This Best Practices Guide is a resource document intended to help transportation professionals develop a technically sound set of policies and practices to better maintain their system of traffic signs. The contents are presented in the following Parts: (A) Background; (B) Maintenance Methods; (C) Financial Budgeting; (D) Policy Development; (E) Implementation; (F) Effectiveness of Traffic Signs; and (G) Summary of Key Points. It does not contain requirements, mandates, warrants or standards, and it does not supersede other publications that do. KW - Best practices KW - Handbooks KW - Maintenance management KW - Minnesota KW - Traffic signs UR - http://www.dot.state.mn.us/research/TS/2010/2010RIC10.pdf UR - https://trid.trb.org/view/1212534 ER - TY - RPRT AN - 01376223 AU - Hunter, Michael P AU - Guin, Angshuman AU - Boonsiripant, Saroch AU - Rodgers, Michael AU - Georgia Institute of Technology, Atlanta AU - Georgia Institute of Technology, Atlanta AU - Georgia Department of Transportation AU - Federal Highway Administration TI - Evaluation of the Effectiveness of Converging Chevron Pavement Markings PY - 2010/10//Final Report SP - 35p AB - Converging chevron pavement markings have recently seen rising interest in the United States as a means to reduce speeds at high-speed locations in a desire to improve safety performance. This report presents an investigation into the effectiveness of chevron markings in reducing vehicle speeds on two-lane freeway-to-freeway directional ramps in Atlanta, Georgia. The evaluation is based on a statistical comparison at pre-selected sites of speeds before and after the installation of the chevron markings. The analysis focuses on the impact of converging chevrons over the range of speed percentiles and on the mean speed. The analysis indicates that the chevrons had a minimal impact on vehicle speeds, with drivers adjusting back to their previous speeds as they acclimate to the treatment. The effect of the chevrons’ treatments on speed tended to be most pronounced immediately after the chevron implementation. However, by the ninth month after implementation the magnitude of the effect dropped to under 1 to 2 mph for the mean speed and most vehicle speed percentiles. While this result does not necessarily imply that the chevron treatment is not a meaningful safety treatment, any safety benefits are not likely to result from a general decrease in speeds KW - Atlanta (Georgia) KW - Before and after studies KW - Chevron markings KW - Converging chevron road marking pattern KW - Evaluation KW - Highway safety KW - Operating speed KW - Ramps (Interchanges) KW - Road markings KW - Speed control UR - https://trid.trb.org/view/1144010 ER - TY - RPRT AN - 01375262 AU - Klinich, Kathleen D AU - Manary, Miriam A AU - Flannagan, Carol A C AU - Ebert, Sheila M AU - Malik, Laura A AU - Green, Paul A AU - Reed, Matthew P AU - University of Michigan Transportation Research Institute AU - Virginia Polytechnic Institute and State University, Blacksburg AU - National Highway Traffic Safety Administration TI - Labels, Instructions, and Features of Convertible Child Restraints: Evaluating Their Effects on Installation Errors PY - 2010/10 SP - 175p AB - This report documents a study of how Child Restraint Systems (CRS) features, labels, and instructions contribute to CRS installation errors. Task 1A focused on assessing different physical features of 16 convertible CRS, while Task 1B evaluated baseline and modified versions of labels and instructions for two CRS models. For each phase of testing, 32 subjects were recruited based on their education level (high or low) and experience with installing CRS (none or experienced). Each subject was asked to perform four child restraint installations in a 2006 Pontiac G6 sedan. An 18-month-old Child Restraint Air Bag Interaction (CRABI) anthropometric test device (ATD) weighing 25 lb was used for all installations. Each subject installed two CRS forward-facing (FF), one with Lower Anchors and Tethers for Children (LATCH) and one with seat belt, and two CRS rear-facing (RF), one with LATCH and one with the seat belt. For Task 1A, each subject installed four of the sixteen convertible CRS. For Task 1B, each subject installed a Graco ComfortSport and Evenflo Titan twice, where each CRS had one of eight alternate instruction manuals and one of eight alternate label conditions. After each installation, the experimenter evaluated 42 factors for each installation, such as choice of belt routing path, tightness of installation, and harness snugness. Analyses used linear mixed models to identify CRS installation outcomes associated with CRS features or label/ instruction type. LATCH connector type, LATCH belt adjustor type, and the presence of belt lock offs are associated with the tightness of the CRS installation. The type of harness shoulder height adjuster is associated with the rate of achieving a snug harness. Correct tether use is associated with the tether storage method. In general, subject assessments of the ease of use of CRS features are not highly correlated with the quality of their installation, suggesting a need for feedback with incorrect installations. The results of testing alternative labels and instructions indicate that no alternative condition significantly improved CRS installation compared to baseline conditions across all potential installation errors that were evaluated. An unintended consequence of using “combined” labels (incorporating all of the variations recommended by human factors experts that were tested individually in other conditions) is that subjects were less likely to use the CRS manual. The most promising alternative manual is a video version. Neither the labels nor manuals with improved graphics showed substantial benefit compared to baseline, even though graphics-based manuals and labels score well using the ISO and National Highway Traffic Safety Administration (NHTSA) ease-of-use rating system. The effects of varying labels and manuals on installation error are small compared to the effects of different CRS designs. The data from this study provide quantitative assessments of some CRS features that are associated with reductions in CRS installation errors. This information can be used to update the NHTSA CRS ease-of-use rating system to account for recently developed CRS features. Based on human factors recommendations, suggestions are made for assessing “clear” labels and instructions and modifying Federal Motor Vehicle Safety Standard 213 requirements to facilitate clearer labels and instructions. KW - Child restraint systems KW - Dummies KW - Education level KW - Federal Motor Vehicle Safety Standards KW - Installation KW - Lower Anchors and Tethers for Children (LATCH) KW - Manufacturer instructions KW - Seat belts UR - http://deepblue.lib.umich.edu/bitstream/2027.42/89861/1/102795.pdf UR - https://trid.trb.org/view/1141350 ER - TY - RPRT AN - 01369379 AU - Swigart, Stan L AU - Amdal, James R AU - Tolford, Tara AU - University of New Orleans AU - Gulf Coast Research Center for Evacuation and Transportation Resiliency AU - Research and Innovative Technology Administration TI - New Orleans Metropolitan Inland Waterway Container Transport (IWCT) Feasibility Study PY - 2010/10//Final Report; Technical Report SP - 93p AB - The continued growth in freight movements within the U.S. land transportation network has reached a point where alternative means of augmenting its capacity should be investigated. Market demand factors such as door-to-door and just-in-time delivery have contributed to the strong growth in both road and rail transport sectors. This heavy reliance on ground transport has resulted in increased traffic congestion, worsened bottlenecks throughout the network, road deterioration, air pollution, highway accidents, and fuel consumption. The integration of the inland waterway network into the current intermodal transportation system could serve as an alternative to long haul freight movements and alleviate some of these negative impacts. The U.S. Department of Transportation and the Maritime Administration (MARAD) have recently placed new importance on shifting freight movements, particularly containers, to the nation's waterways by creating a priority federal program: North American Marine Highways. MARAD hopes to demonstrate that the nation's inland waterways can serve as an additional transportation system to landside modes for container transport to relieve congestion and reduce demand on landside intermodal connectors and highway infrastructure. This study has analyzed successful Inland Waterway Container Transport (IWCT) systems in Europe and in select U.S. locations. Further, it assessed the feasibility of IWCT within the Mississippi River trade corridor. The study addresses the potential benefits of IWCT in the U.S. as identified in the literature review, as well as the challenges and limiting factors which have inhibited its development to date, and examines the differences between IWCT development in the U.S. (negligible) and in Europe, where IWCT is a small but rapidly growing and successful sector of certain freight networks. Based on the analysis and findings, the study concludes that IWCT has sufficient landside infrastructure in place or pending to resume service almost immediately. The major hurdles are all market related: unbalanced trade flows; insufficient north bound containers; and the absence of a "Multi-Port Complex" with a 1M TEU annual capacity. The project concludes with policies and programs that seek to guide future investment decision-making by the Regional Planning Commission (the Metropolitan Planning Organization for the New Orleans region) as well as the Louisiana legislature and other state departments. The study also highlights the resiliency factors associated with inland waterway transportation at local, state and national levels. KW - Barriers to implementation KW - Container on barge KW - Container traffic KW - Decision making KW - Europe KW - Feasibility analysis KW - Freight transportation KW - Inland water transportation KW - Mississippi River KW - New Orleans (Louisiana) KW - United States UR - http://www.evaccenter.lsu.edu/pub/11-06.pdf UR - https://trid.trb.org/view/1137571 ER - TY - RPRT AN - 01369374 AU - Bochner, Brian AU - Storey, Beverly AU - Lehnert, Angeline AU - Texas Transportation Institute AU - University Transportation Center for Mobility AU - Research and Innovative Technology Administration TI - Making Mobility Improvements a Community Asset: Transportation Improvements Using Context-Sensitive Solutions PY - 2010/10//Final Report SP - 118p AB - Major mobility improvements are often desired and even sought after by the communities which they serve. Any opposition to such projects usually occurs at the local level from very vocal citizenry. This opposition can cause delays, redesign, increased costs, and sometimes leaves a tarnished image for the sponsoring agency. Even though environmental analyses were added to the project development process to enable a response process for many of the objections, opposition (and potential delays and costs) continues, especially for major improvement projects. Context-sensitive solutions (CSS) grew out of a national symposium (Thinking Beyond the Pavement) to develop an approach to help make major mobility improvements more compatible, more supportive and more acceptable to communities. Use of the CSS approach—involving stakeholders in project development from the beginning—was included in SAFETEA-LU as a policy. However, implementation at the state level has been inconsistent, and a 2007 audit of states showed that departments of transportation (DOTs) of only nine states (plus District of Columbia) have integrated CSS into their ongoing processes, while 15 state DOTs had yet to start. This project was developed to disseminate knowledge, experiences, and reasons for use and benefits of CSS through university courses and technology transfer to facilitate its use by agencies and practitioners in gaining community acceptance of mobility improvement projects. KW - Context sensitive design KW - Context Sensitive Solutions KW - Education and training KW - Highway design KW - Highway project delays KW - Public participation KW - State departments of transportation UR - http://utcm.tamu.edu/publications/final_reports/Bochner_08-14-03.pdf UR - https://trid.trb.org/view/1137996 ER - TY - RPRT AN - 01368593 AU - Prozzi, Jolanda AU - Carroll, Lindsey AU - Loftus-Otway, Lisa AU - Bhat, Chandra AU - Paleti, Rajesh AU - McCray, Talia AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Assessing the Environmental Justice Impacts of Toll Road Projects PY - 2010/10//Technical Report SP - 155p AB - Inadequate and uncertain transportation funding have in recent years resulted in a renewed emphasis on using investments that can be recovered by toll charges to finance new roads and modernize existing roads. This has raised questions about environmental justice (EJ) and how it pertains to tolling. In 2004, Texas Department of Transportation (TxDOT) Project 0-5208 was funded to propose an approach for the identification, measurement, and mitigation of disproportionately high or adverse impacts imposed on minority and low-income communities by toll roads relative to non-tolled facilities. The methodology proposed had two equally important components: an analysis/quantitative component and an effective EJ participation component. However, the research team raised concerns about the ability of various available analytical tools and analysis techniques to measure the potential impacts imposed on EJ communities by toll roads relative to non-toll roads. The objective of this study was to extend the work that was conducted under TxDOT Research Project 0-5208 by (a) reviewing the ability of available tools and analysis techniques to quantify and qualitatively describe the EJ impacts associated with toll road projects and toll road systems through an evaluation of state-of-the-practice applications, and (b) recommending a suitable approach to assess the EJ impacts of toll roads and toll road systems on EJ communities. The research conducted to meet the project objectives has culminated in this research report. KW - Environmental justice KW - Evaluation and assessment KW - Financing KW - Highways KW - Impacts KW - Low income groups KW - Minorities KW - Toll roads UR - http://www.utexas.edu/research/ctr/pdf_reports/0_6544_1.pdf UR - https://trid.trb.org/view/1137185 ER - TY - RPRT AN - 01358017 AU - Gordon, T AU - Sardar, H AU - Blower, D AU - Ljung Aust, M AU - Bareket, Z AU - Barnes, M AU - Blankespoor, A AU - Isaksson-Hellman, I AU - Ivarsson, J AU - Juhas, B AU - Nobukawa, K AU - Theander, H AU - University of Michigan Transportation Research Institute AU - Ford Motor Company AU - Volvo Cars Safety Centre AU - National Highway Traffic Safety Administration TI - Advanced Crash Avoidance Technologies (ACAT) Program – Final Report of the Volvo-Ford-UMTRI Project: Safety Impact Methodology for Lane Departure Warning – Method Development And Estimation of Benefits PY - 2010/10 SP - 218p AB - The Volvo‐Ford‐UMTRI project: Safety Impact Methodology (SIM) for Lane Departure Warning is part of the U.S. Department of Transportation’s Advanced Crash Avoidance Technologies (ACAT) program. The project developed a basic analytical framework for estimating safety benefits in the form of computed reductions in US crash numbers assuming the vehicle fleet was fully equipped with Volvo Lane Departure Warning (LDW) systems. Attention was limited to crashes initiated by the lane departure of a light passenger vehicle. The SIM uses computer models, Monte‐Carlo methods and extensive batch simulations to fuse together diverse data sources into a Virtual Crash Population. The simulation model incorporates sub‐models for the driver, vehicle, environment and technology (DVET model). The simulated population of virtual crashes makes use of historical crash data (NASS GES and Michigan Crash File), naturalistic driving data, objective test data from test track and driving simulator experiments, as well as highway data to populate the environmental sub‐model. The vehicle model was based on a representative mid‐sized sedan, and test data was used to estimate initial conditions, parameters and parameter ranges in the various sub‐models. The driver component of the DVET model includes sensing, information processing and control action modules, and represents the stochastic effects of distraction and delayed driver reaction to a lane departure event. Batch simulations were run in cases where the LDW technology model is active or suppressed. Taken together with estimates of system availability and driver responsiveness, an estimate for the range of safety benefits was developed. The SIM provides detailed indications of how the DVET components are expected to interact in the field, and hence the results provide safety‐related information that goes beyond the numerical benefit estimates, considered preliminary in this first analysis. This project was led by the Ford Motor Company. KW - Benefits KW - Crash avoidance systems KW - Highway safety KW - Lane departures KW - Lateral placement KW - Light vehicles KW - Safety Impact Methodology KW - Simulation KW - Traffic crashes KW - Warning systems UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2010/811405.pdf UR - https://trid.trb.org/view/1122813 ER - TY - RPRT AN - 01357456 AU - Chinnam, Ratna Babu AU - Murat, Alper E AU - Ulferts, Gregory AU - Michigan Ohio University Transportation Center AU - University of Detroit Mercy AU - Wayne State University AU - Michigan Department of Transportation AU - Research and Innovative Technology Administration TI - Enabling Congestion Avoidance and Reduction in the Michigan-Ohio Transportation Network to Improve Supply Chain Efficiency: Freight ATIS PY - 2010/10//Final Report SP - 40p AB - In just-in-time (JIT) manufacturing environments, on-time delivery is a key performance measure for dispatching and routing freight vehicles. Growing travel time delays and variability, attributable to increasing congestion in transportation networks, are greatly impacting the efficiency of JIT logistics operations. Recurrent and non-recurrent congestion are the two primary reasons for delivery delay and variability. Over 50 percent of all travel time delays are attributable to non-recurrent congestion sources such as incidents. Despite its importance, state-of-the-art dynamic routing algorithms assume away the effect of these incidents on travel time. In this study, we propose a stochastic dynamic programming formulation for dynamic routing of vehicles in non-stationary stochastic networks subject to both recurrent and non-recurrent congestion. We also propose alternative models to estimate incident induced delays that can be integrated with dynamic routing algorithms. Proposed dynamic routing models exploit real-time traffic information regarding speeds and incidents from Intelligent Transportation System (ITS) sources to improve delivery performance. Results are very promising when the algorithms are tested in a simulated network of southeast Michigan freeways using historical data from the MITS Center and Traffic.com. KW - Delivery service KW - Dynamic models KW - Dynamic programming KW - Freight traffic KW - Incident management KW - Intelligent transportation systems KW - Just in time production KW - Michigan KW - Ohio KW - Supply chain management KW - Traffic congestion UR - http://michigan.gov/documents/mdot/MDOT_Research__Report_RC-1545D_364053_7.pdf UR - http://mioh-utc.udmercy.edu/research/sc-02/pdf/MIOH_UTC_SC2p2-4_2010-Final_Report_Enabling_Congestion_Avoidance_etc.pdf UR - https://trid.trb.org/view/1120951 ER - TY - RPRT AN - 01357451 AU - Khasnabis, Snehamay AU - Elibe, Elibe A AU - Dutta, Utpal AU - Tenazas, Eric AU - Michigan Ohio University Transportation Center AU - Wayne State University AU - University of Detroit Mercy AU - Michigan Department of Transportation AU - Research and Innovative Technology Administration TI - Transit-Oriented Development on Detroit Rail Transit System PY - 2010/10//Final Report SP - 88p AB - This study, conducted jointly at Wayne State University (WSU) and the University of Detroit Mercy (UDM), develops transit-oriented development (TOD) programs around two selected stations along the planned light-rail transit (LRT) route in Metropolitan Detroit. This study identifies two transit stations along the Woodward Avenue corridor, proposes TOD packages for these sites, and identifies planning, economic, and institutional mechanisms for their effective implementation. The study integrates TOD with the planning and design of selected stations in the Detroit area, with the intent to maximize economic growth potential and to improve the quality of life of the citizens of the local communities and the users of the LRT facility. KW - Detroit (Michigan) KW - Economic development KW - Feasibility analysis KW - Land use KW - Light rail transit KW - Planning and design KW - Rail transit stations KW - Strategic planning KW - Transit oriented development UR - http://michigan.gov/documents/mdot/MDOT_Research__Report_RC-1545L_364114_7.pdf UR - http://mioh-utc.udmercy.edu/research/ts-23-p1/pdf/MIOH_UTC_TS23_Proj1_2010-Final_Report_Transit_Oriented_Development_On_Detroit_Rail_Transit_System.pdf UR - https://trid.trb.org/view/1120963 ER - TY - RPRT AN - 01357435 AU - Khasnabis, Snehamay AU - Dutta, Utpal AU - Michigan Ohio University Transportation Center AU - Wayne State University AU - University of Detroit Mercy AU - Michigan Department of Transportation AU - Research and Innovative Technology Administration TI - Modeling Metropolitan Detroit Transit PY - 2010/10//Final Report SP - 64p AB - The seven-county Southeast Michigan region, that encompasses the Detroit Metropolitan Area, ranks fifth in population among top 25 regions in the nation. It also ranks among bottom five in the transit service provided, measured in miles or hours or per capita dollars of transit service. The primary transit agencies in the region essentially cater to ‘captive riders’. Cities with a stronger transit base in the nation have two things in common; their ability to draw “choice” riders, and their success in building some type of rail transit system, with capital funds generally provided by the federal government. Over past three decades, a number of studies have examined the feasibility of rapid transit services in the Detroit region including speed link (rubber tired high speed buses), Light Rail Transit (LRT), Commuter Rail Transit (CRT) and High Speed Rail Transit (HRT). Among the many problems associated with building such a rapid transit system in the region, is the lack of a “quick response” tool for preliminary planning for light rail transit along an urban travel corridor. The primary objective of this project is to develop a quick-response tool for sketch planning purposes that may be used by other cities to test the feasibility of building LRT systems along a predefined transit corridor (i.e., a corridor with existing transit service, in form of buses). The primary focus of this study is to maximize the use of available data without any new data collection effort. In the report, the authors present an LRT case study for Detroit, where a number of LRT planning studies are currently underway, each with specific objectives, followed by a set of guidelines that can be used by transit planners for sketch planning of LRT. The guidelines are designed to assist transit planners in the preliminary planning effort for a LRT system on an urban travel corridor with existing bus services. KW - Bus rapid transit KW - Detroit (Michigan) KW - Feasibility analysis KW - High speed rail KW - Light rail transit KW - Public transit KW - Quality of service KW - Railroad commuter service KW - Sketch planning KW - Transit operating agencies UR - http://michigan.gov/documents/mdot/MDOT_Research__Report_RC-1545G_364100_7.pdf UR - http://mioh-utc.udmercy.edu/research/ts-14/pdf/MIOH_UTC_TS14_2010-Final_Report_Modeling_Metropolitan_Detroit_Transit.pdf UR - https://trid.trb.org/view/1120958 ER - TY - RPRT AN - 01354146 AU - Walton, C M AU - Harrison, Robert AU - Bienkowski, Bridget AU - Kockelman, Kara AU - Weissmann, Angela Jannini AU - Weissmann, Jose AU - Papagiannakis, A T AU - Yang, Mijia AU - Kunsietty, Jaya Lakshmi AU - University of Texas, Austin AU - University of Texas, San Antonio AU - Texas Department of Transportation AU - Federal Highway Administration TI - Potential Use of Longer Combination Vehicles in Texas: Second-Year Report PY - 2010/10//Technical Report SP - 97p AB - The second year of this study focused on Texas highway corridors carrying heavy truck volumes and examined LCV operations—particularly infrastructure costs—to identify where the highest economic advantage from LCV implementation would be achieved. First an Executive Summary of the entire study describes the two-year findings. Then Chapter 1 provides a short background and summarizes the outlines of both reports. Chapter 2 covers the potential LCV impacts on the pavements of the high volume heavy truck corridors (segments) on the TxDOT system. The work is a fundamental contribution to estimating pavement life and critical in ensuring that any recommended increase of truck size or weight meets the marginal cost rule. The chapter covers the method used to determine pavement life, together with the collection and analysis of data required in the evaluation. It reports the characteristics, analysis, results, and conclusions for each of five Texas corridors. The chapter then summarizes the findings for both rigid and flexible pavement and closes with limitations and recommendations for additional research. Chapter 3 identifies LCV impacts on the bridges identified on the corridors specified in Chapter 2. It describes the method selected to determine bridge impacts, including the traditional moment analysis method and a fatigue moment analysis method that promises greater precision. The LCV types selected for study analysis—97,000 lb tridem, 138,000 lb double 53ft, and a 90,000 lb double 53ft—are then introduced sequentially and the results for both moment methods given. Results are then summarized with one surprising result. Chapter 4 provides the findings regarding users, pavements, and bridges. The major recommendation of the advisory panel was a pilot study of LCV types over a selection of Texas corridors that are economically attractive to truckers. Finally, a series of appendices covered supporting material to the analytical work undertaken in the second year and the presentations made at the final study workshop. KW - Axle loads KW - Bridges KW - Heavy duty trucks KW - High volume roads KW - Highway corridors KW - Longer combination vehicles KW - Marginal costs KW - Pavement performance KW - Service life KW - Texas KW - Torque KW - Tractor trailer combinations UR - http://www.utexas.edu/research/ctr/pdf_reports/0_6095_2.pdf UR - https://trid.trb.org/view/1116008 ER - TY - RPRT AN - 01354092 AU - Harrison, Rob AU - Persad, Khali AU - Dhumal, Ateeth AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Employment Impacts of ARRA Funding on TxDOT Projects PY - 2010/10//Technical Report SP - 115p AB - The stimulus package signed by President Obama on March 6, 2009 is known as the American Recovery and Reinvestment Act (ARRA). This act allocated $48.1 billion to transportation of which $27.5 billion was for highway projects. Texas was allotted the second highest distribution of $2.2 billion and by September 1, 2009, 298 projects were authorized and $1.2 billion obligated. The full allocation was taken up by the April 2010 deadline. State agencies like TxDOT who receive ARRA funds must report, on a monthly basis, various data on each project in the ARRA program including staff numbers, hours worked and payroll. Construction labor, however, is only one part of the full economic impact of highway investment. The direct jobs, such as those reported by the main contractor and the subs, can be smaller than those working in the indirect sector—material suppliers, transportation companies, and so forth. And when those in the direct and indirect sectors are employed, they spend money in a variety of ways to create induced impacts. This report documents research that explores labor usage on TxDOT ARRA construction projects, including statistical analyses and interviews with contractors and suppliers. It also includes an analysis of the differences observed in labor, material, and equipment costs on ARRA projects compared to ‘normal’ project costs. KW - American Recovery and Reinvestment Act of 2009 KW - Economic impacts KW - Employment KW - Financing KW - Labor force KW - Labor market KW - Road construction KW - Road construction workers KW - Texas UR - http://www.utexas.edu/research/ctr/pdf_reports/0_6592_1.pdf UR - https://trid.trb.org/view/1116020 ER - TY - RPRT AN - 01346520 AU - Nash, Phillip T AU - Hood, John AU - Hutson, Nathan AU - Knipstein, Ben AU - Loftus-Otway, Lisa AU - Smith, Doug AU - Sober, Joseph C AU - Walker, Richard P AU - Welch, Ben AU - Texas Tech University, Lubbock AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - TxDOT and Electric Power Transmission Lines PY - 2010/10//Technical Report SP - 100p AB - Rural areas of Texas are being extensively developed as locations for renewable energy projects and generation facilities. Wind power, solar power, and other renewable energy technologies are viewed by the public as the next economic boom and have been compared to the oil boom of the early twentieth century. However, studies have indicated that the existing transmission network is unable to support significant transmission of electricity from additional wind generation. The Public Utilities Commission of Texas created Competitive Renewable Energy Zones (CREZ) to match renewable resources with needs in pursuit of adequate future transmission. The Texas Department of Transportation (TxDOT) has the potential for a unique and expansive role in the development of future transmission capacity given the authorizations contained in House Bill 3588 that allow the department to build, own, or operate transmission. The purpose of this study was to provide baseline information and case studies to better define TxDOT’s role in electric power transmission lines and partnering with public utilities. Technical and legal issues were documented in literature and legal analysis undertaken during the study. Stakeholders in electric power generation and transmission were identified, and researchers interviewed a variety of state agencies, transmission providers, renewable energy non-profit organizations, property rights advocates, independent system operators, public utilities and other state departments of transportation. The researchers conclude that at present, the location of transmission alongside transportation is a reasonable and achievable goal. While there are incongruencies in the comparative planning regimens of TxDOT and transmission developers, none seem to present an unbreachable barrier to successful joint development. There are numerous examples of successful installations around the country. In most cases, these alignments are placed just outside of the highway right of way (ROW) on private land, though in a few cases they have also been placed within the ROW. Avoiding conflict with landowners and preserving landscapes was found to be the primary motivation for co-location. The research offered recommendations that would be required (federally and locally) to encourage utility accommodation within ROW, and enhance TxDOT's role in this process. KW - Case studies KW - Electric power transmission facilities KW - Joint development KW - Legal factors KW - Location KW - Partnerships KW - Public utilities KW - Renewable energy sources KW - Right of way (Land) KW - Stakeholders KW - Texas Department of Transportation KW - Underground utility lines KW - Utility accommodation policy KW - Wind power generation UR - http://www.depts.ttu.edu/techmrtweb/reports/complete_reports/0-6495_final_report.pdf UR - https://trid.trb.org/view/1108670 ER - TY - RPRT AN - 01345463 AU - Howard, Milady AU - Whittington, Jordan AU - Strickland, Matthew AU - Mississippi Department of Transportation AU - Federal Highway Administration TI - Profilograph Specification Study PY - 2010/10//Final Report SP - 39p AB - Pavement smoothness is probably the single most important indicator of pavement performance according to the traveling public. Rough or uneven pavements adversely affect driver safety, ride quality, fuel efficiency, and vehicle wear and tear. Rough pavements also lead to decreased pavement durability as rough pavements are proven to deteriorate faster than smooth pavements. Under the current specification the Mississippi Department of Transportation uses the Profile Index for highway pavement smoothness acceptance. This report covers the activities that were performed to enhance the current Mississippi Department of Transportation (MDOT) ride specification for pavements. The project team reviewed the MDOT ride specification for flexible and portland cement concrete pavements and compared it with current literature and state of practice. This report provides information on the review of MDOT current ride specification, literature review, and recommendations for improvements. The recommendations cover the proposed improvements to the current ride specification, tolerances, project classification levels, analysis tools and indices, and methods of acceptance. KW - Concrete pavements KW - Flexible pavements KW - Literature reviews KW - Mississippi Department of Transportation KW - Performance based specifications KW - Portland cement concrete KW - Profilographs KW - Recommendations KW - Ride quality KW - Roughness KW - Smoothness UR - http://www.gomdot.com/Divisions/Highways/Resources/Research/pdf/Reports/InterimFinal/SS144.pdf UR - http://ntl.bts.gov/lib/44000/44500/44548/State_Study_144_-_Profilograph_Specification_Study.pdf UR - https://trid.trb.org/view/1107373 ER - TY - RPRT AN - 01342847 AU - Amdal, James AU - Swigart, Stan L AU - Gulf Coast Research Center for Evacuation and Transportation Resiliency AU - Research and Innovative Technology Administration TI - Resilient Transportation Systems in a Post-Disaster Environment: A Case Study of Opportunities Realized and Missed in the Greater New Orleans Region PY - 2010/10//Final Report SP - 56p AB - Based upon our research in Post-Katrina New Orleans, the authors define transportation resiliency as a system's ability to function before, during and after major disruptions through reliance upon multiple mobility options. The importance of a resilient transportation system becomes more apparent during disasters where multiple options for mobility are necessary for both passenger and goods movement due to the potential loss of one or more modes. Post-Katrina New Orleans offers a unique opportunity to investigate pre-disaster planning and post-disaster recovery activities in a major metropolitan city where all modes of transportation were either severely damaged or completely destroyed. In response to Hurricane Katrina, the costliest disaster in U.S. history, new policies and programs have been adopted in New Orleans, in Louisiana, and at the federal level for disaster preparedness and post-disaster recovery. This paper addresses how transportation systems and policies in New Orleans have evolved in the wake of Hurricane Katrina (2005) to achieve a greater degree of resiliency and ultimately better serve the mobility needs of the community in future disaster situations. KW - Communication systems KW - Coordination KW - Disaster preparedness KW - Disaster relief KW - Disasters and emergency operations KW - Emergency management KW - Evacuation KW - Hurricane Katrina, 2005 KW - New Orleans (Louisiana) KW - Recovery operations UR - http://www.evaccenter.lsu.edu/1001.pdf UR - https://trid.trb.org/view/1103149 ER - TY - RPRT AN - 01341787 AU - Bham, Ghulam H AU - Long, Suzanna AU - Baik, Hojong AU - Ryan, Tom AU - Gentry, Lance AU - Lall, Khushboo AU - Arezoumandi, Mahdi AU - Liu, Daxiao AU - Li, Tao AU - Schaeffer, Brian AU - Missouri University of Science and Technology, Rolla AU - Missouri Department of Transportation AU - Federal Highway Administration TI - Evaluation of Variable Speed Limits on I‐270/I‐255 in St. Louis PY - 2010/10//Final Report SP - 50p AB - In May of 2008, the Missouri Department of Transportation installed a “Variable Speed Limit” (VSL) system along the I‐270/I‐255 corridor in St. Louis. This project evaluated the VSL system and its potential impacts and benefits to the transportation users. The technical system evaluation focused on three areas ‐mobility, safety, and public and police perceptions. The VSL is not performing as desired in terms of improvements to overall mobility along the corridor, but is providing limited benefits to some segments. Noticeable benefits have been seen with respect to reduction in the number of crashes during the evaluation period. The driving public and law enforcement are widely dissatisfied with the VSL system based on their perceptions of benefits to congestion relief, compliance with posted speed limits, and overall visibility of the current sign configuration. KW - Benefits KW - Compliance KW - Highway safety KW - Impact studies KW - Interstate highways KW - Mobility KW - Public opinion KW - Saint Louis (Missouri) KW - Speed limits KW - Traffic congestion KW - Traffic law enforcement KW - Traffic mitigation KW - Traffic signs KW - User perceptions KW - Variable speed limits KW - Visibility UR - http://library.modot.mo.gov/RDT/reports/Ri08025/or11014rpt.pdf UR - http://ntl.bts.gov/lib/37000/37900/37999/or11014app.pdf UR - https://trid.trb.org/view/1103196 ER - TY - RPRT AN - 01340901 AU - Bham, Ghulam H AU - Long, Suzanna AU - Baik, Hojong AU - Ryan, Tom AU - Gentry, Lance AU - Lall, Khushboo AU - Arezoumandi, Mahdi AU - Liu, Daxiao AU - Li, Tao AU - Schaeffer, Brian AU - Missouri University of Science and Technology, Rolla AU - Missouri Department of Transportation AU - Federal Highway Administration TI - Appendices: Evaluation of Variable Speed Limits on I-270/I-255 in St. Louis PY - 2010/10//Final Report SP - 462p AB - In May of 2008, the Missouri Department of Transportation installed a “Variable Speed Limit” (VSL) system along the I-270/I-255 corridor in St. Louis. This project evaluated the VSL system and its potential impacts and benefits to the transportation users. The technical system evaluation focused on three areas - mobility, safety, and public and police perceptions. The VSL is not performing as desired in terms of improvements to overall mobility along the corridor, but is providing limited benefits to some segments. Noticeable benefits have been seen with respect to reduction in the number of crashes during the evaluation period. The driving public and law enforcement are widely dissatisfied with the VSL system based on their perceptions of benefits to congestion relief, compliance with posted speed limits, and overall visibility of the current sign configuration. This document contains the following appendices to the final report: (A) Methodology; (B) Process Data and Assessment; (C) Literature Review; (D) References; and (E) Data Collected. KW - Benefits KW - Compliance KW - Highway safety KW - Impact studies KW - Interstate highways KW - Mobility KW - Public opinion KW - Saint Louis (Missouri) KW - Speed limits KW - Traffic congestion KW - Traffic law enforcement KW - Traffic mitigation KW - Traffic signs KW - User perceptions KW - Variable speed limits KW - Visibility UR - http://library.modot.mo.gov/RDT/reports/Ri08025/or11014app.pdf UR - https://trid.trb.org/view/1102878 ER - TY - RPRT AN - 01340417 AU - Strickland, Matthew AU - Mississippi Department of Transportation AU - Federal Highway Administration TI - Construction Monitoring of Full-Depth Reclamation in Madison County for MDOT Project No. NH-0008-03(032) PY - 2010/10//Final Report SP - 39p AB - This report presents the results of construction monitoring of the full-depth reclamation (FDR) process used on MDOT project number NH-0008-03(032) in Madison County on US49. FDR is a method of pavement rehabilitation in which the entire pavement structure is milled up, crushed, blended, and placed back in order to provide a homogenous material that, when properly compacted, is suitable for use as a pavement base layer. This report discussed the techniques used, problems encountered, and lessons learned from the FDR project. KW - Full-depth reclamation KW - Mississippi KW - Pavement maintenance KW - Paving UR - http://www.gomdot.com/Divisions/Highways/Resources/Research/pdf/Reports/InterimFinal/FDR_Rpt.pdf UR - http://ntl.bts.gov/lib/37000/37800/37832/FDR_Report.pdf UR - http://ntl.bts.gov/lib/44000/44500/44519/Construction_Monitoring_of_Full-Depth_Reclamation_in_Madison_County_for_MDOT_Project_No._NH-0008-03_032_.pdf UR - https://trid.trb.org/view/1101885 ER - TY - RPRT AN - 01340410 AU - Whittington, Jordan AU - Strickland, Matthew AU - Wiles, Paula AU - Mississippi Department of Transportation AU - Federal Highway Administration TI - Transtech PQI 301 Pavement Quality Indicator Device Evaluation PY - 2010/10//Final Report SP - 21p AB - The PQI 301 Asphalt Density device, developed by Transtech Systems, Inc., was evaluated by MDOT to determine if it could be used in lieu of the currently required nuclear density gauge. Nuclear density gauges require MDOT personnel to have a license, to be certified and wear a badge, and to be exposed to radiation. The PQI 301 was advertised as being easy and cost-effective to own, lightweight and easy to transport, as well as being quick and accurate. MDOT purchased two PQI 301 devices, one placed in the Gulfport Project Office and the other in the MDOT Materials Division. Both devices were used for comparison of results. During the study 236 density readings were taken with the PQI 301. However, difficulties in training, the lack of a standardized method of data collection and documentation, and lack of uniformity in data collection made data comparison between the PQI and the nuclear density gauge impossible. MDOT could seek further investigation into quality assurance, training, and standardized data collection methods if the agency wishes to implement the PQI 301 device. KW - Asphalt KW - Density KW - Measuring instruments KW - Quality assurance UR - http://www.gomdot.com/Divisions/Highways/Resources/Research/pdf/Reports/InterimFinal/SS198.pdf UR - http://ntl.bts.gov/lib/37000/37900/37920/SS198_PQI_Final_Report.pdf UR - https://trid.trb.org/view/1101888 ER - TY - RPRT AN - 01339691 AU - Tatham, Chris AU - ETC Institute AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Identifying Customer-Focused Performance Measures PY - 2010/10//Final Report SP - 20p AB - The Arizona Department of Transportation (ADOT) completed a comprehensive customer satisfaction assessment in July 2009. ADOT commissioned the assessment to acquire statistically valid data from residents and community leaders to help it identify short-term and long-term transportation priorities. The survey found that state residents feel: Safe on the state’s highways; ADOT keeps the roads clean; ADOT keeps the landscaping well maintained; Satisfied with the Motor Vehicle Division; ADOT is moving in the right direction; Dissatisfied with condition of highway shoulders (should be improved); Dissatisfied with nighttime visibility of highway striping; Dissatisfied with the frequency of public transit where they live; and Dissatisfied with traffic flow on highways during rush hour. Both residents and community leaders said the transportation issues with the highest priorities were: Repairing and maintaining existing highways; Enhancing highway safety; and Relieving congestion on highways. KW - Administration KW - Arizona Department of Transportation KW - Customer satisfaction KW - Highway maintenance KW - Highway safety KW - Highway traffic control KW - Motor vehicle departments KW - Peak hour traffic KW - Public opinion KW - Public transit KW - State departments of transportation KW - Strategic planning KW - Surveys KW - Traffic congestion KW - Transit service UR - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ655.pdf UR - https://trid.trb.org/view/1102449 ER - TY - RPRT AN - 01338808 AU - Ahlborn, T M AU - Shuchman, R AU - Sutter, L L AU - Brooks, C N AU - Harris, D K AU - Burns, J W AU - Endsley, K A AU - Evans, D C AU - Vaghefi, K AU - Oats, R C AU - Michigan Technological University, Houghton AU - Michigan Tech Research Institute AU - Center for Automotive Research AU - Michigan Department of Transportation AU - Research and Innovative Technology Administration TI - An Evaluation of Commercially Available Remote Sensors for Assessing Highway Bridge Condition PY - 2010/10//Task 3 Report SP - 73p AB - This report focuses on evaluating twelve forms of remote sensing that are potentially valuable to assessing bridge condition. The techniques are: ground penetrating radar (GPR), spectra, 3-D optics (including photogrammetry), electro-optical satellite and airborne imagery, optical interferometry, LiDAR, thermal infrared, acoustics, digital image correlation (DIC), radar (including backscatter and speckle), interferometric synthetic aperture radar (InSAR), and high-resolution "StreetView-style" digital photography. Using a rating methodology developed specifically for assessing the applicability of these remote sensing technologies, each technique was rated for accuracy, commercial availability, cost of measurement, pre-collection preparation, complexity of analysis and interpretation, ease of data collection, stand-off distance, and traffic disruption. Key findings from the evaluation are that 3-D optics and “StreetView-style” photography appear to have the greatest potential for assessing surface condition of the deck and structural elements, while radar technologies, including GPR and higher frequency radar, as well as thermal/infrared imaging demonstrate promise for subsurface challenges. Global behavior can likely be best monitored through electro-optical satellite and airborne imagery, optical interferometry, and LiDAR. KW - Accuracy KW - Acoustics KW - Aerial imagery KW - Condition surveys KW - Cost effectiveness KW - Digital image correlation KW - Ease of use KW - Ground penetrating radar KW - High resolution digital photography KW - Highway bridges KW - Imagery KW - Infrared analysis KW - Interferometric synthetic aperture radar KW - Interferometry KW - Laser radar KW - Optics KW - Radar KW - Remote sensing KW - Satellite imagery KW - Spectrum analysis KW - Traffic disruption UR - http://www.mtri.org/bridgecondition/doc/RITA_BCRS_Commercial_Sensor_Evaluation.pdf UR - https://trid.trb.org/view/1101245 ER - TY - RPRT AN - 01338175 AU - O'Connor, Jerome S AU - Multidisciplinary Center for Earthquake Engineering Research AU - New York State Department of Transportation AU - Federal Highway Administration TI - Post-Earthquake Bridge Inspection Guidelines PY - 2010/10//Final Report SP - 145p AB - This report presents a course of action that can be used by the New York State Department of Transportation (NYSDOT) to respond to an earthquake that may have damaged bridges, so that the highway system can be assessed for safety and functionality in an orderly and expeditious manner. If a significant earthquake occurs, maintenance personnel will respond immediately by driving all state highways in the affected area, starting with pre-defined priority routes. They will report their findings to the Resident Engineer (RE) and erect barricades to close damaged bridges. The second phase of the Department’s response will consist of detailed bridge inspections. The Regional Structures Engineer (RSE) will mobilize and deploy bridge inspection teams according to preliminary damage assessments and data that are available about the proximity, importance and seismic vulnerability of each structure. A computer program was produced under this project to facilitate the prioritization of inspections: it uses Global Positioning System (GPS) coordinates that are in the bridge inventory to compute the distance from the epicenter to each bridge. Tools needed for implementation of the earthquake response plan are provided and/or described in this report: a process flowchart, clear lines of responsibility, prioritization software, reporting forms, lists of necessary resources, sample photos of damage that might occur, strategies for repairing damaged bridges, and training exercises for staff. KW - Bridges KW - Computer programs KW - Damage assessment KW - Disasters and emergency operations KW - Earthquakes KW - Guidelines KW - Inspection KW - New York (State) KW - New York State Department of Transportation KW - Safety KW - Strategic planning UR - https://www.dot.ny.gov/divisions/engineering/technical-services/trans-r-and-d-repository/C-06-14_Post-Eq%20Final%20Report_October%202010_0.pdf UR - http://ntl.bts.gov/lib/37000/37900/37992/C-06-14_Post-Eq_Final_Report_October_2010.pdf UR - https://trid.trb.org/view/1100691 ER - TY - RPRT AN - 01337276 AU - Kockelman, Kara AU - Xie, Chi AU - Fagnant, Dan AU - Thompson, Tammy AU - McDonald-Buller, Elena AU - Waller, Travis AU - Kockelman, Kara AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Comprehensive Evaluation of Transportation Projects: A Toolkit for Sketch Planning PY - 2010/10//Technical Report SP - 115p AB - A quick-response project-planning tool can be extremely valuable in anticipating the congestion, safety, emissions, and other impacts of large-scale network improvements and policy implementations. This report identifies the advantages and limitations of existing methods and toolkits for sketch-planning project evaluation. The report also describes the design and application of a new project evaluation toolkit, to assist transportation agencies and their consultants in the project planning phase. The toolkit is a spreadsheet-based application that offers users a familiar and powerful data manipulation interface for evaluation of abstracted networks’ improvements and modifications, versus a base case scenario, relying largely on traffic counts. The toolkit includes a travel demand prediction module for destination, mode, time of day and route choices, across multiple user classes and implemented as a set of external C++ programs. The toolkit estimates vehicle emissions using an extensive spreadsheet database of EPA’s MOBILE 6.2 emissions rates. Crash rates come from Texas-based models, and changes in traveler/consumer surplus (versus base case scenarios) are estimated using the Rule of Half. Estimates of link reliability also are available, and can be included in comprehensive benefit-cost metrics, which discount future impacts over time. The toolkit enables planners to comprehensively yet quickly anticipate and analyze the various impacts of diverse network improvement strategies. KW - Emissions modeling KW - Evaluation and assessment KW - Exhaust gases KW - Improvements KW - Programming (Planning) KW - Sketch planning KW - Traffic forecasting KW - Traffic networks KW - Travel demand UR - http://www.utexas.edu/research/ctr/pdf_reports/0_6235_1.pdf UR - https://trid.trb.org/view/1097568 ER - TY - RPRT AN - 01336842 AU - Rose, C AU - Panken, A AU - Harman, W AU - Wood, L AU - Massachusetts Institute of Technology AU - Federal Aviation Administration TI - MIT Lincoln Laboratory TCAS Performance PY - 2010/10 SP - 84p AB - The Traffic Alert and Collision Avoidance System (TCAS) Verion 7 surveillance requirements were developed in the mid-1990s with the use of limited radar data. Recently, a more comprehensive radar data source has become available, enabling a thorough analysis of TCAS surveillance performance throughout the National Airspace System (NAS). This paper characterizes six high traffic terminal environments over three months. A busy one-hour period was selected from each location for density and equipage measurements. This paper then describes the use of a high fidelity simulation to characterize compared with the design requirements, including interference limiting specifications. The effect of TCAS surveillance activity on Air Traffic Control (ATC) ground radar performance is also investigated. Results indicate that the surveillance algorithms perform as intended and that TCAS has a minimal impact on ground radar. Areas of concern are noted for future investigations. KW - Air traffic control KW - Aviation safety KW - Computer algorithms KW - Crash avoidance systems KW - Performance KW - Traffic alert and collision avoidance system KW - Warning systems UR - https://trid.trb.org/view/1098767 ER - TY - RPRT AN - 01334232 AU - Wang, Yinhai AU - Lao, Yunteng AU - Wu, Yao-Jan AU - Corey, Jonathan AU - University of Washington, Seattle AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Identifying High Risk Locations of Animal-Vehicle Collisions on Washington State Highways PY - 2010/10//Final Research Report SP - 107p AB - Animal-vehicle collisions (AVCs) have been increasing with increases in both animal populations and motor vehicle miles of travel and have become a major safety concern nationwide. Most previous AVC risk studies have not considered factors related to human behavior or the spatial distribution of animal populations in depth because of missing datasets or the poor quality of data. The two common sources of data—the Collision Report (CRpt) and Carcass Removal (CR) datasets—are often found significantly different. To address these data issues, two approaches were followed in this research. In the first approach, a fuzzy logic-based data mapping algorithm was developed to obtain a more complete AVC dataset from the CRpt and CR data. In comparison to the original CR dataset, the combined dataset increased the number of AVC records by 13~22 percent. This combined dataset was used to develop and calibrate a microscopic probability (MP) model that can explicitly consider drivers’ behaviors and the spatial distributions of animal populations. In the second approach, a Diagonal Inflated Bivariate Poisson (DIBP) regression model was developed to fit the two datasets simultaneously. The DIBP model can effectively identify the overlapping parts of the two datasets and quantify the impacts of road and environmental factors on AVCs. Both proposed models used the CRpt and CR data collected from ten selected study routes in Washington state. The MP model results showed that variables including number of lanes and animal habitat areas are significantly associated with the probability of animals crossing the highway. Two factors, speed limit and truck percentage, have impacts on the probability of a driver’s ineffective response. A wider median may decrease the probability of an animal failing to avoid a collision. The DIBP results showed that speed limit, restrictive access control, and roadway segment length have an increasing relationship with AVCs. Furthermore, hotspots (high risk roadway segments) were identified for all the study routes on the basis of the modeling and data analysis results. These quantitative results will help WSDOT develop countermeasures to AVCs. KW - Access control (Transportation) KW - Animal vehicle collisions KW - Animals KW - Behavior KW - Crash reports KW - Data mapping KW - Data quality KW - Habitat (Ecology) KW - High risk locations KW - Human factors in crashes KW - Mathematical models KW - Medians KW - Risk analysis KW - Road kill KW - Speed limits KW - Truck traffic KW - Washington (State) UR - http://www.wsdot.wa.gov/research/reports/fullreports/752.1.pdf UR - https://trid.trb.org/view/1097593 ER - TY - RPRT AN - 01333806 AU - Smith, K L AU - Larson, R M AU - Applied Pavement Technology, Incorporated AU - Federal Highway Administration TI - Relationship between Pavement Surface Characteristics and Crashes, Volume 2: Annotated Bibliography PY - 2010/10//Final Report SP - 153p AB - There is a lack of comprehensive documentation (from the U.S. and abroad) on the effect that pavement surface characteristics (PSC) (i.e., texture, friction, and roughness) can have in reducing the unacceptable number of fatalities and serious injuries on U.S. highways. Moreover, while various studies have attempted to establish clear relationships between friction and other surface characteristics and crashes, tort liability concerns have greatly limited the collection and distribution of data and analysis results, particularly in the U.S. This document is part of a three-volume report investigating the relationship between PSCs and crashes and examining the legal issues surrounding the collection and retention of surface characteristics data by highway agencies. This volume presents a comprehensive listing of documents collected for use in the study and pertinent to the issue of PSC and highway safety, and to the legal aspects of both. The documents listed include technical reports, manuals and guides, official policy and legal documents, and literary articles, grouped according to the following subject areas: (1) highway safety/crash prevention, (2) pavement friction/texture, (3) pavement friction design/texture selection, (4) pavement friction management, (5) pavement surface characteristics, (6) hydroplaning potential, (7) splash/spray, and (8) legal issues. Each listing includes an annotation explaining or summarizing the contents of the document. This is the second volume of a three-volume report. The other volumes in the series are: Volume 1 - Synthesis Report; Volume 3 - Executive Report on Legal Issues Associated with Surface Characteristics Data. KW - Bibliographies KW - Friction KW - Highway safety KW - Hydroplaning KW - Legal factors KW - Pavement design KW - Roughness KW - Skid resistance KW - Surface course (Pavements) KW - Texture KW - Tort liability KW - Traffic crashes UR - https://trid.trb.org/view/1094150 ER - TY - RPRT AN - 01333785 AU - Larson, R M AU - Smith, K L AU - Applied Pavement Technology, Incorporated AU - Federal Highway Administration TI - Relationship between Pavement Surface Characteristics and Crashes, Volume 1: Synthesis Report PY - 2010/10//Final Report SP - 138p AB - There is a lack of comprehensive documentation (from the U.S. and abroad) on the effect that pavement surface characteristics (PSC) (i.e., texture, friction, and roughness) can have in reducing the unacceptable number of fatalities and serious injuries on U.S. highways. Moreover, while various studies have attempted to establish clear relationships between friction and other surface characteristics and crashes, tort liability concerns have greatly limited the collection and distribution of data and analysis results, particularly in the U.S. This document is part of a three-volume report investigating the relationship between PSCs and crashes and examining the legal issues surrounding the collection and retention of surface characteristics data by highway agencies. In this volume, the contribution of pavement friction and texture on the reduction of vehicle crashes is examined, both in general and for specific roadway locations, such as curves, intersections, and work zones. The synthesis draws upon important information and findings contained in hundreds of literary documents compiled for the study. The synthesis is intended to provide pavement, materials, and safety engineers at the federal, state, and local levels with the information necessary to effect crash-reducing improvements in pavement surface conditions. This is the first volume of a three-volume report. The other volumes in the series are: Volume 2 - Annotated Bibliography; Volume 3 - Executive Report on Legal Issues Associated with Surface Characteristics. KW - Friction KW - Highway factors in crashes KW - Highway safety KW - Legal factors KW - Roughness KW - Skid resistance KW - Surface course (Pavements) KW - Texture KW - Tort liability KW - Traffic crashes UR - https://trid.trb.org/view/1094148 ER - TY - RPRT AN - 01333778 AU - Lefler, Nancy AU - Council, Forrest AU - Harkey, David AU - Carter, Daniel AU - McGee, Hugh AU - Daul, Michael AU - Vanasse Hangen Brustlin, Incorporated AU - University of North Carolina, Chapel Hill AU - Federal Highway Administration TI - Model Inventory of Roadway Elements - MIRE, Version 1.0 PY - 2010/10//Final Report SP - 185p AB - Safety data are the key to sound decisions on the design and operation of roadways. Critical safety data include not only crash data, but also roadway inventory data, traffic data, driver history data, citation/adjudication information, and other files. The need for improved and more robust safety data is increasing due to the development of a new generation of safety data analysis tools and methods. The Model Inventory of Roadway Elements (MIRE) Version 1.0 is a listing and accompanying data dictionary of roadway and traffic data elements critical to safety management. It builds upon the initial minimum MIRE listing released in 2007. A MIRE website has been developed to provide additional background information, resources, and discussion Forums. The website is available at http://www.mireinfo.org/. KW - Crash data KW - Data elements (Databases) KW - Driver history KW - Highway safety KW - Road inventory data KW - Safety data KW - Traffic citations KW - Traffic data UR - http://safety.fhwa.dot.gov/tools/data_tools/mirereport/mirereport.pdf UR - https://trid.trb.org/view/1094851 ER - TY - RPRT AN - 01333743 AU - Larson, R M AU - Smith, K L AU - Applied Pavement Technology, Incorporated AU - Federal Highway Administration TI - Relationship between Pavement Surface Characteristics and Crashes, Volume 3: Executive Report on Legal Issues Associated with Surface Characteristics Data PY - 2010/10//Final Report SP - 34p AB - There is a lack of comprehensive documentation (from the U.S. and abroad) on the effect that pavement surface characteristics (PSC) (i.e., texture, friction, and roughness) can have in reducing the unacceptable number of fatalities and serious injuries on U.S. highways. Moreover, while various studies have attempted to establish clear relationships between friction and other surface characteristics and crashes, tort liability concerns have greatly limited the collection and distribution of data and analysis results, particularly in the U.S. This document is part of a three-volume report investigating the relationship between PSCs and crashes and examining the legal issues surrounding the collection and retention of surface characteristics data by highway agencies. In this volume, a summary of the historical legislation and key judicial decisions impacting a highway agency's ability and interest to improve pavement conditions and thus safety, is presented. In addition, this report provides best practices for reducing PSC-related crashes and guidance for limiting exposure to liability risk. The information and recommendations included in this report are intended to assist high- and mid-level managers within a highway agency to implement policies, programs, and practices that make road surfaces safer. This is the third volume of a three-volume report. The other volumes in the series are: Volume 1 - Synthesis Report; Volume 2 - Annotated Bibliography. KW - Friction KW - Highway safety KW - Hydroplaning KW - Legal factors KW - Roughness KW - Skid resistance KW - Surface course (Pavements) KW - Tort liability KW - Traffic crashes UR - https://trid.trb.org/view/1094151 ER - TY - SER AN - 01333738 JO - Traffic Safety Facts - Crash Stats PB - National Center for Statistics and Analysis AU - National Highway Traffic Safety Administration TI - Overview of Results From the International Traffic Safety Data and Analysis Group Survey on Distracted Driving Data Collection and Reporting PY - 2010/10 SP - 4p AB - In the fall of 2009, the U.S. Department of Transportation amplified a conversation that had been taking place on a much smaller scale in recent years. With that, the Distracted Driving Summit 2009 began a coordinated, national effort to curtail crashes and the resulting injuries and fatalities associated with distracted driving. During the summit, the Department released data from the National Highway Traffic Safety Administration showing that in 2008 almost 6,000 people died in crashes involving reports of distracted driving, and an estimated 20 percent of all crashes on U.S. roadways involved distracted driving (Ascone, 2009). Despite the relatively large portion of crashes with reports of distracted driving, NHTSA believes the involvement of distraction in crashes is underreported. As a follow-up activity to the summit, NHTSA began an initiative as part of the Distracted Driving Plan to improve data collection for distracted driving involvement in crashes. One effort of that initiative was to survey the international crash data collection community to identify methods that others are undertaking to collect and report on crashes involving distracted driving. KW - Crash data KW - Crash reports KW - Data collection KW - Distracted drivers KW - Distraction KW - Fatalities KW - Injuries KW - Traffic crashes KW - Traffic safety UR - http://www-nrd.nhtsa.dot.gov/Pubs/811404.pdf UR - https://trid.trb.org/view/1094819 ER - TY - RPRT AN - 01333312 AU - Chen, Linfeng AU - Graybeal, Benjamin A AU - Federal Highway Administration TI - Finite Element Analysis of Ultra-High Performance Concrete: Modeling Structural Performance of an AASHTO Type II Girder and a 2nd Generation Pi-Girder PY - 2010/10//Final Report SP - 198p AB - Ultra-high performance concrete (UHPC) is an advanced cementitious composite material which has been developed in recent decades. When compared to more conventional cement-based concrete materials, UHPC tends to exhibit superior properties such as increased durability, strength, and long-term stability. This computational investigation focused on modeling the behaviors of existing UHPC structural components including a prestressed UHPC AASHTO Type II girder and a prestressed UHPC 2nd generation pi-girder. Both a concrete smeared cracking model and a concrete damaged plasticity model were tailored to model UHPC within a commercially available finite element analysis package. The concrete damaged plasticity model using three types of tension stiffening definitions can replicate both linear and nonlinear structural responses of both girders reasonably well. A set of UHPC constitutive properties were developed that facilitate the model replication of the local and global responses observed in the series of physical tests. The finite element analysis modeling techniques developed herein are intended to be applicable to other UHPC structural components. KW - Composite materials KW - Cracking KW - Durability KW - Finite element method KW - Girders KW - Plasticity KW - Structural analysis KW - Ultra high performance concrete UR - http://ntl.bts.gov/lib/35000/35400/35418/FHWA-HRT-11-020.pdf UR - https://trid.trb.org/view/1097252 ER - TY - RPRT AN - 01332459 AU - Wang, Bruce X AU - Yin, Kai AU - Texas Transportation Institute AU - Southwest Region University Transportation Center AU - Research and Innovative Technology Administration TI - Characterizing Information Propagation Through Inter-Vehicle Communication on a Simple Network of Two Parallel Roads PY - 2010/10//Technical Report SP - 71p AB - In this report, the authors study information propagation via inter-vehicle communication along two parallel roads. By identifying an inherent Bernoulli process, the authors are able to derive the mean and variance of propagation distance. A road separation distance of √3/2 times the transmission range distinguishes two cases for approximating the success probability in the Bernoulli process. In addition, the results take the single road as a special case. The numerical test shows that the developed formulas are highly accurate. The authors also explore the idea of approximating the probability distribution of propagation distance with the Gamma distribution. KW - Bernoulli's hypothesis KW - Gamma distributions KW - Information dissemination KW - IntelliDrive (Program) KW - Parallel roads KW - Propagation distance KW - Vehicle to vehicle communications UR - http://swutc.tamu.edu/publications/technicalreports/161005-1.pdf UR - http://ntl.bts.gov/lib/36000/36000/36011/161005-1.pdf UR - https://trid.trb.org/view/1096206 ER - TY - RPRT AN - 01332457 AU - Rutzen, Beatriz AU - Prozzi, Jolanda AU - Walton, C Michael AU - University of Texas, Austin AU - Southwest Region University Transportation Center AU - Research and Innovative Technology Administration TI - Responses of Trucking Operations to Road Pricing in Central Texas PY - 2010/10//Research Report SP - 110p AB - In Texas, where traditional funding lags behind needs to maintain and improve the state’s infrastructure, much of the state’s new highway capacity is being financed through tolls. With Texas’s major cities already among the nation’s most congested, considerable growth in both population and freight expected, and opportunities for capacity expansion limited by environmental and land-use concerns, it is likely that applications of road pricing to better manage existing capacity will be also necessary in the future. Little research has been performed to examine truck response to road pricing, and it is clear from the few studies that have been performed that this response is highly variable depending on location, industry sector, commodity type, and trip distance. The purpose of this study is to identify and quantify how the different segments of the trucking industry would respond to road pricing applications, including traditional toll roads, variably priced toll roads, mixed-use express lane facilities, and truck-only tolled facilities. Industry variables that will be examined include truck load type, trip distance, commodity, and familiarity with toll roads. KW - Commodities KW - Express lanes KW - Freight traffic KW - Highway capacity KW - Road pricing KW - Texas KW - Toll roads KW - Trip length KW - Truck only toll lanes KW - Trucking KW - Variable tolls UR - http://swutc.tamu.edu/publications/technicalreports/476660-00066-1.pdf UR - http://ntl.bts.gov/lib/36000/36000/36016/476660-00066-1.pdf UR - https://trid.trb.org/view/1096253 ER - TY - RPRT AN - 01332456 AU - Bhasin, Amit AU - Badgekar, Swapneel AU - Izadi, Anoosha AU - University of Texas, Austin AU - Southwest Region University Transportation Center AU - Research and Innovative Technology Administration TI - Quantitative Characterization of Microstructure of Asphalt Mixtures PY - 2010/10//Research Report SP - 56p AB - The microstructure of the fine aggregate matrix has a significant influence on the mechanical properties and evolution of damage in an asphalt mixture. However, very little work has been done to define and quantitatively characterize the microstructure of the asphalt mastic within the asphalt mixture. The main objective of this study was to quantitatively characterize the three dimensional microstructure of the asphalt binder within the fine aggregate matrix of an asphalt mixture and compare the influence of binder content, coarse aggregate gradation, and fine aggregate gradation on this microstructure. Results indicate that gradation of the fine aggregate has the most influence of the degree of anisotropy whereas gradation of the coarse aggregate has the most influence on the direction anisotropy of the asphalt mastic within the fine aggregate matrix. Addition of asphalt binder or adjustments to the fine aggregate gradation also resulted in a more uniform distribution of the asphalt mastic within the fine aggregate matrix. KW - Aggregate gradation KW - Anisotropy (Physics) KW - Asphalt mixtures KW - Binder content KW - Bituminous binders KW - Coarse aggregates KW - Fine aggregate matrix KW - Fine aggregates KW - Mastic asphalt KW - Microstructure UR - http://swutc.tamu.edu/publications/technicalreports/476660-00070-1.pdf UR - http://ntl.bts.gov/lib/36000/36000/36014/476660-00070-1.pdf UR - https://trid.trb.org/view/1096250 ER - TY - RPRT AN - 01332455 AU - Finley, Melisa D AU - Jasek, Debbie AU - Texas Transportation Institute AU - Southwest Region University Transportation Center AU - Research and Innovative Technology Administration TI - Partnering with AVID to Create Transportation Scholars PY - 2010/10//Technical Report SP - 17p AB - The goal of this project was to team with the Advancement Via Individual Determination (AVID) program in local schools to stimulate student awareness of transportation and engineering careers and to encourage interest in the science, technology, engineering, and mathematics (STEM) fields. AVID is an in-school academic support program for grades 4–12 that prepares underserved students (predominantly minority and economically disadvantaged) in the academic middle for college eligibility and success. The team developed and conducted four half-day workshops and a field trip for AVID students from four schools in Texas. Approximately 150 students participated in the half-day workshops and approximately 40 students attended the field trip. These events offered students an opportunity to gain hands-on experience and insight into transportation and engineering careers. The events also provided exposure and mentoring from role models that currently work in the transportation field. KW - Field trips KW - High school students KW - Low income groups KW - Mentoring KW - Middle school students KW - Minorities KW - Texas KW - Transportation careers KW - Workshops UR - http://swutc.tamu.edu/publications/technicalreports/169115-1.pdf UR - http://ntl.bts.gov/lib/36000/36000/36012/169115-1.pdf UR - https://trid.trb.org/view/1096207 ER - TY - RPRT AN - 01332453 AU - Lastrape, Krystal Michelle AU - Lewis, Carol Abel AU - Texas Southern University, Houston AU - Southwest Region University Transportation Center AU - Research and Innovative Technology Administration TI - An Evaluation of the Effects of Transit Oriented Development in a Suburban Environment PY - 2010/10//Research Report SP - 63p AB - Transit-Oriented Development (TOD) refers to dense, pedestrian-friendly, livable communities that have good transit as a nucleus. While transit facilities are missing in most suburban towns and the residents are heavily dependent on their vehicles, it is wondered whether residents would take advantage if public facilities were available. This paper presents information about some vital aspects of TOD when viewed in suburban communities. The residents in three Houston area suburban communities were studied as to whether they use public transit for work trips via: (1) light rail (2) commuter bus and (3) express bus. The comparisons of the three work trip modes and the use of personal automobiles indicate that were transit facilities more available in their community, transit systems would be an effective approach to absorb some growth in trips. One goal of TOD encourages people to work near home as a way to reduce sprawl and decrease congestion. A job to housing balance is also assessed. Creation of better jobs to housing balance would further improve the number of internal trips reducing the use of single-occupancy vehicles. Enhancements to the convenience of transit, bicycling and walking encourage livable communities by providing safe, convenient and engaging experiences for pedestrians. KW - Automobile travel KW - Bicycling KW - Bus transit KW - Express buses KW - Houston (Texas) KW - Jobs-housing balance KW - Light rail transit KW - Livable communities KW - Mixed use development KW - Suburbs KW - Transit oriented development KW - Walking KW - Work trips UR - http://swutc.tamu.edu/publications/technicalreports/476660-00048-1.pdf UR - http://ntl.bts.gov/lib/36000/36000/36007/476660-00048-1.pdf UR - https://trid.trb.org/view/1095009 ER - TY - RPRT AN - 01331230 AU - Cramer, Steven M AU - Anderson, Marc AU - Tejedor, M Isabel AU - Munoz, Jose F AU - Effinger, Jacob AU - Kropp, Ramsey AU - University of Wisconsin, Madison AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Detecting Deleterious Fine Particles in Concrete Aggregates and Defining Their Impact PY - 2010/10//Final Report SP - 89p AB - This study examined the types of microfines in aggregates found in northern Wisconsin and their influence on concrete prepared according to Wisconsin Department of Transportation (WisDOT) specifications. Aggregates were collected from 28 sources and 69 percent were found to contain clay particles known to be deleterious in concrete. Seven aggregates sources were selected from the 28 for detailed evaluation including concrete performance. The microfines from the aggregates were evaluated by x-ray diffraction and thermal gravimetric analysis. Concrete performance testing included strength, shrinkage, porosity and rapid chloride ion penetrability for concrete subject to standard wet curing and dry curing. A rapid field test for microfine identification was attempted but found to be unsuitable for field conditions but potentially useful for laboratory identification of microfines with further development. The results of this research suggest the current P200 threshold for naturally occurring microfines associated with coarse and fine aggregates in the WisDOT Standard Specification results in acceptable concrete performance when conditions are optimal and meet typical ASTM laboratory test requirements. When microfines are present in aggregates, if air entrainment, uncontrolled water additions, certain intentional or unintentional chemical additions, and curing are not carefully monitored and controlled, then microfines in Wisconsin concrete aggregates can and do cause deleterious impacts. KW - Aggregate sources KW - Chloride permeability KW - Clay KW - Compressive strength KW - Concrete KW - Concrete aggregates KW - Fines (Materials) KW - Microfines KW - Porosity KW - Shrinkage KW - Thermogravimetric analysis KW - Wisconsin KW - X-ray diffraction UR - http://minds.wisconsin.edu/bitstream/handle/1793/53292/07-02%2520Final%2520Report.pdf UR - http://wisdotresearch.wi.gov/wp-content/uploads/07-02_Final_Report.pdf UR - https://trid.trb.org/view/1094980 ER - TY - RPRT AN - 01330476 AU - Paul, Harold AU - Biswas, Mrinmay AU - Casanova, Lorenzo J AU - Franco, Colin A AU - Williams, Donald L AU - Virginia Transportation Research Council AU - Federal Highway Administration TI - Virginia’s Transportation Research Peer Exchange: July 19–21, 2010 PY - 2010/10//Final Report SP - 21p AB - From July 19 through 21, 2010, the Virginia Transportation Research Council (VTRC) hosted a peer exchange with state department of transportation research managers/directors from Louisiana, North Carolina, Rhode Island, and West Virginia and a representative from the Virginia Division of the FHWA. Performance measurement and monitoring are becoming critically important for research programs and, thus, particular emphasis in the exchange was placed on implementation of research results and documentation of monetary benefits with respect to individual research projects and research programs as a whole. KW - Economic benefits KW - Implementation KW - Louisiana KW - Monitoring KW - North Carolina KW - Peer exchange KW - Performance measurement KW - Research KW - Research management KW - Rhode Island KW - West Virginia UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/11-r8.pdf UR - http://ntl.bts.gov/lib/56000/56100/56146/VA-11-R8.PDF UR - https://trid.trb.org/view/1093552 ER - TY - RPRT AN - 01329741 AU - Sabra, Ziad A AU - Gettman, Douglas AU - Henry, R David AU - Nallamothu, Venkata AU - Sabra, Wang and Associates, Incorporated AU - Federal Highway Administration TI - Balancing Safety and Capacity in an Adaptive Signal Control System—Phase 1 PY - 2010/10//Final Report SP - 110p AB - This research focuses on the development of real-time signal timing methodologies and algorithms that balance safety and efficiency. The research consists of two phases, and this report summarizes the findings of phase 1. First, it examines the relationships between signal timing and surrogate measures of safety: frequency of rear-end, angle, and lane-change conflicts. The Federal Highway Administration (FHWA) Surrogate Safety Assessment Methodology (SSAM) was used to evaluate simulated scenarios to test the relationships between signal timing parameters and the occurrence of traffic conflicts. A single intersection and a three-intersection arterial were examined, and each parameter was tested independently. The analysis effort indicated the following results: (1) The ratio of demand to capacity (i.e., the length of the split) is a factor that influences the total number of conflicts. There is an inverse linear relationship between splits and total conflicts. (2) Cycle length has the most significant impact on the total number of conflicts. Increasing the cycle length beyond its optimum value on an arterial system has a significant effect in reducing all types of conflicts. (3) Detector extension times have only a minor impact on changes to conflict rates. (4) The phase-change interval has a marginal effect on the total number of conflicts. (5) Left-turn phasing (protected/permitted) has a significant effect on the total number of conflicts. (6) An offset has an insignificant effect on conflicts until the change is more than ±10 percent of the cycle length. (7) Phase sequence has a significant effect on the total number of conflicts on an arterial. These results were obtained by modifying each variable independently for specific geometric and volume conditions. As such, these results provide evidence that certain parameters have a positive correlation to changes in surrogate measures of safety, but they do not provide metrics that can be used for real-time signal timing optimization. This report also discusses a methodology based on design of experiments to calculate a safety performance function that can be used for estimating the effect of changes to signal timing parameters in tandem. The report concludes with the development of a multiobjective optimization methodology and the five principle algorithms that constitute the proposed adaptive system for tuning the cycle length, splits, offsets, left-turn phase protection treatment, and left-turn phase sequence of a set of intersections. KW - Adaptive control KW - Highway capacity KW - Highway safety KW - Microsimulation KW - Traffic conflicts KW - Traffic signal phases KW - Traffic signal timing KW - Traffic simulation UR - http://www.fhwa.dot.gov/publications/research/safety/10038/10038.pdf UR - https://trid.trb.org/view/1090348 ER - TY - RPRT AN - 01329721 AU - Thorne-Lyman, Abigail AU - Wampler, Elizabeth AU - Reconnecting America AU - Federal Transit Administration TI - Transit Corridors and TOD: Connecting the Dots PY - 2010/10 SP - 28p AB - This transit corridor and TOD planning manual is intended to illustrate how and why the corridor scale provides an important perspective for planning transit that supports successful TOD because it integrates knowledge about both the local and regional contexts. The manual begins with a discussion about transit corridors, identifying three main types and how each has a different impact on the TOD potential. This is followed by a "making the case" discussion outlining the reasons planning at the corridor scale will create more successful outcomes. The second half of the manual focuses on the six major objectives of transit and TOD planning at the corridor scale. Each objective is linked to a strategy, and case studies illustrate successful corridor planning in real places. KW - Case studies KW - Public transit KW - Strategic planning KW - Transit corridors KW - Transit oriented development KW - Transportation planning UR - http://reconnectingamerica.org/public/download/tod203corridors UR - https://trid.trb.org/view/1090853 ER - TY - RPRT AN - 01329707 AU - Stammer, Robert E AU - Shannon, Kelsey AU - Vanderbilt University AU - Research and Innovative Technology Administration TI - I-40 Trucking Operations and Safety Analyses And Strategic Planning Initiatives PY - 2010/10 SP - 157p AB - The 451 miles of Interstate 40, varying from 4 to 8 lanes, that wind through Tennessee are a vital transportation link providing both greater mobility and increased freight movement capabilities. Accommodating the current passenger and freight movements without the existence of I-40 is almost unimaginable. The contrast of travel times via other alternative routes presented in this research merely amplifies the importance of this critical highway link for both Tennessee and the nation’s highway transportation network. The Tennessee Department of Transportation, and all Tennesseans, should take pride in the fact that truckers routinely rate the pavement conditions of I-40 in Tennessee as some of the best riding surfaces in the country. Drivers on I-40 are also consistently rated very highly for their courtesy and driving abilities by truck driver opinion polls. But the fact that truck traffic is predicted to almost double by 2030 from 2003 levels and the continuing need to address other identified safety concerns will not allow TDOT to rest on its laurels. With or without the current heavy truck volumes, the mere aging of I-40 would be problematic. Considering that large, increasing volumes of trucks will continually be using an aging infrastructure exacerbates both the need for infrastructure improvements, and the need to plan strategically with limited resources. Interstate 40 plays a vital role to Tennessee and thus places paramount importance upon accurately considering the effects of trucks within Tennessee’s critical I-40 transportation corridor. Mobility, safety, and economic factors must all be considered when making strategic transportation planning decisions. However, making strategic transportation planning decisions within a multi-modal context, rather than in the current, essentially one mode context, would maximize the number and range of varying transportation strategies than could be considered in future years for the I-40 corridor. KW - Commercial vehicle operations KW - Economic impacts KW - Interstate 40 KW - Interstate highways KW - Mobility KW - Multimodal transportation KW - Strategic planning KW - Tennessee KW - Transportation planning KW - Trucking KW - Trucking safety UR - http://www.memphis.edu/ifti/pdfs/cifts_i40_trucking.pdf UR - https://trid.trb.org/view/1089717 ER - TY - RPRT AN - 01329291 AU - Wever, R AU - Roelen, ALC AU - Federal Aviation Administration TI - Flight Crew Intervention Credit in System Safety Assessment. Evaluation by Manufacturers and Definition of Application Areas PY - 2010/10//Final Report SP - 38p AB - According to current regulations for type certification of large commercial aircraft, certification credit may be taken for correct and appropriate action for both quantitative and qualitative assessments provided that some general criteria are fulfilled. According to the same regulations, quantitative assessments of the probabilities of flight crew errors are not considered feasible. As a consequence, the system designer is allowed to take 100% credit for correct flight crew action in response to a failure. Previous research indicates that this leads to an overestimation of flight crew performance. The goal of this research effort was to develop a method that would allow certification credit for good human factors design practice in certification regulations. This method consists of a scoring algorithm that combines key flight deck design characteristics into an overall level of certification credit for flight crew intervention in response to a system failure. Aircraft manufacturers applied the method to a selection of system failure cases, which provided feedback on the method, characteristics, and application areas. Seven options for implementation of this method in the design and certification process have been identified. KW - Air transportation KW - Airport operations KW - Aviation safety KW - Civil aviation KW - Flight crews KW - Human error KW - Human factors engineering UR - https://trid.trb.org/view/1090781 ER - TY - RPRT AN - 01329283 AU - Garber, Nicholas J AU - Rivera, G AU - University of Virginia, Charlottesville AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Safety Performance Functions for Intersections on Highways Maintained by the Virginia Department of Transportation PY - 2010/10 SP - 63p AB - In recent years, significant effort and money have been invested through research and implemented safety projects to enhance highway safety in Virginia. However, there is still substantial room for improvement in both crash frequency and severity. As there are limits in the available funds for safety improvements, it is crucial that allocated resources for safety improvement be spent at highway locations that will result in the maximum safety benefits. In addition, intersection crashes play a significant role in the safety conditions in Virginia. For example, crashes at intersections in Virginia for the period 2003 through 2007 account for 43.8% of all crashes and 26% of fatal crashes. Therefore, identifying intersections for safety improvements that will give the highest potential for crash reduction when appropriate safety countermeasures are implemented will have a significant impact on the overall safety performance of roads in Virginia. The Federal Highway Administration (FHWA) has developed a procedure for identifying highway locations that have the highest potential for crash reduction (ITT Corporation, 2008). A critical component of this method is the use of safety performance functions (SPFs) to determine the potential for crash reductions at a location. An SPF is a mathematical relationship (model) between frequency of crashes by severity and the most significant causal factors on a specific highway. Although the SafetyAnalyst Users Manual presents several SPFs for intersections, these were developed using data from Minnesota. FHWA also suggested that if feasible, each state should develop its own SPFs based on crash and traffic volume data from the state, as the SPFs that are based on Minnesota data may not adequately represent the crash characteristics in all states. SPFs for intersections in Virginia were developed using the annual average daily traffic as the most significant causal factor, emulating the SPFs currently suggested by SafetyAnalyst. The SPFs were developed for both total crashes and combined fatal plus injury crashes through generalized linear modeling using a negative binomial distribution. Models were also developed for urban and rural intersections separately, and in order to account for the different topographies in Virginia, SPFs were also developed for three regions: Northern, Western, and Eastern. This report covers Phases I and II of the study, which includes urban and rural intersections maintained by VDOT. Statistical comparisons of the models based on Minnesota data with those based on the Virginia data showed that the specific models developed for Virginia fit the Virginia crash data better. The report recommends that VDOTs Traffic Engineering Division use the SPFs developed for Virginia and the specific regional SPFs suggested in this report to prioritize the locations in need of safety improvement. KW - Countermeasures KW - Crash causes KW - Crash reduction factors KW - Highway maintenance KW - Highway safety KW - Intersections KW - Safety performance functions KW - Virginia UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/11-cr1.pdf UR - https://trid.trb.org/view/1090581 ER - TY - RPRT AN - 01328477 AU - Ren, Dianjun AU - Smith, James A AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Evaluation of Environmental Impacts of Two Common Restoration Methodologies for Pipes that Convey Stormwater Runoff PY - 2010/10//Final Contract Report SP - 25p AB - The Virginia Department of Transportation (VDOT) is responsible for the maintenance of underground pipes that convey stormwater runoff from roadways and other relatively impervious surfaces. Due to normal fatigue, cracks can develop in these pipes over time. Excavation and replacement of the damaged pipe section are expensive, intrusive, and time-consuming. As an alternative, VDOT has used pipe-repair technologies that involve the insertion of the synthetic liner material inside the damaged pipe. Although this technology can effectively seal water leaks caused by cracks in the pipe, the environmental impact of chemicals that leach from the liner materials into water in the pipe are not known. In this work, the authors have investigated two common commercial pipe-repair technologies: Ultraliner and Troliner. Both technologies employ a synthetic liner material. Troliner installation also requires the use of grout that helps to provide an effective seal between the synthetic liner and the original host pipe wall. Review of the materials safety data sheets of the liner materials revealed three possible plasticizers of potential environmental concern: bisphenol A (BPA), bis(2-ethylhexyl) phthalate (DEHP), and benzyl butyl phthalate (BBP). A high-performance liquid chromatography (HPLC) analysis methodology was developed to quantify trace concentrations of these compounds in water. In addition, a generic gas-chromatography scan with a flame ionization detector (GC-FID) was developed to identify other possible organic constituents that could possibly leach from the liner materials. Kinetic batch experiments were conducted to determine if contaminants were leaching from Ultraliner, Troliner, and/or the grout. In all cases and for all incubation times up to 48 hr, none of the three plasticizers was detected in water in contact with any of the pipe-repair materials. In addition, the generic GC-FID scan did not detect any unidentified compounds relative to control samples. It is possible that one or more of the target analytes were released from the liner materials at concentrations below the analytical detection limit. To investigate this possibility, a mathematical model of plasticizer leaching from the pipe-liner material was developed with the assumption that the leached pollutant concentration after a 48-hr period exactly equals the analytical detection limit. By normalizing this leaching rate to the surface area of the liner materials, the concentration of each plasticizer in pipe water could be estimated as a function of time, pipe diameter, and discharge of water through the pipe. Both flowing and stagnant conditions were considered. In all cases, simulated aqueous concentrations of the target analytes were well below drinking-water limits. In summary, these experiments and analyses suggest that both Ultraliner and Troliner are technologies that are not expected to have any significant, adverse environmental impact. KW - Environmental impacts KW - Excavation KW - Linings KW - Pipe KW - Repairing KW - Restoration KW - Runoff KW - Trenchless technology UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/11-cr3.pdf UR - https://trid.trb.org/view/1089575 ER - TY - RPRT AN - 01328476 AU - Tate, D Jean AU - Enviro-Support, Incorporated AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Bird Nesting and Droppings Control on Highway Structures PY - 2010/10//Final Report & Addendum SP - 143p AB - This report provides a comprehensive literature survey of permanent and temporary deterrents to nesting and roosting, a discussion of risks to human health and safety from exposure to bird nests and droppings and recommended protective measures, and the results of a multi-year field study to test temporary nesting deterrents judged to be most effective. An extensive survey of the literature was conducted on the following: 1. measures used to deter roosting and nesting of pigeons, temporarily deter nesting of swallows (primarily cliff and barn swallows); 2. the nesting requirements of these species to better enable evaluation of the efficacy of these measures; and 3. the biology, diseases, and parasites of these species to enable evaluating and minimizing the risks of human detriment from exposure to these birds, their nests and droppings. Implementation: The most effective methods to deter pigeon roosting/nesting are either physical deterrents (i.e., spikes, wires, corner slopes, and netting) or non-toxic chemical methods. The most effective deterrents for swallow nesting are corner slopes, hanging curtains, and netting. For any of these methods, proper installation and maintenance are the keys to success. Consideration should be given to the configuration of the specific site, the extent of the problem, and the cost-effectiveness of the method relative to the extent of the problem. KW - Bird droppings KW - Birds KW - Highway bridges KW - Highways KW - Maintenance KW - Nesting UR - http://www.coloradodot.info/programs/research/pdfs/2010/birdcontrol/at_download/file UR - https://trid.trb.org/view/1089452 ER - TY - RPRT AN - 01328471 AU - Shuler, Scott AU - Colorado State University, Fort Collins AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Evaluation of the Performance, Cost-Effectiveness, and Timing of Various Pavement Preservation Treatments PY - 2010/10//Final Report SP - 187p AB - This research study evaluated the performance of various pavement preservation treatments over time and under different environmental conditions to quantify the economics of each treatment type. There are three primary techniques utilized in Colorado for preservation of asphalt pavements and three for concrete pavements. For asphalt pavements these are crack sealing, chip seals, and thin hot mix asphalt overlays. For concrete pavements the treatments are joint resealing, cross-stitching, and microgrinding. Full-scale test sections were constructed in 2005 and some additional test sections previously constructed were also included for performance measurement. These test sections include crack sealing, chip seals, thin overlays, joint resealing, cross-stitching and microgrinding. Test results indicate that continuation of crack sealing, chip sealing, and thin hot mix overlays is justified for asphalt pavements. Performance results of the preservation treatments for concrete pavements were not as successful. Propagation of the crack into the adjacent slab occurred in the cross-stitching test sections. Microgrinding concrete pavements does not appear to be effective at reducing cracking and may be detrimental to performance. The disappointing results of the joint resealing test sections indicate that a review of the specifications should be considered. Implementation: The Preventive Maintenance Best Practices Manual is Appendix A of this report. The methods described in this manual are based on a review of the literature, a series of interviews conducted in each Colorado DOT region, full-scale field test sections, and experience of the researchers. These best practices should be followed when preventive maintenance procedures are conducted on asphalt and concrete pavements in Colorado. KW - Asphalt pavements KW - Best practices KW - Colorado KW - Concrete pavements KW - Cost effectiveness KW - Maintenance practices KW - Pavement maintenance KW - Performance KW - Preservation KW - Preventive maintenance UR - http://www.coloradodot.info/programs/research/pdfs/2010/preventivemaintenance.pdf/at_download/file UR - http://www.coloradodot.info/programs/research/pdfs/2010/preventivemaintenance.pdf/view UR - https://trid.trb.org/view/1089453 ER - TY - RPRT AN - 01328465 AU - Federal Highway Administration AU - American Association of State Highway and Transportation Officials (AASHTO) AU - National Cooperative Highway Research Program TI - Freeway Geometric Design for Active Traffic Management in Europe, Executive Summary PY - 2010/10//Executive Summary SP - 12p AB - In June 2010 a team of 10 U.S. transportation professionals with expertise in planning, design, and operations of freeways visited four countries in Europe: England, Germany, the Netherlands, and Spain. The purpose of the scanning study was to examine active traffic management design practices used in other countries to improve the operational performance of congested freeway facilities without compromising safety. This 2010 scan built on other scans that focused on congestion management and managed lane programs. KW - Active traffic management KW - Congestion management systems KW - Europe KW - Freeway operations KW - Geometric design KW - Managed lanes KW - Traffic congestion KW - United States UR - http://international.fhwa.dot.gov/pubs/pl11003/pl11003.pdf UR - https://trid.trb.org/view/1089574 ER - TY - RPRT AN - 01328191 AU - Bitar, George AU - Richter, Thomas AU - Muschick, Paul AU - Selley, Sandra AU - Arel, Itamar AU - Davis, Andrew AU - Bulusu, Anuradha AU - National Transportation Research Center, Incorporated AU - Research and Innovative Technology Administration TI - Project U22: Trusted Truck® II (Phase D) PY - 2010/10//Final Report SP - 60p AB - The Trusted Truck® Independent Certification System is a wireless roadside inspection initiative that offers immediate and vital incentives to the vehicle operator to save the many hours spent waiting in line at state vehicle inspection stations, while at the same time giving the state inspection authorities a much higher volume of vehicle inspections than possible at current staffing levels. The adoption of this concept on our highways will provide for operators a dramatic and welcome increase in efficiency, and for inspection authorities the same welcome increase in the number of vehicles inspected. Phase D is the culmination of the Trusted Truck® project, which has successfully delivered a full working prototype, and a live demonstration of this unique concept. In Phase D, high level data security was implemented to provide the exchange of encryption certificates per inspection between the truck and the Trusted Truck® Management Center. This included an optimization specific to this application, designed and published by the University of Tennessee. Another major feature delivered was the “Pre-Trip” inspection feature that allows operators to detect out of compliance items at any time to facilitate convenient repair. This same feature can be used by inspection authorities to manually determine if the system is providing true indications. The project delivered the specifications and background information needed for franchisees to instantiate a Trusted Truck® Management Center. This information includes a Concept of Operations, which describes, among other items, the system architecture used to implement the vehicle and server applications. The information also includes a definition of the Certificate of Trust used to qualify compliant vehicles. The final demonstration was held in August 2010, and was attended by the two US Congressmen, Representative James Oberstar of Minnesota, Chairman of the Congressional Committee on Transportation and Infrastructure, and Representative John Duncan of Tennessee. KW - Automated inspection KW - Commercial vehicles KW - Data protection KW - Encryption KW - Inspection KW - Regulations KW - Trucking safety KW - Wireless roadside inspections UR - http://www.ntrci.org/ntrci-50-2010-020 UR - http://ntl.bts.gov/lib/35000/35200/35246/U22-Trusted_Truck_Phase_D_Final_Report_1291312279.pdf UR - https://trid.trb.org/view/1089394 ER - TY - SER AN - 01328130 JO - TechBrief PB - Federal Highway Administration AU - Do, Ann AU - Federal Highway Administration TI - Crosswalk Marking Field Visibility Study PY - 2010/10 SP - 6p AB - This document is a technical summary of the Federal Highway Administration (FHWA) report, Crosswalk Marking Field Visibility Study, FHWA-HRT-10-068. The objective of this study was to investigate the relative daytime and nighttime visibility of three crosswalk marking patterns: transverse lines, continental, and bar pairs. KW - Crosswalks KW - Field studies KW - Highway safety KW - Road markings KW - Unsignalized intersections KW - Visibility UR - http://www.fhwa.dot.gov/publications/research/safety/pedbike/10067/index.cfm UR - https://trid.trb.org/view/1086574 ER - TY - SER AN - 01328127 JO - TechBrief PB - Federal Highway Administration AU - Do, Ann AU - Federal Highway Administration TI - Evaluation of Shared Lane Markings PY - 2010/10 SP - 8p AB - Shared lane markings help convey to motorists and bicyclists that they must share the roads on which they operate. The markings create improved conditions by clarifying where bicyclists are expected to ride and by notifying motorists to expect bicyclists on the road. Figure 1 illustrates a generic sharrow as it appears in the 2009 version of the Manual on Uniform Traffic Control Devices (MUTCD). The present study was sponsored by the Federal Highway Administration (FHWA), and its purpose was to evaluate the impact of several uses of shared lane pavement markings, specifically the sharrow design, on operational and safety measures for bicyclists and motorists. Experiments were conducted in Cambridge, MA; Chapel Hill, NC; and Seattle, WA. This TechBrief provides a summary of the findings from the research, and the corresponding main technical report (FHWA-HRT-10-041) provides additional details. KW - Cyclists KW - Design KW - Drivers KW - Highway traffic control KW - Road markings KW - Shared-use lanes KW - Sharrows UR - http://www.fhwa.dot.gov/publications/research/safety/pedbike/10044/10044.pdf UR - https://trid.trb.org/view/1086590 ER - TY - RPRT AN - 01325177 AU - Vincent, R AU - Ecker, M AU - Sanborn Map Company AU - HDR One Company AU - Missouri Department of Transportation AU - Federal Highway Administration TI - Light Detection and Ranging (LiDAR) Technology Evaluation PY - 2010/10//Final Report SP - 104p AB - Evaluation project was undertaken to provide an analysis on the current state of Laser based technology and its applicability, potential accuracies and information content with respect to Missouri Department of Transportation( MODOT) applications. KW - Aerial photography KW - Data quality KW - Laser radar KW - Mapping KW - Missouri KW - Technological innovations UR - http://library.modot.mo.gov/RDT/reports/TRyy1007/or11007.pdf UR - http://ntl.bts.gov/lib/35000/35000/35088/or11007.pdf UR - https://trid.trb.org/view/1085891 ER - TY - RPRT AN - 01325147 AU - Farnsworth, Stephen P AU - Talbot, Eric AU - Songchitruksa, Praprut AU - Reeder, Phillip AU - Pearson, David F AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Alternative Methods for Developing External Travel Survey Data PY - 2010/10//Final Report SP - 126p AB - The Texas Department of Transportation (TxDOT) has a comprehensive on-going travel survey program that supports the travel demand models being developed for transportation planning efforts in urban areas throughout Texas. One component of the survey program is the external travel survey. External travel surveys provide data on travel movements into, out of, and through urban areas. In recent years, there has been a heightened sensitivity to the methods used to collect external survey data as well as the type of data that is collected. This research examines alternative methods for collecting data on external travel movements and evaluates the potential for synthesizing/modeling external travel in lieu of conducting external surveys. The research will provide recommendations to TxDOT on the most viable methods to estimate external travel movements for use in travel demand models in urban areas in Texas. KW - Data collection KW - Public transit KW - Texas KW - Transportation planning KW - Travel demand KW - Travel surveys KW - Trip tables KW - Urban areas UR - http://ntl.bts.gov/lib/35000/35000/35077/0-6583-1.pdf UR - https://trid.trb.org/view/1085932 ER - TY - RPRT AN - 01325030 AU - Koch, Scott AU - Ksaibati, Khaled AU - University of Wyoming, Laramie AU - Mountain-Plains Consortium AU - Research and Innovative Technology Administration TI - Performance of Recycled Asphalt Pavement in Gravel Roads PY - 2010/10 SP - 285p AB - As more Recycled Asphalt Pavement (RAP) becomes available to use in roadways, The Wyoming T2/LTAP Center and two Wyoming Counties investigated the use of RAP in gravel roads. The Wyoming DOT and the Mountain-Plains Consortium funded this study. The investigation explored the use of RAP as a means of dust suppression on gravel roads while considering road serviceability. Several test sections were constructed in two Wyoming Counties and were monitored for dust loss using the Colorado State University Dustometer. Surface distress evaluations of the test sections were performed following a technique developed by the U.S. Army Corps of Engineers in Special Report 92-26: Unsurfaced Road Maintenance Management. The data collected were summarized and statistically analyzed. The performance of RAP sections was compared with the performance of gravel control sections. This comparison allowed for fundamental conclusions and recommendations to be made for RAP and its ability for dust abatement. It was found that RAP-incorporated gravel roads can reduce dust loss without adversely affecting the road’s serviceability. Other counties and agencies can expand on this research to add another tool to their toolbox for dust control on gravel roads. KW - Asphalt pavements KW - Dust control KW - Gravel roads KW - Low volume roads KW - Pavement design KW - Pavement distress KW - Pavement performance KW - Recycled materials KW - Serviceability UR - http://www.mountain-plains.org/pubs/pdf/MPC10-226A.pdf UR - https://trid.trb.org/view/1085838 ER - TY - RPRT AN - 01325023 AU - Huseth, Andrea AU - Upper Great Plains Transportation Institute AU - Mountain-Plains Consortium AU - Research and Innovative Technology Administration TI - Proper Seat Placement of Children Aged 12 or Younger Within Vehicles: A Rural/Urban Comparison PY - 2010/10 SP - 53p AB - Seating children in the rear of vehicles has been shown to decrease the odds of being fatally injured in a motor vehicle crash by 36% to 40%. Although rear seating is safer, rates of children being front-seated remain high, especially for older children. Few states have enacted legislation regarding child seat placement, and only one state indicates a requirement that children of a certain age be rear-seated regardless of the circumstances. While differences in traffic safety between rural and urban areas have been extensively researched, only one other known study has been conducted on rural/urban differences in child seat placement. In this paper, rural and urban differences in child seat placement within vehicles are analyzed. The objective of this research was to determine if rural/urban differences in child seat placement exist. Based on a small sample of vehicles observed at urban and rural elementary schools in North Dakota, the results of this study indicate that there are significant rural/urban differences in child seat placement. Nearly one-third of overall vehicles observed had children seated in the front seat. Significant urban/rural differences exist in child seat placement, with children in rural areas much more likely to be front-seated than children in urban areas. Differences also exist among vehicle type, with children riding in pickup trucks more likely to be front-seated than children in any other type of vehicle. Overall, parents were aware that seating a child in the rear of a vehicle is safer. KW - Children KW - Fatalities KW - Front seat occupants KW - Highway safety KW - Rear seat occupants KW - Rural areas KW - Urban areas UR - http://www.mountain-plains.org/pubs/pdf/MPC10-227.pdf UR - https://trid.trb.org/view/1085839 ER - TY - RPRT AN - 01325015 AU - Thiagarajan, Ganesh AU - Gopalaratnam, Vellore S AU - Center for Transportation Infrastructure and Safety AU - Research and Innovative Technology Administration TI - Alternative and Cost-Effective Bridge Approach Slabs PY - 2010/10//Final Report SP - 251p AB - The primary objectives of the proposed project are to investigate the causes for any bumps at the end of the bridge approach slab and to develop remedial measures or alternative designs for a replacement. It is clear that the problem stems from geotechnical considerations. In many instances compaction of soil under uncertain conditions when the bridge is being constructed may not be properly achieved. Hence, the geotechnical issues are likely to continue to exist. From the structures’ point of view, how we can design a bridge approach slab to save construction costs given a certain settlement is a question to answer. KW - Bridge approaches KW - Bridge design KW - Geotechnical engineering KW - Prestressed concrete KW - Settlement (Structures) KW - Slabs KW - Soil compaction UR - http://utc.mst.edu/documents/R240-R241_CR.pdf UR - https://trid.trb.org/view/1086279 ER - TY - RPRT AN - 01324994 AU - Arndt, Jeffrey AU - Edrington, Suzie AU - Sandidge, Matt AU - University Transportation Center for Mobility AU - Research and Innovative Technology Administration TI - Facilitating Creation of Transit System Technology User Groups PY - 2010/10//Final Report SP - 30p AB - In recent years, a number of rural transit providers in Texas have purchased computer software to enhance trip scheduling and dispatching. However, many of these agencies are using the software primarily as a recordkeeping system, not as a management tool. Rural providers report that staff too often is not sufficiently familiar with the software capabilities, and the agency is not receiving a good return on the technology investment. The purpose of this research was to inventory current technology applications and vendors by transit agency and to assess the current use(s) of these applications. The researchers also documented plans for technology upgrades or expansions and identified the current technology issues faced by providers. Texas Transportation Institute (TTI) researchers contacted the rural and state-funded urban transit districts in Texas to determine the types of technology currently used or in procurement. Researchers provided the results of this research to all rural and state-funded urban transit districts to enable providers to share and gain from their mutual experiences and to leverage influence with software vendors to address mutual concerns and interests. Researchers facilitated a panel discussion at the Texas Department of Transportation, Public Transportation Division’s Semi-Annual Transit Provider Meeting in July 2010 as a way to share experiences about technology implementation. TTI researchers recruited transit agency representatives to serve on the panel. Based on the panel discussion and research findings, researchers recommend technology mentoring and Web-based user community support programs. These programs will support the continued and expanded implementation of technology among rural and small urban transit agencies. KW - Implementation KW - Public transit KW - Rural areas KW - Small cities KW - Software KW - Special user groups KW - Technology KW - Texas UR - http://utcm.tamu.edu/publications/final_reports/Arndt_09-07-01.pdf UR - https://trid.trb.org/view/1085900 ER - TY - RPRT AN - 01324991 AU - Myers, John J AU - Washer, Glenn AU - Zheng, Wei AU - Center for Transportation Infrastructure and Safety AU - Research and Innovative Technology Administration TI - Structural Steel Coatings for Corrosion Mitigation PY - 2010/10//Final Report SP - 320p AB - Task 1 of this project was to survey the performance of coating systems for steel bridges in Missouri and to evaluate coating and recoating practices. Task 1 was led under the direction of Dr. Glenn Washer from the University of Missouri located in Columbia, MO. A specific literature review focused on current state-of-the-practice for overcoatings, bridge coating assessment and rating, deterioration rate modeling as well as the risk assessment for overcoating. A new coating evaluation guideline was created to meet the needs of bridge maintenance in Missouri. Finally a field survey was carried out onto the existing bridge coatings across 10 Missouri Department of Transportation (MoDOT) districts and 26 counties. It was found that system S and G perform very well in many of the situations observed. The survey indicated that in many cases system S overcoatings are providing service life extension for the coating system, with some early failures resulting from severe exposure to deck drainage and corrosion. Deck condition, drainage, and joint conditions were found to be the dominate factor in deterioration of the coating system, regardless of the age of the coating. Task 2 of this project investigated the performance of new types of coating technologies on bridge corrosion mitigation and was led under the direction of Dr. John Myers from the Missouri University of Science and Technology located in Rolla, MO. Twelve coating systems including MoDOT system G were evaluated through several laboratory tests to study and predict the field performance and durability of new coating technologies. The new coating systems investigated in this study involved polyurea, polyaspartic polyurea, polysiloxane polymers and fluoropolymer. To date, these coating system technologies have not been used as a steel structural coatings system in the State of Missouri by MoDOT. The laboratory tests consist of freeze-thaw stability, salt fog resistance, QUV weathering and electrochemical tests. The comparison study was carried out to benchmark and understand the pros and cons of these new coating systems. In addition, two coating systems served as overcoating studies for lead-based paint systems representative of older existing bridges in the state of Missouri. These overcoating systems were evaluated using an accelerated lab test method and electrochemical test. The performance of the existing MoDOT calcium sulfonate (CSA) overcoating system (system S) was also studied within the test matrix for comparative purposes. The test results show that moisture cured urethane micaceous iron oxide zinc/polyurea polyaspartic is a promising coating system for recoating of new steel bridges and that aliphatic polyaspartic polyurea can also be applied on existing coatings after the surface is properly prepared. KW - Coatings KW - Corrosion protection KW - Electrochemical corrosion KW - Evaluation and assessment KW - Maintenance KW - Missouri KW - Overcoating KW - Steel bridges KW - Structural steel UR - http://library.modot.mo.gov/RDT/reports/TRyy0911/or11006.pdf UR - http://utc.mst.edu/documents/R233-R238_CR.pdf UR - https://trid.trb.org/view/1086277 ER - TY - RPRT AN - 01324990 AU - Huseth, Andrea AU - VanWechel, Tamara AU - Upper Great Plains Transportation Institute AU - Mountain-Plains Consortium AU - Research and Innovative Technology Administration TI - Pilot Project to Develop and Implement a Rural Youth Occupant Protection Education Platform PY - 2010/10 SP - 57p AB - Occupant protection is one of the easiest and most inexpensive ways to protect yourself when riding in a motor vehicle. Yet many North Dakota youth, especially rural youth, fail to wear their seat belts, even with a primary seat belt law for children under the age of 18 in the state of North Dakota. The primary goal of this project was to integrate occupant protection education of "tweens" (youths aged 10 to 14) with one of the most widely known youth programs in North Dakota – 4-H. Education modules which were developed and compiled were not implemented due to a lack of partners. However, resources developed and knowledge gained will be used in future projects. Disseminating traffic safety education information through the 4-H program is possible as evidenced by success stories in other states outlined in this report. KW - 4-H KW - Adolescents KW - Children KW - Highway safety KW - Information dissemination KW - North Dakota KW - Occupant protection devices KW - Rural areas KW - Traffic safety education UR - http://www.mountain-plains.org/pubs/pdf/MPC10-230.pdf UR - https://trid.trb.org/view/1085836 ER - TY - RPRT AN - 01324985 AU - Aldrete, Rafael M AU - Bujanda, Arturo AU - Valdez-Ceniceros, Gabriel A AU - University Transportation Center for Mobility AU - Research and Innovative Technology Administration TI - Valuing Public Sector Risk Exposure in Transportation Public-Private Partnerships PY - 2010/10//Final Report SP - 76p AB - This report presents a methodological framework to evaluate public sector financial risk exposure when delivering transportation infrastructure through public-private partnership (PPP) agreements in the United States (U.S.). The framework is based on U.S. and international best practices to quantify public sector risk exposure in infrastructure. Transportation agencies worldwide and across the U.S. are increasingly using PPPs as a mechanism to deliver much needed transportation infrastructure. The key premises behind the increased use of PPPs as project delivery mechanisms are the interdependent concepts of value for money (VfM) and the optimum allocation of project risks to the partner most capable to manage them. Internationally, countries with relatively longer experience in PPPs have devised different methodological approaches to measure and manage risk exposure, and a handful of other countries have developed more sophisticated and well-documented methodologies to value risk in the context of VfM. However, transportation agencies in the U.S. have not developed structured processes to measure risk exposure and to integrate the cost of risk bearing into the process of evaluating PPP projects. More specifically, U.S. transportation agencies—including agencies in Texas—currently lack a well-documented approach to consistently evaluate and account for public sector financial risk exposure in a PPP, and a methodology to incorporate the cost of risk bearing in the analysis of PPP projects. KW - Evaluation and assessment KW - Governments KW - Public private partnerships KW - Risk analysis KW - Risk management KW - United States UR - http://utcm.tamu.edu/publications/final_reports/Aldrete_08-41-01.pdf UR - https://trid.trb.org/view/1085899 ER - TY - RPRT AN - 01324978 AU - Sneed, Lesley AU - Belarbi, Abdeldjelil AU - You, Young-Min AU - Center for Transportation Infrastructure and Safety AU - Research and Innovative Technology Administration TI - Spalling Solution of Precast - Prestressed Bridge Deck Panels PY - 2010/10//Final Report SP - 473p AB - This research has examined spalling of several partial-depth precast prestressed concrete (PPC) bridge decks. It was recently observed that some bridges with this panel system in the MoDOT inventory have experienced rusting of embedded steel reinforcement and concrete spalling issues in the deck panels. The objectives of this research were to investigate the causes of spalling in precast-prestressed panels and propose cost-effective alternative solutions including improved design options for new construction, as well as suggest mitigation methods for existing deteriorated bridge decks. A survey of transportation agencies and a series of bridge deck investigations were conducted to determine the nature and causes of spalling. Panel deck system modifications were proposed and evaluated for potential use in new construction. These modifications were investigated in terms of structural performance and serviceability with respect to the current design. Panel deck system modifications evaluated included an increase in tendon side cover, the addition of fibers or corrosion inhibitor to the panel concrete mixture, an increase in reinforcement in the cast-in-place concrete topping, and the substitution of edge tendons with epoxy-coated steel or carbon fiber reinforced polymer tendons. Efficiency of the proposed solutions was examined and validated through fundamental laboratory studies and numerical simulations using finite element modeling. Finally, recommendations are provided for new and existing construction to mitigate the spalling problem. KW - Bridge decks KW - Corrosion KW - Panels KW - Precast concrete KW - Prestressed concrete KW - Reinforcing steel KW - Spalling UR - http://library.modot.mo.gov/RDT/reports/TRyy0912/or11005.pdf UR - http://utc.mst.edu/documents/R234_CR.pdf UR - https://trid.trb.org/view/1086234 ER - TY - RPRT AN - 01324966 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 PY - 2010/10//Final Report SP - 38p AB - This project develops and implements a graduate certificate in transportation planning. Texas A&M University (A&M) currently offers instruction in transportation through its Master of Urban Planning (MUP) and Civil Engineering (CE) programs; however, there is a need for specialized instruction tailored to meeting the emerging needs of the transportation industry. The Certificate in Transportation Planning program fills this need by providing students with a substantive base of knowledge needed to be broadly successful in the transportation profession, as well as with specialized instruction tailored to building student skills and capabilities in three critical areas: transportation systems planning, transportation and urban design, and transportation policy. The certificate is being developed by the Department of Landscape Architecture and Urban Planning (LAUP) in the College of Architecture in partnership with the Texas Transportation Institute (TTI), the Zachry Department of Civil Engineering, and the Bush School of Government and Public Service. The certificate program serves as a vehicle to forge lasting partnerships between the participating departments and programs. This program is open to any graduate student at A&M with an interest in transportation. KW - Certification KW - Education KW - Graduate study KW - Interdisciplinary studies KW - Partnerships KW - Transportation planning KW - Transportation policy KW - Urban design UR - http://utcm.tamu.edu/publications/final_reports/Ndubisi_08-21-10.pdf UR - https://trid.trb.org/view/1085901 ER - TY - RPRT AN - 01324959 AU - Ringenberg, Paul AU - Young, Rhonda AU - University of Wyoming, Laramie AU - Mountain-Plains Consortium AU - Research and Innovative Technology Administration TI - Developing A System for Consistent Messaging on Interstate 80 Dynamic Message Signs Phase II PY - 2010/10 SP - 192p AB - Traveler Information Systems, a part of the larger field of Intelligent Transportation Systems (ITS), were originally utilized in urban areas to reduce congestion. Traveler information has become increasingly important in rural areas, especially in areas with adverse weather conditions such as Wyoming. Dynamic message signs (DMS) are often used to provide information during a traveler’s trip. Current research literature does not contain guidance for the rural use of DMSs. This report analyzes the effectiveness of traveler information, with a focus on the use of DMSs on the I-80 corridor between Laramie and Cheyenne in southeast Wyoming, using several different methods including surveys of both frequent and random travelers and a statistical analysis of the correlation between speed, weather and DMS data. The current message decision system utilized by the Wyoming Department of Transportation (WYDOT) is also described and evaluated. This report is a continuation of an earlier effort on this topic. The Phase I report, “Developing Systems for Consistent Messaging on Interstate 80 Dynamic Message Signs ─ Phase I” (MPC-09-211A), can be found at www.mountain-plains.org. KW - Intelligent transportation systems KW - Interstate highways KW - Rural areas KW - Traveler information and communication systems KW - Variable message signs KW - Weather conditions KW - Wyoming UR - http://www.mountain-plains.org/pubs/pdf/MPC09-211B.pdf UR - https://trid.trb.org/view/1085837 ER - TY - RPRT AN - 01324954 AU - Cui, Qingbin AU - Sharma, Deepak AU - Farajian, Morteza AU - Perez, Mauricio AU - Lindly, Jay AU - University of Alabama, Tuscaloosa AU - University of Maryland, College Park AU - Alabama Department of Transportation AU - University Transportation Center for Alabama AU - Research and Innovative Technology Administration TI - Feasibility Study Guideline for Public Private Partnership Projects: Volume I & II PY - 2010/10//Final Report SP - 102p AB - For many state Departments of Transportation (DOTs), a shortage of transportation funds requires the agencies to combat that shortage by implementing innovative programs. Nationwide, Public Private Partnerships (PPP) in transportation projects are increasingly gaining acceptance as an alternative to the traditional approaches of project delivery and public financing. Due to the complexity of scale of PPP projects, it remains a challenging task for state DOTs to identify PPP opportunity while protecting public interest. This report presents a framework for PPP feasibility study at the early phase of project development. The financing analysis process model is developed and refined for the guideline. An Excel-based software package named P3FAST is developed and attached with the research report to facilitate the PPP feasibility study for transportation agencies. An example is discussed to demonstrate the analysis process and outcome. Three types of PPP models are compared and evaluated to achieve a feasible financing structure. The report includes two volumes: volume I research report and volume II feasibility study guideline. KW - Economic analysis KW - Feasibility analysis KW - Financing KW - Guidelines KW - Public private partnerships UR - http://utca.eng.ua.edu/research/projects/?id=08403 UR - https://trid.trb.org/view/1085882 ER - TY - RPRT AN - 01324953 AU - Burton, John AU - Engineering and Environmental Consultants, Incorporated AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Storm Water Monitoring Along Loop 202 and Salt River PY - 2010/10//Final Report SP - 45p AB - A comprehensive research program for the characterization of storm water runoff from an Arizona highway was conducted from January through December 2007. The study area covered a portion of the Loop 202 freeway west of Mesa Drive to a retention basin east of Lindsay Road in Mesa, Arizona. Storm water samples were collected from two storm water detention basins and a discharge point to the Salt River. The study was conducted by manually collecting storm water samples with passive automatic samplers and analyzing them for various roadway constituents. A primary objective of this research effort was to establish baseline values of constituents in ADOT highway runoff, aiding in the evaluation of related best management practices. A total of 16 storm water samples was collected from the research area between January 2007 and December 2007. The storm water sampling data indicates suspended solids (reported as total suspended solids, or TSS) were present in 14 of the 16 samples collected and zinc (reported as total zinc) was present in 13 out of 16 samples collected. Other heavy metals such as copper, lead, and chromium were occasionally detected. Phosphorous and ammonia were detected only once during this research program. TSS is the most significant pollutant, by mass, found in our nation’s waterways, a standing consistent with the outcome of this research. It is important to note that exceedance of an Environmental Protection Agency benchmark does not constitute a storm water violation. KW - Arizona KW - Environmental monitoring KW - Runoff KW - Total suspended solids UR - http://azmemory.azlibrary.gov/cdm/ref/collection/statepubs/id/9639 UR - https://trid.trb.org/view/1085885 ER - TY - RPRT AN - 01324885 AU - Khasnabis, Snehamay AU - Mishra, Sabyasachee AU - Swain, Subrat Kumar AU - Wayne State University AU - University of Toledo AU - Research and Innovative Technology Administration TI - Developing and Testing a Framework for Alternate Ownership, Tenure and Governance Strategies for the Proposed Detroit-Windsor River Crossing - Phase II Report PY - 2010/10//Phase II Report SP - 162p AB - This research presents an analytic framework that can explore the merits and demerits associated with public and/or private ownership of a transportation infrastructure, where potentials for cost recovery through revenues generated appear to be high, even though the project may be fraught with risks at the other end. The framework also explores various forms of joint ownership associated with the public and private enterprise. Ownership, Tenure & Governance (OTG) are three terms that incorporate the role of each entity in a strategy, where a number of OTG strategies are considered to encourage joint entity participation. The strategies vary in the degree of participation by the public and the private entity. The analytic framework is developed based upon the principles of investment decision under uncertainty. The primary objectives of the research are as follows: 1) Develop a methodology to integrate uncertainty and risk in the transportation infrastructure investment decision making process; 2) Identify different strategies ranging from public to private to various forms of joint OTG scenarios; 3) Develop an analytic framework that can be used to test different OTG scenarios; and, 4) Demonstrate the methodology with a real world case study. KW - Case studies KW - Decision making KW - Detroit River International Crossing KW - Forecasting KW - Infrastructure KW - Optimization KW - Ownership KW - Private enterprise KW - Public participation KW - Public private partnerships KW - Return on investment KW - Risk analysis KW - Strategic alliances KW - Strategic planning KW - Uncertainty UR - http://www.utoledo.edu/research/UTUTC/docs/UTUTC-IU-9_FinalReport.pdf UR - https://trid.trb.org/view/1086225 ER - TY - RPRT AN - 01323818 AU - Hagemann, Garrett AU - Michaels, Jennifer AU - Minnice, Paul AU - Pace, David AU - Radin, Sari AU - Spiro, Arlen AU - West, Rachel AU - Research and Innovative Technology Administration AU - Volpe National Transportation Systems Center AU - Federal Highway Administration TI - ITS Technology Adoption and Observed Market Trends from ITS Deployment Tracking PY - 2010/10//Final Report SP - 161p AB - This report examines the market dynamics and benefits associated with the deployment and diffusion of Intelligent Transportation Systems (ITS) technologies across the United States. For several ITS technologies, the current market structure, events that have influenced the historical deployment trends, and factors that may play a role in future deployment are all examined and analyzed. This qualitative research consists primarily of interviews with suppliers and public sector purchasers. The report also presents monetized estimates of the mobility, safety, and environmental benefits produced by a selection of ITS technologies at their current nationwide level of deployment. These estimates are derived from the results of previous studies gathered through an extensive literature review. The qualitative and quantitative data used in this analysis were obtained from the ITS Joint Program Office deployment statistics database (http://www.itsdeployment.its.dot.gov/Default.asp). The objective of this analysis is to allow the ITS JPO to learn from the experience of historical and current generation ITS deployment and use this knowledge to guide research and related activities to support next generation ITS and inform strategic planning efforts. KW - Deployment KW - Intelligent transportation systems KW - ITS program technologies KW - Market surveys KW - Trend (Statistics) KW - United States UR - http://ntl.bts.gov/lib/34000/34900/34991/ITS_Deployment_Tracking_FINAL_508C_101210.pdf UR - https://trid.trb.org/view/1085249 ER - TY - RPRT AN - 01323786 AU - Najm, Wassim G AU - Koopmann, Jonathan AU - Smith, John D AU - Brewer, John AU - Volpe National Transportation Systems Center AU - Research and Innovative Technology Administration AU - National Highway Traffic Safety Administration TI - Frequency of Target Crashes for IntelliDrive Safety Systems PY - 2010/10 SP - 50p AB - This report estimates the frequency of different crash types that would potentially be addressed by various categories of Intelligent Transportation Systems as part of the IntelliDriveSM safety systems program. Crash types include light-vehicle crashes involving at least one light vehicle with gross vehicle weight rating (GVWR) of 10,000 pounds or less, heavy-truck crashes involving at least one heavy truck with GVWR greater than 10,000 pounds, and crashes involving all vehicle types. Crash frequency estimates are based on samples of police-reported crashes from the 2005-2008 General Estimates System crash databases. System categories encompass vehicle-to-vehicle (V2V) communication systems, vehicle-to-infrastructure (V2I) cooperative systems, and combination of V2V and V2I systems. The frequency of target crashes is derived from pre-crash scenarios described in police-reported crashes involving unimpaired drivers. V2V systems potentially address 79 percent of all vehicle target crashes, 81 percent of all light-vehicle target crashes, and 71 percent of all heavy-truck target crashes. V2I systems potentially deal with 26 percent all vehicle target crashes, 27 percent of all light-vehicle target crashes, and 15 percent of all heavy-truck target crashes. Combined V2V and V2I systems potentially address 81 percent all vehicle target crashes, 83 percent of all light-vehicle target crashes, and 72 percent of all heavy-truck target crashes. KW - Crash rates KW - Crash types KW - Heavy duty trucks KW - Highway safety KW - IntelliDrive (Program) KW - Intelligent transportation systems KW - Light vehicles KW - Traffic crashes KW - Vehicle to infrastructure communications KW - Vehicle to vehicle communications UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2010/811381.pdf UR - http://ntl.bts.gov/lib/35000/35500/35542/811381.pdf UR - https://trid.trb.org/view/1085215 ER - TY - RPRT AN - 01323741 AU - Chambers, Matthew AU - Research and Innovative Technology Administration TI - Atlantic Coast U.S. Seaports PY - 2010/10//Fact Sheet SP - 6p AB - Atlantic coast U.S. seaports from Eastport, ME, through Key West, FL, are preparing for an expected increase in cargo generated by an expansion of the Panama Canal scheduled for completion in 2014. Preparations at east coast ports include installation of larger cranes and dredging channels to accommodate container ships with nearly two and one-half times the capacity of current Panamax vessels, the largest ships that now transit the canal. The Atlantic coast seaports facilitate freight flow and international trade for both the long-established and populous Northeast, and the growing areas along the Southeast Atlantic coast. This fact sheet highlights the major Atlantic container ports of New York/New Jersey, Virginia, Savannah, and Charleston. Containerships and containerized cargo comprise the bulk of vessel calls and most of the vessel value at these seaports along the eastern seaboard. Commodities transiting the canal to the Atlantic ports include auto parts, bananas, chemicals, canned and frozen fish, and pulpwood, among others. KW - Atlantic Ocean KW - Charleston (South Carolina) KW - Commodities KW - Container terminals KW - Containerships KW - East Coast (United States) KW - Freight traffic KW - New Jersey KW - New York (State) KW - Savannah (Georgia) KW - Seaports KW - Virginia UR - http://www.bts.gov/publications/bts_fact_sheets/2010_002/pdf/entire.pdf UR - http://ntl.bts.gov/lib/35000/35300/35382/Atlantic.pdf UR - https://trid.trb.org/view/1085243 ER - TY - RPRT AN - 01322250 AU - Davis, Janet L AU - Bart, Edward AU - National Center for Transit Research AU - Florida Department of Transportation AU - Research and Innovative Technology Administration TI - Summary Report: Assessment Instrument for the Certified Transit Technician Program PY - 2010/10//Final Report SP - 44p AB - This report chronicles the development of the Certified Transit Technician (CTT) program assessment instrument and is organized to provide a detailed description of the transit technician training program, an overview of the Florida Transit Maintenance Consortium/Hillsborough Community College (FTMC/HCC) Curriculum Framework, as approved by the Florida Department of Education (FDOE), a review of literature regarding evaluation criteria used within other maintenance training programs, selected measures of performance, and highlights from the program assessment instrument. The report also includes select survey instruments and other assessment materials developed during the course of the research effort. KW - Certification KW - Curricula KW - Education and training KW - Evaluation and assessment KW - Maintenance personnel KW - Public transit KW - Technicians KW - Training programs UR - http://www.fdot.gov/research/Completed_Proj/Summary_PTO/FDOT_BDK85_977-13_rpt.pdf UR - http://www.nctr.usf.edu/pdf/77911.pdf UR - https://trid.trb.org/view/1083629 ER - TY - RPRT AN - 01322249 AU - Allen, Kirk AU - National Center for Statistics and Analysis TI - The Effectiveness of Underride Guards for Heavy Trailers PY - 2010/10//NHTSA Technical Report SP - 41p AB - Federal Motor Vehicle Safety Standard (FMVSS) No. 223 and No. 224 require underride guards meeting a strength test on trailers with a GVWR of 10,000 pounds or greater manufactured on or after January 24, 1998. FMVSS No. 224 defines the size requirements for the guards, while FMVSS No. 223 describes strength testing and energy absorption requirements for Department of Transportation (DOT)-compliant guards. This report is a statistical analysis of crash data aimed at determining the effectiveness of FMVSS-compliant underride guards at preventing fatalities and serious injuries in crashes where a passenger vehicle impacts the rear of a tractor-trailer. The primary findings are the following: (1) Data from Florida and North Carolina showed decreases in fatalities and serious injuries to passenger vehicle occupants when rear-ending a tractor-trailer subsequent to the implementation of FMVSS 223 and 224. However, the observed decreases are not statistically significant at the 0.05 level, possibly due to the small sample sizes of the data. (2) Using supplemental data collection from North Carolina, it is shown that passenger vehicle passenger compartment intrusion is more apt to occur when the corner of the trailer is impacted, rather than the center of the trailer. This result is statistically significant at the 0.01 level. (3) It is not possible to establish a nationwide downward trend in fatalities when a passenger vehicle rear-ends a tractor-trailer – neither in terms of total number of fatalities, percentage of fatalities in rear impacts relative to other passenger vehicle fatalities involved in tractor-trailer accidents, nor number of fatal crashes per 1,000 total crashes. The Fatality Analysis Reporting System does not list the model year of the trailer. KW - Crash data KW - Crash injuries KW - Fatalities KW - Fatality Analysis Reporting System KW - Federal Motor Vehicle Safety Standards KW - Rear end crashes KW - Statistical analysis KW - Tractor trailer combinations KW - Trailers KW - Trend (Statistics) KW - Underride guards KW - Underride override crashes KW - Vehicle intrusion UR - http://www-nrd.nhtsa.dot.gov/Pubs/811375.pdf UR - https://trid.trb.org/view/1083640 ER - TY - RPRT AN - 01321742 AU - Hartell, Ann AU - Martin, James AU - North Carolina State University, Raleigh AU - Federal Highway Administration TI - CSS National Dialog - Conducted for the Context Sensitive Solutions Virtual Team, FHWA Office of Human and Natural Environment, November 2008 through September 2010 PY - 2010/10//Final Report SP - 82p AB - In the fall of 2008, FHWA engaged the Center for Transportation and the Environment (CTE) to develop and deliver Context Sensitive Solutions (CSS) National Dialog activities. The objectives of this current initiative are: 1) Deliver CSS principles and messages to a wide array of partner organizations, 2) Strengthen and broaden the constituency for CSS, 3) Discover partnership opportunities, 4) Bring in new perspectives, and 5) Foster a community of practice. KW - Communication KW - Context sensitive design KW - Cooperation KW - Information dissemination KW - Partnerships KW - Transportation planning UR - http://cssnationaldialog.org/documents/CSS-National-Dialog-Final-Report.pdf UR - https://trid.trb.org/view/1082774 ER - TY - RPRT AN - 01321741 AU - Research and Innovative Technology Administration TI - Key Transportation Indicators, October 2010 PY - 2010/10 SP - 35p AB - These key transportation indicators in the United States cover performance and economic indicators for all modes of transportation. The table of contents divides the document into seven major areas, as follows: economy, fuel prices, end-user prices, passenger usage, freight usage, system performance, and capital expenditures. KW - Capital expenditures KW - Diesel fuels KW - Economic indicators KW - Freight transportation KW - Jet engine fuels KW - Motor fuels KW - Passenger transportation KW - Performance KW - Prices KW - Ridership KW - United States KW - Utilization UR - http://www.bts.gov/publications/key_transportation_indicators/october_2010/pdf/entire.pdf UR - https://trid.trb.org/view/1082752 ER - TY - RPRT AN - 01321097 AU - Scott, M AU - Arnold, J AU - Gibson, D AU - Starodub, Incorporated AU - Federal Highway Administration TI - Step Frequency Ground Penetrating Radar Characterization and Federal Evaluation Tests PY - 2010/10//Electromagnetic Emissions Testing and Characterization Report SP - 94p AB - A step frequency ground penetrating radar (SF GPR) system was characterized and evaluated to determine whether it can be operated safely in a proposed configuration that may include frequency notching in specific frequency bands. This emission testing was conducted with possible notching configurations turned on and then turned off to allow for both scenarios to be evaluated. Testing work focused on emissions characterization measurements suitable for computer analysis of potential interference with relevant systems. After initial testing was completed, needs for follow-up testing were defined. This follow-up testing was completed, and results are included in this report. Results from initial emissions testing showed that the SF GPR met National Telecommunications and Information Administration (NTIA) criteria for most frequencies, but some emissions frequencies still exceeded NTIA criteria. In addition, unintentional emissions below 140 MHz were observed to exceed intentional emission criteria at many frequencies. System adjustments were performed, and follow-up emissions testing was conducted using a final system configuration. The final system configuration met NTIA criteria for intentional emissions as described in the report. Unintentional emissions below 140 MHz were characterized to allow them to be evaluated as needed. KW - Emissions testing KW - Equipment tests KW - Evaluation and assessment KW - Ground penetrating radar KW - Measurement KW - Pollutants UR - http://www.fhwa.dot.gov/publications/research/operations/10037/10037.pdf UR - https://trid.trb.org/view/987588 ER - TY - RPRT AN - 01226627 AU - Kwon, Oh-Sung AU - Kim, Eungsoo AU - Orton, Sarah AU - Salim, Hani AU - Hazlett, Tim AU - Center for Transportation Infrastructure and Safety AU - Research and Innovative Technology Administration TI - Reliability-Based Evaluation of Bridge Components for Consistent Safety Margins PY - 2010/10//Final Report SP - 115p AB - The Load and Resistant Factor Design (LRFD) approach is based on the concept of structural reliability. The approach is more rational than the former design approaches such as Load Factor Design or Allowable Stress Design. The LRFD Specification for Bridge Design has been developed through the 1990s and 2000s. In the development process, many factors were carefully calibrated such that a structure designed with LRFD can achieve a reliability index of 3.5 for a single bridge girder (probability of failure of about 2 in 10,000). As the initial development of the factors in the LRFD Specification was intended to be applied to the entire nation, state-specific traffic conditions or bridge configuration were not considered in the development process. In addition, due to lack of reliable truck weigh data in the early 1990s in the U.S., the truck weights from Ontario, Canada measured in the 1970s were used for the calibration. Hence, the reliability of bridges designed with the current LRFD specification needs to be evaluated based on the Missouri-specific data and the load factor needs to be re-calibrated for optimal design of bridges. KW - Bridge design KW - Calibration KW - Evaluation KW - Highway bridges KW - Load and resistance factor design KW - Missouri KW - Structural reliability UR - http://utc.mst.edu/documents/R235-R239_CR.pdf UR - https://trid.trb.org/view/987333 ER - TY - RPRT AN - 01226615 AU - Chen, Genda AU - Volz, Jeffery AU - Brow, Richard AU - Yan, Dongming AU - Reis, Signo AU - Wu, Chenglin AU - Tang, Fujian AU - Werner, Charles AU - Tao, Xing AU - Center for Transportation Infrastructure and Safety AU - Missouri Department of Transportation AU - Research and Innovative Technology Administration TI - Coated Steel Rebar for Enhanced Concrete-Steel Bond Strength and Corrosion Resistance PY - 2010/10//Final Report SP - 229p AB - This report summarizes the findings and recommendations on the use of enamel coating in reinforced concrete structures both for bond strength and corrosion resistance of steel rebar. Extensive laboratory tests were conducted to characterize the properties of one- and two-layer enamel coatings. Pseudostatic tests were performed with pullout, beam and column specimens to characterize mechanical properties and develop design equations for the development length of steel rebar in lap splice and anchorage areas. The splice length equation was validated with the testing of large-scale columns under cyclic loading. For corrosion properties, ponding, salt spray, accelerated corrosion, potentiodynamic and electrochemical impedance spectroscopy (EIS) tests were conducted to evaluate the corrosion resistance and performance of enamel-coated steel and rebar. Experimental procedures and observations from various laboratory tests are documented in detail. The corrosion performances of enamel and epoxy coatings were compared. It is concluded that a one-layer enamel coating doped with 50% calcium silicate has improved bond strengths with steel and concrete but its corrosion resistance is low due to porosity in the coating, allowing chloride ions to pass through. Based on limited laboratory tests, a two-layer enamel coating with an inner layer of pure enamel and an outer layer of enamel and calcium silicate mixture has been shown to be practical and effective for both corrosion resistance and bond strength. A coating factor of 0.85 is recommended to use with the current development length equations as specified in ACI318-08. The large-scale column tests indicated that the column-footing lap splice with enamel-coated dowel bars had higher load and energy dissipation capacities compared to uncoated dowel bars. When damaged unintentionally, chemically reactive enamel coatings limit corrosion to a very small area whereas epoxy coatings allow corrosion expansion in a wide area underneath the coating. KW - Bond strength (Materials) KW - Coatings KW - Concrete KW - Corrosion resistance KW - Enamels KW - Reinforced concrete bridges KW - Reinforcing bars KW - Steel UR - http://library.modot.mo.gov/RDT/reports/TRyy0914/or11004.pdf UR - http://utc.mst.edu/documents/R236_CR.pdf UR - http://ntl.bts.gov/lib/34000/34500/34581/R236_CR.pdf UR - https://trid.trb.org/view/987338 ER - TY - RPRT AN - 01226613 AU - Antunano, Melchor J AU - Wade, Katherine AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Index of International Publications in Aerospace Medicine PY - 2010/10//4th SP - 60p AB - The 4th edition of this publication is a comprehensive listing of international publications in clinical aerospace medicine, operational aerospace medicine, aerospace physiology, environmental medicine/physiology, diving medicine/physiology, aerospace human factors, as well as other topics directly or indirectly related to aerospace medicine. The Index is divided into six major sections: I) Open Publications in General Aerospace Medicine, II) Government Publications in General Aerospace Medicine, III) Publications in Other Topics Related to Aerospace Medicine and Aerospace Human Factors, IV) Proceedings From Scientific Meetings in Aerospace Medicine and Psychology, V) Journals, Newsletters, and Bulletins in Aerospace Medicine and Aerospace Human Factors, and VI) On-line Databases Containing Bibliographic, Regulatory, and Safety Information in Aerospace Medicine and Related Disciplines. KW - Aviation medicine KW - Bibliographies KW - Crash investigation KW - Databases KW - Diving KW - Human factors KW - Indexes (Information management) KW - Periodicals KW - Physiology UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201015.pdf UR - https://trid.trb.org/view/982050 ER - TY - RPRT AN - 01226611 AU - Chandrashekhara, K AU - Center for Transportation Infrastructure and Safety AU - Research and Innovative Technology Administration TI - Soy-Based UV Resistant Polyurethane Pultruded Composites PY - 2010/10//Final Report SP - 10p AB - Polyurethane (PU) resin systems exhibit superior strength and damage tolerance relative to unsaturated polyester and vinylester pultrusion resins. Also, high pultrusion line speeds can be achieved using PU resins. In our previous study, the authors have successfully evaluated pultrudable PU with aromatic isocyanate and soy-based polyol (with 20% soy content). The performance of the soy-based resin is comparable to the base PU resin. However, aromatic PU based composites have poor environmental stability under UV light exposure and require specialized painting to provide protection. Aliphatic PU resins provide improved UV resistance but exhibit lower mechanical performance in comparison to aromatic polyurethanes. In the proposed work, the authors will investigate pultrudable PU resin systems with aromatic and aliphatic isocyanates, and soy-polyol. Neat resin coupons and pultruded composite parts will be manufactured using the developed aromatic and aliphatic PU resin systems. Also, parts will be manufactured by incorporating nano-engineered fillers in the aliphatic soy-based PU resin system to compensate the loss of mechanical performance over aromatic PU resins. The cure kinetics of polyurethanes will be studied by differential scanning calorimetry (DSC) and the reaction rates of the aliphatic and aromatic polyurethanes will be compared. Mechanical performance will be evaluated by conducting tensile, flexure and impact tests. The economics of aromatic systems and aliphatic systems will be assessed. KW - Composite materials KW - Manufacturing KW - Mechanical properties KW - Polyurethane resins KW - Pultruded composites KW - Pultrusion KW - Soy-based resins KW - Strength of materials UR - http://utc.mst.edu/documents/R255_CR.pdf UR - http://ntl.bts.gov/lib/34000/34600/34629/R255_CR.pdf UR - https://trid.trb.org/view/987410 ER - TY - RPRT AN - 01220460 AU - Peterson, L Sarah AU - Haworth, Loran A AU - Jones, Robert C AU - Newman, Richard L AU - McGuire, Robert J AU - Lambregts, Anthony A AU - McCloy, Tom AU - Chidester, Thomas R AU - Federal Aviation Administration AU - Federal Aviation Administration AU - Federal Aviation Administration AU - Federal Aviation Administration AU - Federal Aviation Administration TI - An International Survey of Transport Airplane Pilots’ Experiences and Perspectives of Lateral/Directional Control Events and Rudder Issues in Transport Airplanes (Rudder Survey) PY - 2010/10//Final Report SP - 50p AB - Following the AA587 accident, the National Transportation Safety Board requested that the FAA explore certain elements of transport aircraft and rudder usage, including but not limited to awareness that sequential full, opposite-rudder inputs (rudder reversals), even at speeds below the design maneuvering speed, may result in structural loads that exceed those addressed by Title 14 of the Code of Federal Regulations (CFR) part 25, § 25.1507. The Transport Directorate initiated a Web-based survey developed in conjunction with the FAA Civil Aerospace Medical Institute to survey the population of Transport Category Airplane Pilots’ (TCAP) understanding of the use of rudder and their experiences with rudder, both as the pilot flying and as the pilot not flying. The survey also explored TCAP’s experiences with upset, including magnitude and recovery. The survey further explored TCAP’s experience with rudder training, unusual attitude recovery training, and their perceptions of additional training needed. Additionally, the survey explored the issue of maneuvering speed and movement of rudder, aileron, and elevator controls. Survey results indicated: 1) Rudder is reported to be used more than the Rudder Survey Team expected; 2) Rudder is reported to be used or considered for use in ways not always trained and in ways not recommended by the manufacturers; 3) Erroneous and accidental inputs occur, and it is reasonable to believe that this will continue in the future; 4) Some respondents reported making pedal reversals (cyclic rudder-pedal commands); 5) Some respondents are not clear on appropriate use of rudder, and many felt they needed more training; 6) Wake vortex encounters were reported to be the most common initiator of upset; these were most likely to be reported in the approach phase; and 7) Respondents did not seem to be concerned with differences among control system designs across aircraft. Given these findings, a set of recommendations is suggested to guide further research. KW - Air pilots KW - Airplanes KW - Automatic steering control KW - Aviation safety KW - Rudders KW - Surveys KW - Upset recovery KW - Upset recovery training UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201014.pdf UR - https://trid.trb.org/view/981256 ER - TY - ABST AN - 01573552 TI - Green Energy-Powered Dirigible Transportation AB - The project is an 18-month feasibility study of key elements of a transportation system to reduce truck and other vehicle use of highways, using an airship approach while utilizing only "green" energy sources, especially microwave beamed power transmission to the vehicle. KW - Airships KW - Electric vehicles KW - Energy conservation KW - Green KW - Microwave devices KW - Renewable energy sources KW - Truck traffic UR - http://www.fhwa.dot.gov/research/tfhrc/projects/projectsdb/projectdetails.cfm?projectid=FHWA-PROJ-10-0060 UR - https://trid.trb.org/view/1366750 ER - TY - ABST AN - 01573269 TI - Applications for the Environment Real-Time Synthesis Broad Agency Announcement Project: Environmental Models and Applications AB - For over a decade, researchers at the University of California Riverside have been actively researching and working towards performing energy/environmental assessments for various intelligent transportation systems (ITS) programs. The proposed research would build upon existing work through developing and improving data collection methods, developing new data fusion techniques to improve estimates, and applying appropriate models for ITS environmental/energy assessments. KW - Applications for the Environment: Real-Time Information Synthesis KW - Data collection KW - Data fusion KW - Energy KW - Environmental impacts KW - Evaluation and assessment KW - Intelligent transportation systems UR - https://trid.trb.org/view/1366397 ER - TY - ABST AN - 01573268 TI - Applications for the Environment Real-Time Synthesis Broad Agency Announcement Project: Design for Environmental Data Capture System AB - The purpose of this project is to examine the relevance of the Federal Highway Administration's (FHWA's) Clarus and Michigan Department of Transportation’s Data Use Analysis and Processing (DUAP) data, and their core system designs, to the needs of the Applications for the Environment: Real-Time Information Synthesis (AERIS) Program, and to recommend a Preliminary System Development Plan for an AERIS data environment.  Clarus and Data Use Analysis and Processing (DUAP) represent state-of-the-art data acquisition tools. The Clarus system emphasizes data collection from fixed environmental sensor stations (ESS), but is currently being enhanced to incorporate data from mobile sources, such as snow plows. DUAP focuses on the collection of data from mobile sources, particularly connected vehicle fleets, but also acquires data from fixed roadway traffic sensors. Between the two systems, sophisticated real-time data quality checking algorithms have been implemented; techniques for integrating data from multiple disparate sources have been developed; real-time data visualization tools have been created; and applications that translate raw data into actionable information for the benefit of system users have been designed and implemented.Since the Clarus and DUAP systems are operational and significant investment has already been made, the intent of this project is to determine how Federal Highway Administration (FHWA) can leverage these assets and leapfrog some of the normal system development cycle. This report covers the following material to arrive at a recommended Preliminary System Development Plan. KW - Applications for the Environment: Real-Time Information Synthesis KW - Clarus KW - Data collection KW - Environmental impacts KW - Michigan Department of Transportation KW - Real time data processing KW - Vehicle to vehicle communications UR - https://trid.trb.org/view/1366395 ER - TY - ABST AN - 01465453 TI - Conduct or Review Studies and Analyses AB - No summary provided. KW - Aircraft operations KW - Commercial space transportation KW - Evaluation and assessment KW - Reviews UR - https://trid.trb.org/view/1233686 ER - TY - ABST AN - 01465255 TI - Commercial Driver Individual Differences Study AB - The goal of this study is to identify commercial motor vehicle (CMV) driver factors that increase the risk of large truck crashes. This initiative would complete the implementation of a full-scale CMV driver case-control study that will collect detailed data on 21,000 CMV drivers at carriers in geographically dispersed locations, as outlined in the sample design plan. KW - Commercial drivers KW - Commercial vehicle operations KW - Crash risk forecasting KW - Data collection KW - High risk locations KW - Motor carriers KW - Prototype tests UR - https://trid.trb.org/view/1233488 ER - TY - ABST AN - 01463810 TI - National Cooperative Highway Research Program (NCHRP) and Special Projects Support: Analytical Travel Forecasting Approaches for Project Level Planning and Design AB - The objective of this research is to develop a guidebook describing methods, data sources and procedures for producing travel forecasts for highway project-level analysis. The guidebook should evaluate and expand currently used methods and tools to include appropriate data or information sources and system-level methods (ranging from readily available practices to advanced practices) to address a variety of project development purposes, needs and impacts. The guidebook is intended to be used by transportation planning, operations and project development staff to better support planning, design and operations recommendations. KW - Guidelines KW - Highway operations KW - National Cooperative Highway Research Program KW - Planning and design KW - Traffic forecasting KW - Transportation planning UR - https://trid.trb.org/view/1232037 ER -