TY - RPRT AN - 01164214 AU - Botch, Sabra R AU - Johnson, Robert D AU - Chaturvedi, Arvind K AU - Lewis, Russell J AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Distribution of Oxycodone in Postmortem Fluids and Tissues PY - 2010/06//Final Report SP - 12p AB - Introduction: Oxycodone is a heavily used and abused analgesic agent. Its pharmacological effects, including euphoria, respiratory depression, nausea, and drowsiness, have the potential to adversely affect performance. The postmortem distribution of oxycodone has not been well characterized, particularly at sub-lethal levels. Therefore, an attempt was made to evaluate the distribution of oxycodone in postmortem specimens collected from aviation accidents. Methods: A search of our database identified 4 oxycodone-positive fatalities from separate civil aviation accidents that occurred during a period of 6 years that had numerous biological tissues and fluids available (blood, urine, vitreous humor, liver, kidney, skeletal muscle, lung, spleen, heart muscle, and brain). These specimens were extracted using solid-phase extraction and were analyzed for oxycodone by GC/MS. Results: Oxycodone concentration ranges (μg/mL, μg/g) found in the different tissues and fluids were: blood 0.027-0.742, urine 2.20 - 12.5, vitreous humor 0.048 - 0.118, liver 0.103-3.35, lung 0.047-1.35, kidney 0.045- 3.12, spleen 0.115-2.43, muscle 0.017-0.400, brain 0.032-1.36, and heart 0.038-3.19. Conclusion: The blood concentrations found indicate that the oxycodone in these cases ranged from therapeutic to above therapeutic, but all were below lethal levels. Tissue/fluid to blood distribution coefficients were found to have large coefficients of variation (ranging from 26-128%), thereby rendering them unreliable for estimating a blood oxycodone concentration from a tissue value when no blood is available for analysis. KW - Air transportation crashes KW - Crash investigation KW - Drug use KW - Forensic medicine KW - Oxycodone KW - Toxicology UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201011.pdf UR - https://trid.trb.org/view/921440 ER - TY - RPRT AN - 01164067 AU - Durham, Stephan A AU - Cavaliero, Robert W AU - University of Colorado, Denver AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Evaluation of CDOT Specifications for Class H and HT Crack Resistant Concrete PY - 2010/06//Final Report SP - 200p AB - This study examined the performance of concrete mixtures designed to increase cracking resistance for Colorado bridge decks. The current Colorado Department of Transportation Class H and HT concrete mixtures and nine other mixtures were investigated to aid in the development of a more crack resistant concrete specification. A total of eleven concrete mixtures were designed, batched, and tested for their fresh and hardened concrete performance. Specifically, the designs differed by type of cement, water cement ratio (w/cm), cement content, supplementary cementitious materials (SCMs), use of chemical admixtures, and aggregate type. Compressive strength, permeability, freeze-thaw resistance, and restrained shrinkage cracking were evaluated and documented in this report. Lower w/cm resulted in high early compressive strengths and rates of strength and strain development. Increasing the w/cm to 0.44 and Class F fly ash replacement levels up to 30% was beneficial in controlling strength gain. A low cement content mixture with increased w/cm and fly ash replacement proved to be beneficial. When SCMs were not utilized, a low cement content of 6.0 bags was beneficial. When SCMs were used, increased cement content helped to maintain the same properties. Type G, coarse-ground cement was beneficial to strain and strength at the higher w/cm of 0.42 and low cementitious materials content. At a lower w/cm of 0.38, the mixture behaved similarly to the control mixture fabricated using Type II cement, developing strain and strength at an average rate. A high dosage rate of a shrinkage reducing admixture was extremely beneficial in controlling both the development rate and ultimate strain of the mixture, while maintaining adequate development of ultimate strength at all ages. An average dosage rate of a set retarder only retarded the initial strength development slightly. After 1 day of age, the development of strength and strain was substantially increased. Although the concrete containing the set retarder reached higher compressive strengths more quickly than anticipated, the concrete did not crack in the AASHTO PP34 test and was moderately durable. To implement this research: increase maximum allowable w/cm from 0.42 to 0.44; increase maximum allowable cement replacement with Class F fly ash from 20-30%; allow the use of cement replacement with ground-granulated blast furnace slag up to 50%; incorporate the use of a shrinkage reducing admixture at high dosage rates; incorporate the use of a set retarder admixture at average dosage rates; and decrease cementitious content to 564 lb/cy when SCMs are not used. KW - Bridge decks KW - Cement content KW - Compressive strength KW - Concrete KW - Cracking KW - Fly ash KW - Granulated slag KW - Mix design KW - Retarders (Concrete) KW - Shrinkage reducing admixtures KW - Specifications KW - Supplementary cementing materials KW - Water cement ratio UR - http://www.coloradodot.info/programs/research/pdfs/2010/classhconcrete/at_download/file UR - http://ntl.bts.gov/lib/33000/33200/33296/class_h_concrete.pdf UR - https://trid.trb.org/view/924730 ER - TY - RPRT AN - 01164066 AU - Pulley, Alex K AU - Baird, Kate AU - Felsburg, Holt and Ullevig, Incorporated AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Investigation of Re-Use Options for Used Traction Sand PY - 2010/06//Final Report SP - 95p AB - The Colorado Department of Transportation (CDOT) uses approximately 24,000 tons of traction sand annually, especially in mountain locations. Once traction sand is applied, street sweepers reclaim approximately 50% of the sand, which is either stockpiled at a maintenance facility or disposed of in a landfill. The remaining 50% is left on the roadway and can collect in water quality ponds and rivers due to precipitation events. This research project consolidated physical and chemical characterization data on reclaimed traction sand from multiple mountainous areas in Colorado. The Principal Investigator determined that heavy metal contamination in the reclaimed sand is within naturally occurring levels and does not pose a risk to human health through the comparison to natural background and risk-based soil values. Additional volatile organic compounds and semi-volatile organic compound characterization sampling is required for the Colorado Department of Public Health and Environment (CDPHE) to approve beneficial re-uses. A simple bench-scale composting test was conducted to determine if elevated petroleum levels could be reduced through natural bioremediation. These results indicated that the simple actions did not reduce the levels to below regulatory levels. A market analysis and cost-benefit analysis demonstrated that an aggregate material that meets CDOT specifications could be prepared at a reasonable cost by combining the reclaimed materials with a coarse aggregate supplement. Prior to the use of any salvaged traction sand material, federal and state regulations require that the material be approved by the CDPHE. KW - Benefit cost analysis KW - Colorado KW - Market analysis KW - Mountain roads KW - Recycling KW - Sand KW - Traction UR - http://www.coloradodot.info/programs/research/pdfs/2010/tractionsand/view UR - http://ntl.bts.gov/lib/33000/33200/33297/traction_sand.pdf UR - https://trid.trb.org/view/924736 ER - TY - RPRT AN - 01164065 AU - Scholz, Todd V AU - Darra, Suraj AU - Oregon State University, Corvallis AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Density Measurement Verification for Hot Mix Asphalt Concrete Pavement Construction PY - 2010/06//Final Report SP - 350p AB - Oregon Department of Transportation (ODOT) requires a minimum density for the construction of dense-graded hot mix asphalt concrete (HMAC) pavements to ensure the likelihood that the pavement will not experience distresses that reduce the expected service life of the pavement. Currently, the ODOT Standard Specifications call for density measurements for both quality control and quality assurance testing to be made using nuclear density gauges that are calibrated using reference blocks. Hence, acceptance (i.e., purchase) of the HMAC pavement (or portions thereof) relies on the accuracy of the measurements. However, it has been observed that density measurement results using nuclear gauges have been questionable on a number of projects and that repeatability and reproducibility with the same gauge and between gauges have also been unattainable. Further, these observations have called into question the confidence placed in the use of nuclear gauges for determining HMAC pavement density. The overall objective of the project was to recommend a system that accurately quantifies density of dense-graded HMAC pavements. This involved critically evaluating how ODOT currently measures HMAC density, investigating and evaluating what other agencies do to measure HMAC density, and conducting testing and analysis of alternate ways of measuring HMAC density (e.g., by measuring the density of cores). Statistical analyses comparing nuclear gauge measurements to core densities provided convincing evidence that correlation of nuclear gauge measurements to core densities is necessary to ensure accurate results from nuclear gauges. Analyses comparing correlation factors across lifts of pavements constructed under three differing construction scenarios provided strong evidence to suggest correlation factors established for one lift can be used on other lifts under certain constraints. Correlations are recommended for all gauges on each lift and whenever a new mix design is introduced. ODOT should implement use of the CoreLok device for measuring densities of pavement cores and laboratory-prepared specimens as well as further investigate the use of electromagnetic gauges for in-place HMAC density measurement. KW - Asphalt concrete KW - CoreLok KW - Cores (Specimens) KW - Correlation analysis KW - Dense graded asphalt mixtures KW - Density KW - Hot mix asphalt KW - Nuclear density gages KW - Paving KW - Quality assurance KW - Quality control KW - Statistical analysis UR - http://ntl.bts.gov/lib/33000/33200/33292/Hot_Mixed_AsphaltCP.pdf UR - https://trid.trb.org/view/924646 ER - TY - RPRT AN - 01164060 AU - Soltesz, Steven M AU - Oregon Department of Transportation AU - Department of Transportation TI - Crack Sealer Fill Characteristics PY - 2010/06//Final Report SP - 59p AB - Laboratory testing was conducted to determine the extent of crack fill for crack sealers composed of methyl methacrylate, epoxy, urethane, and high molecular weight methacrylate. The test specimens consisted of eight-inch long concrete cylinders with a nominal 0.010 in. crack running the length of the cylinders and unsealed at the bottom. The following observations were made: all the sealers leaked to some degree from the bottom of the crack; thinner crack widths were more likely to be filled than wider crack widths; the fraction of the crack length filled in a cross-section through a cylinder was independent of the distance below the resin reservoir situated at the top of the crack; and a minimum of 70% crack fill was needed to prevent water leakage. KW - Concrete cylinders KW - Cracking KW - Epoxy resins KW - High molecular weight methacrylate KW - Laboratory tests KW - Leakage KW - Methyl methacrylate KW - Sealing compounds KW - Urethane UR - http://ntl.bts.gov/lib/33000/33200/33290/Crack_Sealer.pdf UR - https://trid.trb.org/view/924645 ER - TY - RPRT AN - 01163737 AU - Agent, Kenneth R AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Roadway Related Tort Liability and Risk Management PY - 2010/06//Final Report SP - 179p AB - This workbook provides government employees background information related to tort liability and risk management. Past experience with lawsuits against government entities are summarized. The reasons for the lawsuits and results are analyzed. The objective is to provide an understanding of the basis for past claims so the number of future claims and awards can be reduced. This will result in the ultimate objective of reducing highway crashes. Based on the results of the data analysis and the review of the background material, recommendations are made for consideration. Many of the recommendations deal with various types of documentation. KW - Crashes KW - Kentucky KW - Kentucky Transportation Cabinet KW - Lawsuits KW - Manuals KW - Risk management KW - State departments of transportation KW - Tort liability UR - http://www.ktc.uky.edu/files/2012/06/KTC_10_07_SPR_399_10_1F.pdf UR - https://trid.trb.org/view/923899 ER - TY - RPRT AN - 01163232 AU - Knapp, Keith K AU - Utecht, Brad AU - University of Minnesota, Twin Cities AU - Federal Highway Administration TI - Application of a Rural Safety Policy Improvement Index (RSPII) Framework PY - 2010/06//Final Report SP - 67p AB - Six legislatively-based safety improvement measures (LSIMs) were proposed for evaluation within a rural safety policy improvement index (RSPII) framework during Phase I of this project. This report documents the step-by-step application of the RSPII framework and its rural roadway crash fatality reduction results for these LSIMs. Several approaches to the framework application were completed for each LSIM and the results compared. It was estimated (based on the selection of one framework outcome for each LSIM) that rural roadway crash fatalities could be reduced by 209 from the primary enforcement of seat belt use, 299 from universal motorcycle helmet use, 322 from the regular application of sobriety checkpoints, 120 from graduated driver licensing program upgrades, 268 from the mandatory ignition interlock installation, and 699 from automated speed enforcement. These estimates cannot be summed, however, because the fatalities impacted by these LSIMs sometimes overlap. The assumptions and generalizations required to overcome challenges to the RSPII framework application will also have an impact on its results. Additional LSIM research is suggested and it is recommended that the estimates in this report be used as a starting point for rural roadway safety discussions and the completion of more accurate individual state RSPII framework applications. KW - Alcohol ignition interlock devices KW - Automated speed enforcement KW - Behavior modification KW - Crashes KW - Fatalities KW - Graduated licensing KW - Highway safety KW - Motorcycle helmets KW - Policy KW - Primary enforcement laws KW - Rural highways KW - Rural travel KW - Safety improvement KW - Safety index KW - Seat belts KW - Sobriety checkpoints UR - http://www.cts.umn.edu/Publications/ResearchReports/pdfdownload.pl?id=1392 UR - https://trid.trb.org/view/923815 ER - TY - RPRT AN - 01162471 AU - Kim, David AU - Porter, J David AU - Doolen, Toni AU - Pietz, Amanda Joy AU - Oregon State University, Corvallis AU - Oregon Department of Transportation AU - Department of Transportation TI - Issuance of Driver Licenses and Identification Cards to Prisoners PY - 2010/06//Final Report SP - 66p AB - In 2009, the Oregon Legislature passed House Bill 2489, requiring the Oregon Driver and Motor Vehicle (DMV) Services Division and the Department of Corrections (DOC) to enter into agreements and adopt rules to assist offenders in obtaining a driver license or identification (ID) card prior to release from prison. To assist in this effort, a research project was initiated to investigate issuance alternatives and study program feasibility. As part of the research, various issuance agencies in other states were contacted to determine if they had or have a program for helping inmates obtain a license or ID card. Additional information was gathered from agencies with programs and a list of issuance alternatives was developed. The alternatives selected for a more detailed assessment included: mobile units, operation of a DMV field office within a DOC facility, using DOC personnel to process applications, and transporting inmates to DMV field offices. Each of these alternatives was assessed based on information obtained from other state agencies utilizing similar structures, data from the Oregon DMV and DOC, and data generated from a pilot test of inmate transportation conducted in Oregon. Each alternative was assessed using multiple criteria, including security, costs, personnel requirements, and system capacity, which are summarized in this report. KW - Driver licenses KW - Identification cards KW - Oregon KW - Prisoners UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/Lic_IssuancePrisoners.pdf UR - https://trid.trb.org/view/923115 ER - TY - RPRT AN - 01162216 AU - Federal Highway Administration TI - I-15 Corridor and local arterial improvements : environmental impact statement PY - 2010/06//Volumes held: Draft, Draft Appendix, Final, Final Appendix KW - Environmental impact statements KW - Nevada UR - https://trid.trb.org/view/923202 ER - TY - RPRT AN - 01162020 AU - Federal Railroad Administration TI - Pennsylvania High-speed Maglev project, the Pennsylvania project of magnetic levitation, transportation technology deployment program : environmental impact statement PY - 2010/06//Volumes held: Draft, Final KW - Environmental impact statements KW - Pennsylvania UR - https://trid.trb.org/view/923004 ER - TY - RPRT AN - 01343590 AU - Novak, David C AU - Sullivan, James AU - Aultman-Hall, Lisa AU - University of Vermont, Burlington AU - Research and Innovative Technology Administration TI - Advanced Development and Calibration of the Network Robustness Index to Identify Critical Road Network Links PY - 2010/05/31 SP - 17p AB - Previously researchers tended to use complete link removal to measure network robustness (100% capacity reduction). The use of a capacity reduction value less than 100% allows networks with isolating links to be evaluated using the Network Robustness Index (NRI) methodology. This research shows that capacity-disruption levels lower than about 50% are not likely to result in stable, accurate NRI values and should not be considered for analyses of this type. A more realistic lower limit of about 70% is recommended. This analysis indicates that, due to the presence of Braess’ Paradox, which states that adding a small capacity link to a transportation network may actually decrease the performance of the network instead of improving it, a realistic upper limit of 99% on the disruption levels should be used. However, it should be acknowledged that, as the level of connectivity of the network increases, the upper limit on the range of desirable disruption levels decreases, and may fall as low as 95%. Therefore, a practical capacity-disruption range for robustness analysis is between 70% and 99%, but a more realistic range of between 70% and 95% is recommended. KW - Braess' Paradox KW - Connectivity KW - Highway capacity KW - Links (Networks) KW - Network Robustness Index KW - Robustness analysis KW - Traffic disruption KW - Traffic signal control systems UR - http://www.uvm.edu/~transctr/trc_reports/UVM-TRC-10-019.pdf UR - https://trid.trb.org/view/1105614 ER - TY - RPRT AN - 01173805 AU - Solaimanian, Mansour AU - Chang, Chieh-Tang AU - Chehab, Ghassan AU - Milander, Scott AU - Pennsylvania State University, University Park AU - Pennsylvania Department of Transportation AU - Mid-Atlantic Universities Transportation Center AU - Research and Innovative Technology Administration TI - Development of Guidelines to Minimize Moisture Damage in HMA with PennDOT District 1 Local Aggregates PY - 2010/05/31/Final Report SP - 94p AB - The sources delivering quality aggregate for use in hot-mix asphalt concrete have been depleting in Pennsylvania Department of Transportation (PennDOT) District 1. There is currently a shortage of quality Type A aggregate in this district. The local aggregates don't meet the required criteria on soundness or absorption level, or both. Furthermore, stripping and moisture damage in these gravel aggregates are of concern even though most of these aggregates exhibit excellent skid resistance and durability. A research project was initiated to evaluate performance of hot-mix asphalt concrete using District 1-0 aggregates, specifically in regard to stripping and moisture damage. Research included modifications that could be applied to improve performance of such aggregates in hot-mix asphalt. Four Type C aggregates and one Type A aggregate, all sources located in District 1-0, were selected for evaluation. Mixes were prepared as control, with liquid anti-stripping agent, with lime, and with a gravel-limestone blend for the #8 material at equal proportions. The tests included PennDOT's modified version of AASHTO Test Method T283 (Tensile Strength Ratio), Model Mobile Load Simulator, 3rd Scale (MMLS3), and dynamic modulus after repeated freeze-thaw cycles. Overall, it was concluded that four of the five aggregate sources could pass the requirement on moisture damage resistance based on the PennDOT version of the AASHTO T283 test method, with one of the four being right at the pass/fail boundary. It was also found that the specific liquid anti-stripping agent used with these mixes improved the moisture damage resistance significantly. The study indicated improvement of moisture damage resistance using the limestone-gravel blend to a much lesser degree compared to the improvement gained through the liquid anti-stripping agent. Testing with the MMLS3 provided valuable information. Only three control mixes were included in this part of the study, and testing was conducted under both dry and wet conditions. A higher rutting level was found in wet tested specimens compared to dry specimens, even though the significance of the moisture impact on rutting level has yet to be determined. In summary, it seems that use of the specific liquid anti-stripping agent with the mixes in this study causes significant improvement in performance of mixes using these local aggregates. KW - Aggregates KW - Antistrip additives KW - Freeze thaw tests KW - Hot mix asphalt KW - Mobile load simulator KW - Moisture damage KW - Pennsylvania KW - Rutting KW - Stripping (Pavements) KW - Tensile strength KW - Wetting and drying tests UR - https://trid.trb.org/view/933387 ER - TY - RPRT AN - 01165273 AU - Lopez de Murphy, Maria AU - Kim, Jubum AU - Sang, Zi AU - Xiao, Chao AU - Pennsylvania State University, University Park AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Determining More Effective Approaches for Grouting Shear Keys of Adjacent Box Beams PY - 2010/05/31/Final Report SP - 116p AB - The objective of this project was to evaluate improved design and construction practices that have the potential to reduce shear key grout failure (cracking) in PennDOT precast box beam bridges. This objective was met by conducting a state-of-the-practice literature review, numerical parametric studies, and experimental verification tests. The literature review presented four possible parameters that have the potential to reduce cracking: (1) shear key configuration, (2) grouting material, (3) transverse post-tensioning, and (4) bearing pad details. Experimental tests of shear key connections were conducted. Results from these tests were used to validate finite element models of the shear key region. A grillage analysis of a selected bridge configuration was conducted to determine the maximum live-load effects experienced by the shear key. A parametric study using finite element analysis showed that a full-depth, epoxy-grouted shear key could significantly reduce the likelihood of cracking. Moreover, the amount of post-tensioning and the effect of bearing pad at supports also play an important role in reducing the maximum tensile stress and thus cracking. KW - Box girders KW - Bridge bearing pads KW - Bridge construction KW - Bridge design KW - Cracking KW - Epoxides KW - Grout KW - Grouting KW - Posttensioning KW - Shear keys UR - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Improving%20Pennsylvania%20Bridges/Approaches%20for%20Grouting%20Shear%20Keys%20of%20Adjacent%20Box%20Beams.pdf UR - http://ntl.bts.gov/lib/33000/33300/33302/Approaches_for_Grouting_Shear_Keys_of_Adjacent_Box_Beams.pdf UR - https://trid.trb.org/view/924788 ER - TY - ABST AN - 01463957 TI - Synthesis of Information Related to Highway Problems. Topic 42-01. Practices and Guidelines for the Incorporation and Use of Geotechnical Information in Design-Build Projects AB - The use of the Design-Build alternate delivery method by state agencies for transportation projects is increasing each year. There appears to be significant variability in the current practice regarding the level of geotechnical information provided with bid documents and required after award, the level of geotechnical-related performance testing during construction and the contract provisions related to geotechnical design and construction. KW - Best practices KW - Construction KW - Design build KW - Geotechnical engineering KW - Guidelines KW - Planning and design UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2937 UR - https://trid.trb.org/view/1232185 ER - TY - RPRT AN - 01173112 AU - Elliott, D R AU - Mulvey, F P AU - Nottingham, C D AU - Surface Transportation Board TI - Surface Transportation Board Report to Congress Regarding the Uniform Rail Costing System. Submitted Pursuant to Transportation and Housing and Urban Development, and Related Agencies Appropriations Bill, S. Rep. No. 111-69 (2009) PY - 2010/05/27 SP - 41p AB - In August 2009, the Senate Committee on Appropriations directed the Surface Transportation Board (Board or STB) to submit a report providing basic, moderate and comprehensive options for updating the Board's general purpose costing methodology, the Uniform Rail Costing System (URCS). The Committee's request dovetailed with an initiative the Board began in FY2009 to review URCS, its history and purposes, and its use in performing the Board's statutory functions. The Board evaluated URCS' current functionality and studied criticisms of URCS made by stakeholder groups (including railroads and rail shippers) as well as by transportation economists and other analysts. This report discusses the Board's review and, pursuant to the Committee's request, describes a range of options the Board could consider to update URCS. The Board uses URCS to calculate, for each large railroad, a system-wide estimate of the proportion of the railroad's costs of providing service that are variable with changes in traffic volume (as opposed to those costs that remained fixed regardless of traffic volume). URCS develops variable costs estimates by relying principally upon a series of statistical estimation tools - regression equations - that were developed by the agency in the 1980s. The resulting URCS variable costs are used in a wide variety of Board proceedings, including those determining whether a railroad's rates are unreasonably high. KW - Financial analysis KW - Ground transportation KW - Railroad traffic KW - Railroad transportation KW - Traffic volume KW - Uniform Rail Costing System KW - Variable costs UR - http://www.stb.dot.gov/stb/docs/URCS/URCS%20Report%205.27.10.pdf UR - https://trid.trb.org/view/928892 ER - TY - RPRT AN - 01165291 AU - Department of Transportation AU - Federal Railroad Administration TI - The Impact of Distracting Electronic Devices on the Safe Performance of Duties by Railroad Operating Employees: Initial Report of the Study Required by Section 405 of the Rail Safety Improvement Act of 2008 PY - 2010/05/27 SP - 29p AB - Based on the historical record, rail transportation in the United States is an extremely safe mode of transportation. However, distraction of a railroad employee who is entrusted with safety-related duties has the potential to compromise performance and endanger the employee, coworkers, or members of the public, which has been realized in several accidents. This study addresses this issue. The first phase of this report addresses the information available concerning the effects of distraction on railroad operating employees, including train crews and other operating personnel, engaged in the locomotive cab and on the ground during switching operations. The second phase of this activity consists of a separate study into issues applicable to other safety-related railroad employees, including remaining "hours of service" employees (dispatchers and signal employees) and employees in other safety-sensitive service (roadway workers and mechanical inspectors). When this study is completed, the Federal Railroad Administration will file a second report to determine whether further regulatory action is needed. KW - Distraction KW - Drivers KW - Operators (Persons) KW - Radio transmitters KW - Rail Safety Improvement Act of 2008 KW - Railroad safety KW - Railroad trains KW - Wireless communication systems UR - http://www.fra.dot.gov/eLib/Details/L04639 UR - https://trid.trb.org/view/925700 ER - TY - ABST AN - 01464074 TI - Research for the AASHTO Standing Committee on the Environment. Task 68. Implementing Measures to Reduce Highway Impacts on Habitat Fragmentation AB - The objective of this research is to select existing techniques and measures identified in recent research and synthesis reports to provide a recommended set of practical solutions to the impacts of highway-induced wildlife habitat fragmentation. Solutions identified and recommended shall be those that can be immediately implemented, using readily available technology, are cost-effective, and provide significant habitat connectivity benefits. They shall include measures to address both terrestrial and aquatic resource fragmentation impacts.
KW - Environmental impacts KW - Fragmentation KW - Habitat (Ecology) KW - Highways KW - Impact tests KW - Wildlife UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2851 UR - https://trid.trb.org/view/1232302 ER - TY - ABST AN - 01464191 TI - Sag Vertical Curve Design Criteria for Headlight Sight Distance AB - Headlamp sight distance is one of four design criteria for sag vertical curves and is the most often used of the four criteria. The current criterion bases the length of a sag curve on the distance illuminated by a headlamp beam that diverges at 1 degree above the horizontal. This criterion was developed in the late 1930s and has remained unchanged since except for a decrease in the headlamp height (from 2.5 to 2.0 ft in the 1965 Blue Book). At the time the criterion was developed, the sealed beam headlamp was established as the standard headlamp system for U.S. vehicles and the sealed beam headlamp continued to be the standard headlamp into the mid-1980s. However, starting in the mid-1980s, vehicle manufacturers began introducing changes in headlamp design with varying headlamp performance. A more detailed research study is needed to update the sag curve sight distance criteria so that it reflects the performance of the modern vehicle fleet. The design criteria for sag curves have not been investigated in detail in over 60 years. There have been significant changes in vehicle design/performance and in driver perception during the ensuing years. It is appropriate to evaluate the current design criteria to determine whether the basis for design is still valid and whether improvements can be realized through revised design criteria. Revised criteria could improve safety, operations, and/or reduce construction costs. Based on the exploratory research conducted to date, it is expected that this research will produce recommendations for changes in the design criteria for sag curves. The changes could be as simple as a reduction in the 1.0 degree α angle currently used to a more extensive change such as a new criteria based on a different concept for sag curves. The objectives of this research are to (1) develop updated criteria and guidance for the design of sag vertical curves to provide the needed headlight sight distance with today's vehicles and (2) assess the practical implications of the criteria and guidance. KW - Design criteria KW - Design standards KW - Headlamps KW - Sag curves KW - Sight distance UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2722 UR - https://trid.trb.org/view/1232419 ER - TY - ABST AN - 01464201 TI - New Specifications for Structural Supports for Highway Signs, Luminaires, and Traffic Signals AB - In June 2000, American Association of State Highway Transportation Officials (AASHTO) and the Federal Highway Administration (FHWA) agreed on an implementation plan for the design of highway structures utilizing the Load and Resistance Factor Design Methodology (LRFD). As part of that agreement, all new culverts, retaining walls, and other standard structures on which states initiate preliminary engineering after October 1, 2010 shall be designed by the LRFD Specifications. The current edition of the AASHTO "Standard Specifications for Structural Supports for Highway Signs, Luminaires and Traffic Signals" contains small sections that implement the LRFD approach, but the Specification is generally based on the Working Stress design methods. Additionally, design, construction, and inspection language is intertwined in the specification and commentary resulting in a document that is cumbersome and difficult to follow. The entire Specification needs to be converted to the LRFD design approach and reorganized to provide design engineers with a specification that implements the state-of-the-art design approach; separates the design, construction, and inspection criteria into three distinct sections; is consistent with other AASHTO documents; and allows states to meet the above implementation plan. The goals of the proposed research are closely aligned with the grand challenges of optimizing structural systems, advancing the AASHTO specifications and managing knowledge. These were identified in the AASHTO Subcommittee of Bridges and Structures report "Grand Challenges: A Strategic Plan for Bridge Engineering" published in June, 2005. The objective is to develop a new edition of the AASHTO "Standard Specifications for Structural Supports for Highway Signs, Luminaires and Traffic Signals" based on the LRFD methodologies. The resulting Specification would also be logically arranged with distinct sections for design, construction, and inspection/maintenance. Inspection of these structures has not been codified in the past; this is an excellent opportunity to address this issue. The successful completion of this research is expected to improve the safety and reliability of structural supports nationwide. Agencies will be in a better position to meet the LRFD implementation plan, and the provisions will facilitate the design, construction, inspection, and maintenance of their structural supports for highway signs, luminaries and traffic signals. The probability-based specification will result in structures that are based upon a more uniform set of design criteria. Some structures may be more expensive; however, some may be less. The specification will promote quality construction/fabrication practices and it will also address the current shortcoming of inspection and maintenance or these non-redundant ancillary structures. The combination of these efforts will allow agencies to better assess, manage, and maintain these transportation assets.
KW - Load and resistance factor design KW - Load factor KW - Luminaires KW - Sign supports KW - State of the art KW - Strategic planning KW - Structural supports KW - Traffic signs UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2711 UR - https://trid.trb.org/view/1232429 ER - TY - ABST AN - 01464077 TI - Research for the AASHTO Standing Committee on the Environment. Task 65. Synthesis of Greenhouse Gas Emission Inventory Methodologies for State Transportation Departments AB - Climate change is potentially the single greatest environmental challenge of this century. The first step to managing this challenge for all organizations (including DOTs) is to gain an understanding of the greenhouse gases emitted by the organization by preparing a greenhouse gas (GHG) emissions inventory. Understanding its GHG emissions profile allows an organization to: (1) develop strategies to manage, and where practical, reduce GHG emissions; (2) consider future options for mitigation and participation in offset programs, sequestration activities, and climate registries; (3) prepare for, and ultimately comply with, regulatory requirements; and (4) performance over time. The purpose of this document is to provide DOTs with assistance on how to collect, assemble, quantify, and report their GHG emissions, for a variety of reasons, including future mandatory reporting requirements where applicable. There are some aspects of DOT operations for which activity data required to quantify GHG emissions will likely be readily available or easy to gather, such as energy consumption data associated with the operation of commercial and institutional buildings and fleet operations. There are other more unique aspects of DOT operations that may prove more difficult to gather and disaggregate appropriate data for, including the energy consumption of street lighting, stoplights, and other small but numerous sites across an entire state. KW - Climate change KW - Energy consumption KW - Exhaust gases KW - Greenhouse gases KW - Pollutants KW - State departments of transportation UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2848 UR - https://trid.trb.org/view/1232305 ER - TY - RPRT AN - 01159708 AU - Neal, Joseph C AU - Burton, Jim AU - Judge, Caren A AU - Little, Daniel A AU - North Carolina State University, Raleigh AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Innovative and Environmentally Responsible Methods for Controlling Invasive Woody Plant Species in North Carolina Rights of Way PY - 2010/05/20/Final Report SP - 34p AB - The North Carolina Department of Transportation (NCDOT) maintains approximately 78,000 miles (600,000 acres) of roadside rights-of-ways. In 2008, the NCDOT spent $30 million controlling woody brush. The primary method of woody vegetation control is mowing. Mowing only provides temporary control and is expensive in the long term. Traditional alternatives to mowing are using broadcast foliar applications of herbicides and cut-stump or basal herbicide applications. Broadcast foliar applications can have environmental and public relations concerns. Cut-stump and basal herbicide applications are expensive. The purpose of this research was to test the effectiveness of two brush mowers with built in herbicide applicators, the Diamond Wet-Blade and the Brown Brush Monitor. The Diamond Wet-Blade mower applies low volume herbicide applications directly to the cut surface of stems simultaneously while cutting. The Brown Brush Monitor is similar to a normal brush mower; however, it has a spraying chamber mounted on the back of the mower unit. The mower cuts and discharges the debris through a side door. The spray chamber consists of spray nozzles that apply herbicide to a brush which wipes the herbicide to the cut stem. KW - Equipment tests KW - Herbicides KW - Invasive plants KW - Mowers KW - Mowing KW - North Carolina KW - Right of way (Land) KW - Roadside flora KW - Shrubs KW - Vegetation control UR - http://www.ncdot.gov/doh/preconstruct/tpb/research/download/2006-05finalreport.pdf UR - https://trid.trb.org/view/920199 ER - TY - ABST AN - 01577821 TI - Development of On-line Educational Programming and Agricultural Bio-Energy AB - No summary provided. KW - Agriculture KW - Biomass fuels KW - Computer aided instruction KW - Distance learning KW - Education UR - https://trid.trb.org/view/1370862 ER - TY - ABST AN - 01467992 TI - Validating Traffic Flow-detectors using Manual Counting from Video Data (FAST Freeway Flow Detectors Verification) AB - According to the FAST/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 FDD is properly aligned and calibrated. This Scope of work outlines 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. The University of Las Vegas (UNLV) Transportation Research Center (TRC) verified the traffic counts (lane-by-lane) from the videos. Data analysis was applied to the traffic counts and verification, and this report was generated to document the verification results. This report provides various methods for analysis and hypothesis testing for paired data where one source of data has to be tested against a noisy source for validation. In this work, traffic counts for some highway locations obtained from flow detectors have to validated against the data obtained by manual counting of video data obtained from those sites. However, the video data has various levels of clarity that is recorded by the human observers, and hence a technique that performs validation with such recorded noisy data is needed. The various techniques that have been developed include weighted percent difference test, and combined variance test. The techniques are applied to the sample data and results presented. The research obtained the mean percent difference between the detector data and the normalized observed data to be 0.858%, and the 95% confidence interval for the mean to be (0.855%, 0.860%). KW - Data verification KW - Freeway management systems KW - Nevada KW - Traffic counts KW - Traffic data KW - Traffic flow KW - Traffic surveillance KW - Traffic volume KW - Vehicle detectors KW - Video cameras UR - https://sites.google.com/site/fastdetectors/home UR - https://trid.trb.org/view/1236228 ER - TY - ABST AN - 01463962 TI - Research for AASHTO Standing Committee on Highways. Task 289. Comparative Performance Evaluation of Pavement Marking Materials at the NTPEP Test Facility AB - The objective of this research is to provide statistically valid comparisons of the performance of the transverse lines in the 'skip' area with a longitudinally placed line of the same material on the NTPEP test facility. This information will be used to correlate data from future evaluation of pavement marking materials.

 
KW - Lane lines KW - Marking materials KW - Pavements KW - Performance evaluations KW - Road markings KW - Test facilities UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2868 UR - https://trid.trb.org/view/1232190 ER - TY - RPRT AN - 01328121 AU - Sherry, Patrick AU - Durr, Rob AU - University of Denver AU - National Center for Intermodal Transportation AU - Research and Innovative Technology Administration TI - Identification of a Leadership Competency Model for Use in the Development, Recruitment & Retention of Intermodal Transportation Workers PY - 2010/05/15 SP - 7p AB - The purpose of this research was to determine the competencies that predict highly effective performance in intermodal transportation managers and that will pave the way for development of a core competency model that can be used to recruit, train, and retain effective transportation leaders. Three separate samples were included in this four-phase study that followed leading methodology in competency research (Spencer & Spencer, 1993): 1) an expert panel of 11 human resource managers in transportation, 2) 62 mid-level managers (41 males and 21 females) and 3) 228 manager peers/colleagues. The managers and their peers/colleagues completed the Intermodal Transportation Managerial Competency Questionnaire (ITMCQ). Results from the expert panel indicated 9 core competency areas that are thought to be essential for training effective leaders in intermodal transportation. Quantitative results yielded from the 360 degree questionnaire indicated several essential areas of leadership acumen in transportation including high personal standards, achievement orientation, and ability to build trust. Combining this data allowed the researchers to collapse all categories into three general competency clusters: Self-Effectiveness, Interpersonal Effectiveness, and Technical Industry-Specific Effectiveness. KW - Intermodal transportation KW - Leadership KW - Managerial personnel KW - Personnel development KW - Personnel retention KW - Recruiting KW - Training UR - http://ncit.msstate.edu/publications/publications_01.html UR - https://trid.trb.org/view/1089296 ER - TY - ABST AN - 01464189 TI - Guidelines for Cost-Effective Safety Treatments of Roadside Ditches AB - Roadside ditches or swales are an integral feature of highways, especially two lane rural highways. They are critical for control of storm water runoff on highways. Where space allows, shallow swales are used, but when right-of-way is limited, ditches with deeper and sharper drops are used. These features can be obstacles to errant motorists that leave the roadway. The Fatality Analysis Reporting System (FARS) indicated in 2006 1,260 fatal crashes occurred where a ditch was the first harmful event. It is not possible to differentiate between ditches and swales in the data. There has been a trend over the past 15 years that over 1,000 fatalities annually can be attributed to ditches. AASHTO Roadside Design Guide provides some guidance on preferred configurations for ditches. This guidance is based on the results of limited testing and simulations conducted in the 1970s. There is variation in the practices across the states for designing and maintaining ditches and, for many miles of roads, the ditches are a remnant of older highways that have never been updated to current standards. The limited right-of-way often dictates the configuration of ditches and in many cases the preferred configurations are not practical. Enclosed drainage systems are expensive and result in additional requirements for treatment and discharge of the runoff. Installing a barrier between the traveled way and the ditch reduces the available clear zone, is impractical in respect to cost in many cases, and presents additional problems, such as terminal design and sight distance, when driveways are allowed. Since ditches are part of a drainage system, other elements such as culverts, inlets, and holding basins require structures that become roadside obstacles (e.g., headwalls, riprap, and curbs). An urgent need exists to reduce the number and severity of crashes involving roadside ditches, through a deeper understanding of the factors involved in crash events, the evaluation of vehicle dynamics, and the identification and cost-benefit assessment of treatment options. With this information, cost effective countermeasures can be identified and implemented to mitigate ditch crashes. The objectives of this research are to: (1) Develop deeper insights into the interaction of factors that influence the nature of crashes involving ditches. (2) Analyze the influence of varying ditch configurations on vehicle dynamics and their role in the severity of crashes. (3) Identify cost effective treatments for roadside ditches that will reduce the number and severity of crashes. (4) Develop improved guidance for ditch design and maintenance for inclusion in the Roadside Design Guide. This effort should focus on identifying treatments for ditch design and maintenance as other efforts are already focusing on the related topic of keeping vehicles on the roadway. To meet the project objectives the following tasks would be performed: (1) Review domestic and international literature with a focus on ditch design and countermeasures that have been tried and evaluated. Consider undertaking a review of agency standards (i.e., on-line) and conducting a survey to identify innovative treatments that may not have been documented. (2) Analyze collisions involving ditches to give context to the types of collisions involved (e.g., rollover, curve related, pavement edge scuffing) so that the counter measures can be focused. Attempt to get needed insights on these crashes from existing sources of data. (3) Model dynamics of vehicles traversing ditches to evaluate the vehicle reactions to different cross sections and treatments. These efforts should build upon the results of current work. (4) Develop a range of alternative treatments for ditches based upon knowledge gained in the literature review, contacts, and crash analyses. (5) Organize a "brainstorming session" with knowledgeable professionals to identify other potential treatments. (6) Formulate guidelines for the deployment of ditch treatments that consider the risk factors, costs, feasibility, road geometry, and traffic. (7) Undertake a cost effectiveness analysis for high- to low-cost alternatives to enhance guidance relative to available budgets. Identify the expected benefits of these treatments to allow rational selection of alternatives. (8) Draft new guidelines for the design and treatment of ditches in priority locations. Review these guidelines and the rationale for them with the panel and a select group of knowledgeable engineers. (9) Prepare a final report that documents the efforts undertaken and thought processes that led to the guidelines. KW - Cost effectiveness KW - Crash risk forecasting KW - Crash severity KW - Data collection KW - Ditches KW - Drainage KW - Fatalities KW - Ran off road crashes KW - Runoff KW - Rural highways KW - Swales KW - Traffic crash victims KW - Traffic crashes KW - Two lane highways UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2724 UR - https://trid.trb.org/view/1232417 ER - TY - ABST AN - 01464180 TI - Design Guidelines for TL-3 through TL-5 Roadside Barrier Systems Placed on Mechanically Stabilized Earth (MSE) Retaining Walls AB - NCHRP Report 350: Recommended Procedures for the Safety Performance Evaluation of Highway Features and its successor, the AASHTO Manual for Assessing Safety Hardware (MASH), define impact performance criteria for roadside barrier systems. These documents define six different test levels of increasing impact severity that incorporate varying impact speeds and vehicle types. These test levels provide a basis for establishing warrants for the application of roadside barriers for roadway facilities with different levels of use (i.e., service levels). NCHRP Project 22-20, "Design of Roadside Barrier Systems Placed on MSE Retaining Walls," developed guidelines for designing the barrier moment slab and MSE wall to withstand vehicle impact loads. However, the scope of the project was limited to passenger vehicle and light truck impacts and did not include consideration of large trucks. Highways with a significant percentage of truck traffic often employ higher test level barriers. The interaction and impact loads associated with large truck impacts are substantially different than those associated with passenger vehicle impacts. The magnitude of the impact load for a Test Level-5 (TL-5) truck impact is significantly greater than the load associated with the 5,000-lb pickup truck that is the design vehicle for TL-3. Further, the height of the applied load is much greater for a TL-5 impact, and the articulated nature of the tractor-van trailer results in three distinct impact events with the barrier. It is estimated that 10 million square feet of mechanically stabilized earth retaining wall is constructed annually in the United States. Most MSE retaining walls used in highway fill applications are constructed with a roadside barrier system consisting of a traffic barrier connected to a below-grade moment slab or foundation. The moment slab is intended to provide stability to the barrier system during an impact and reduce the influence of barrier impact loads on the underlying retaining wall system by distributing the load over a wide area. Current procedures and design details for roadside barriers placed on retaining walls vary widely among state highway agencies. Additional research is needed to enhance our understanding of the behavior of an MSE wall and barrier foundation when subjected to large truck impacts. Developing guidelines for the use of truck barriers on MSE walls will permit the development of more relevant and cost-effective designs for the barrier foundation and MSE wall. This research will extend the work accomplished under NCHRP Project 22-20 and eliminate the need to extrapolate knowledge from a TL-3 impact to a TL-5 impact. The objective of this research is to develop, in a format suitable for consideration by AASHTO, recommended guidelines for designing roadside barrier systems placed on MSE retaining structures to resist vehicular impact loadings varying from passenger vehicles to heavy trucks. KW - Barrier walls KW - Design load KW - Highway design KW - Impact speed KW - Research projects KW - Retaining walls KW - Roadside KW - Roadside structures KW - Traffic crashes KW - Truck crashes KW - Truck traffic UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2735 UR - https://trid.trb.org/view/1232408 ER - TY - RPRT AN - 01505786 AU - ICF International AU - Federal Highway Administration TI - Climate Change – Model Language in Transportation Plans PY - 2010/05/13 SP - 30p AB - At present, there is no federal regulatory requirement for state departments of transportation (DOTs) and metropolitan planning organizations (MPOs) to consider climate change in transportation plans. As such, agencies that are working on climate change are creating their own models for integrating climate change into their transportation plans. This document provides excerpts from MPOs' and DOTs' transportation plans that discuss climate change. It is intended to guide other agencies in discussing climate change in their own plans. Although some general discussions of climate change are applicable to plans in any state or region, most of the language in existing plans is specific to the particular policy and planning context. Nonetheless, agencies that are looking for ideas about how to incorporate climate change in their transportation plans will find helpful models here. KW - Climate change KW - Definitions KW - Greenhouse gases KW - Metropolitan planning organizations KW - State departments of transportation KW - Transportation planning KW - United States UR - http://www.fhwa.dot.gov/environment/climate_change/mitigation/publications_and_tools/model_language/modellanguage.pdf UR - https://trid.trb.org/view/1285485 ER - TY - ABST AN - 01464991 TI - A Realistic Driving Simulator Based on Parallel Computing AB - This research project will develop a driving simulator using Parallel Computing. A no cost extension was approved. Two solicitations are being considered for the proposal: the Information and Intelligent Systems: Advancing Human-Centered Computing, Information Integration and Informatics, and Robust Intelligence (NSF 07-577), and Computer Systems Research (NSF 07-504). KW - Driving simulators KW - Human-centered systems KW - Information technology KW - Intelligent transportation systems KW - Vehicle design UR - https://trid.trb.org/view/1233224 ER - TY - ABST AN - 01465050 TI - Region Construction Collision Avoidance AB - The Florida panther has been listed as an endangered species under the Endangered Species Act since 1972. The number of Florida panthers killed by collisions with vehicles has been on the increase since 2000. Wildlife crossings have been shown to decrease panther mortalities by vehicles. More crossings are needed throughout the panther's range to prevent mortalities from reversing the population gains that have occurred during the past 10 years. To facilitate construction of new crossings, less expensive structures need to be designed and tested. A test project is being proposed to evaluate smaller structures as panther crossings that will lower the vertical profile of the crossing as well as shorten the length of roadway where additional fill is needed to accommodate the structure. A demonstration project of a smaller and cheaper wildlife crossing than the ones currently utilized for Florida Panthers will be designed and two such crossings will be installed along a Florida county road. KW - Animal vehicle collisions KW - Animals KW - Crash avoidance systems KW - Florida KW - Mortality rates KW - Wildlife crossings UR - https://trid.trb.org/view/1233283 ER - TY - ABST AN - 01467630 TI - Minimizing Contaminant Impact for Road and Parking Lot Runoff AB - The purpose of this research initiation project was to investigate natural or passive methods for the treatment of stormwater runoff from roads and paved surfaces in northeastern Kansas. Mitigating the negative impact of these contaminants in storm water runoff is a Environmental Protection Agency (EPA) priority. Treatment methods using native plants is a vegetated best management practices (BMPs). Plants that intercept and treat this runoff have the potential to provide long-lasting, low maintenance and low-cost options protection of local receiving waters under a wide range of field conditions. However, data on BMPs is limited, particularly in the Great Plains region. Based on the preliminary sampling results, Kansas University and the City of Lenexa will fund a $180,000 two-year extension study of bioretention cell performance and the effects of planting water tolerant plant species on the cell surface. KW - Best practices KW - Bioretention KW - Contaminants KW - Kansas KW - Native plants KW - Runoff KW - Vegetation control UR - https://trid.trb.org/view/1235866 ER - TY - ABST AN - 01464200 TI - Fuel Usage Factors in Highway and Bridge Construction AB - Price adjustments of selected commodities in highway construction are used in construction contracting as a way of reducing risks to the contractor related to price fluctuations over the life of a contract. The benefits to contracting agencies are bids that better reflect real costs. Fuel is a commodity for which price adjustments are allowed. Fuel usage factors are commonly applied by state and local agencies in calculating the amount of fuel for an escalation/deescalation contract specification. The current fuel usage factors were first published in Highway Research Circular Number 158 by the Highway Research Board in July 1974. They were later incorporated into FHWA Technical Advisory T 5080.3, released in 1980, to provide direction on the use of price adjustment contract provisions. These factors have remained unchanged over the past 35 years, despite changes in the purchasing power of construction dollars, construction methods, industry processes, efficiency of equipment, and fuels used. Thus, it is unlikely that fuel usage factors are accurate or effective in addressing the current risk of fuel price fluctuations. Gasoline and diesel fuel usage factors exist for excavation (gallons per cubic yard), aggregate, asphalt production and hauling (gallons per ton), and Portland cement concrete (PCC) production and hauling (gallons per cubic yard). Of even greater concern, fuel usage factors for structures and miscellaneous construction are expressed in gallons per $1,000 in construction. Current fuel factors are required, in addition, to consider environmental impacts of construction methods related to lower fuel consumption and emissions, urban heat island mitigation, smog reduction, and lower energy footprint. The fuel usage factors in FHWA Technical Advisory T 5080.3 are subject to at least three analytically separable sources of error. First, the effects of inflation on construction costs over three decades is primarily of concern for the usage factors for structures and miscellaneous construction because these fuel usage factors were established in gallons per thousand dollars, and the dollar amounts were established in 1980 and have never been revisited. Second, the relationship of fuel consumption to production and hauling of specified quantities of aggregate, asphalt, and PCC have likely been affected by changes in construction practice, use of new and prefabricated materials, improved equipment, and improved fuel efficiency. Third, and last, there have been changes in fuel preference, particularly in the substitution of natural gas for diesel in asphalt plant operations. While an examination of inflationary trends is a relatively simple analysis, addressing the other impacts is far more complex and challenging. The objectives of this research are to (1) analyze the effects of inflation in relevant areas of construction, (2) develop a revised table of fuel usage factors for the major categories of highway construction addressed in FHWA Technical Advisory T 5080.3, and (3) develop a recommended method and schedule for future updates to the fuel usage factors. The research findings will be of immediate use to FHWA in updating the information in Technical Advisory T 5080.3. The following tasks are anticipated to accomplish these objectives: (1) review existing research, including (i) the original study compiled by FHWA and published in Highway Research Circular Number 158, July 1974, (ii) the questionnaire sent to more than 3,000 highway contractors in the United States in 1974 with 400 responses, and (iii) the analysis performed by the Federal Highway Administration's Region 8 office on the data acquired in 1974, to the extent that relevant information is still available; (2) survey the state DOTs to develop a synthesis of current practices by state DOT agencies and document what methods they have developed to address costs related to fuel usage factors issues; (3) analyze inflation effects to develop a construction inflation index that will provide estimates of the present and expected future value of construction, based on the categories in the 1980 FHWA Technical Advisory T 5080.3; (4) identify changes in construction practices since 1980 in the major categories of highway construction addressed in FHWA Technical Advisory T 5080.3 (excavation, aggregates, asphalt concrete, PCC pavement, structures, miscellaneous); (5) based upon the results of the previous tasks, develop fuel usage factors that apply to current construction practices; (6) develop a method and schedule for future updates of fuel usage factors, including identification of data sources and recommended analytical procedures; and (7) prepare a final report and recommendations that provide (i) full documentation of the research methods and findings and (ii) recommendations for the updated fuel usage factors in highway construction.
KW - Contract administration KW - Contract rates KW - Cost escalation KW - Fuel consumption KW - Portland cement concrete KW - Price adjustment KW - Road construction UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2712 UR - https://trid.trb.org/view/1232428 ER - TY - RPRT AN - 01322461 AU - Boile, Maria AU - Theofanis, Sotirios AU - Golias, Mihalis AU - Dougherty, Patrick AU - Center for Advanced Infrastructure and Transportation AU - University Transportation Research Center AU - New York Metropolitan Transportation Council AU - Research and Innovative Technology Administration TI - Evaluation and Testing of Regional Models - Phase I: Sensitivity Analysis, Task B PY - 2010/05/10/Final Report SP - 151p AB - New York Metropolitan Transportation Council (NYMTC), an association of governments, transportation providers, and environmental organizations, handles the metropolitan transportation planning throughout New York City, Long Island and the Lower Hudson Valley. In the early 1990s, NYMTC developed a transportation model, the New York Best Practices Model (NYBPM), in response to federal regulations on surface planning, specifically the Intermodal Surface Transportation Efficiency Act (ISTEA) and the Clean Air Act (CAA). The NYBPM was created to analyze adjusting traffic patterns due to changes within demographic agendas and other changes in transportation systems in the area, and has become a very valuable tool to planners. The purpose of the work presented in this report is to test and demonstrate the capabilities of NYMTC's Best Practices Model for policy analysis in the New York Metropolitan Region, through peer reviewed sensitivity analysis. The scenarios that were selected for this set of sensitivity tests examine and demonstrate the utility of the NYBPM as a tool for policy analysis by looking at a detailed level at how the model responds to network or policy changes. The first scenario that was tested (B1) showed the impact of truck demand changes on the network. The purpose of testing this scenario was to show the zonal and link-level effects on passenger travel on the major corridors into Manhattan as the level of traffic rises on the network. The second scenario that was tested (B2) showed the impact of tolling policy changes on a major link of the network. For this scenario several changes in tolling policies on the Verrazano-Narrows Bridge were tested and the impacts these changes had on other NYC crossings were analyzed. The third scenario that was tested (B3) showed the impacts of a disruption of infrastructure on the network. This scenario tests how travel choices change at the facility level if the capacity of a bridge is reduced due to construction, maintenance, or unplanned events. KW - Best practices KW - Evaluation and assessment KW - New York Metropolitan Area KW - New York Metropolitan Transportation Council KW - Policy analysis KW - Regional transportation KW - Sensitivity analysis KW - Transportation policy UR - https://trid.trb.org/view/1083506 ER - TY - ABST AN - 01461311 TI - FHWA Co sponsorship for American Trails for the 20th National Trails Symposium AB - The National Trails Symposium is a biennial event organized by American Trails. These conferences have participation from the Bureau of Land Management, National Park Service, US Fish and Wildlife Service, USDA Forest Service, US Army Corps of Engineers, nonprofit organizations, and businesses involved in trail planning, design, construction, maintenance, operations, and management. The National Trails Symposium is the premier national conference for trail professionals and advocates representing all kinds of trail enthusiasts. American Trails has received Federal Highway Administration (FHWA) support for each previous conference since 1992. American Trails expects more than 600 people to attend the 2010 National Trails Symposium. KW - Bikeways KW - Conferences KW - Construction and maintenance KW - Environmental policy KW - Operations KW - Planning and design KW - Trails UR - https://trid.trb.org/view/1229530 ER - TY - ABST AN - 01573775 TI - Extension of Flexible Pavement Life With Preservation to Resist Aging and Embrittlement AB - Mill-and-fill test pavement site, measure full-scale cracking performance with and without the treatment. KW - Aging (Materials) KW - Embrittlement KW - Flexible pavements KW - Milling KW - Pavement performance KW - Preservation KW - Service life UR - https://trid.trb.org/view/1366872 ER - TY - ABST AN - 01463974 TI - Research for the AASHTO Standing Committee on Public Transportation. Task 22. Cost/Benefit Analysis of Converting a Lane for Bus Rapid Transit AB - The project objectives for Phase II are to develop a cost/benefit analysis tool for practioners to use to determine if converting a mixed flow traffic lane to a BRT (bus only)/HOVL is effective on the State Highway System and feasible to the public. The original research objectives for Phase I: (1) to locate and assemble documented information on best practices; (2) to learn what practice has been used for solving or alleviating the problems; (3) to learn what problems remain largely unsolved. Using the "best practices" information gathered and analyzed from the Phase I research, the purpose of this proposed Phase II research would be to develop a tool that would help practitioners analyze the effectiveness and public feasibility of converting an existing lane to a High Occupancy Vehicle Lane or other means of providing increased people throughput. The original research scope of work was extensive and therefore separated into two phases:(1) Phase I would identify "best practices" of analysis for converting an existing lane to BRT including data collection, organization & analysis. (2) Phase II would develop some type of cost/benefit tool to use in analyzing conversion of an existing lane to BRT including the evaluation requirements and methodology. This may include redefining benefit. The scope of work has been revised and the conctract the new scope of work is being negotiated. KW - Benefit cost analysis KW - Best practices KW - Bus lanes KW - Bus rapid transit KW - High occupancy vehicle lanes KW - Highway capacity KW - Public transit KW - Traffic congestion UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2832 UR - https://trid.trb.org/view/1232202 ER - TY - ABST AN - 01461313 TI - FHWA Cosponsor Ship for the International Mountain Bicycling Association for the 2010 IMBA World Summit AB - The Federal Highway Administration (FHWA) cosponsored the International Mountain Bicycling Association (IMBA) World Summit that took place in Augusta, Ga., May 5-8, 2010. Mountain bicycling is one of the most popular recreational trail uses. About one-third of the Recreational Trails Program (RTP) projects funded through the States include mountain bike use (about $20 - $30 million per year of the $60 - $80 million in RTP obligations). The IMBA World Summit is an educational conference providing information about trail planning, design, construction, maintenance, operation, and management. KW - Bicycle travel KW - Bicycling KW - Bikeways KW - Cyclists KW - Mountain bikes KW - Planning and design KW - Trails UR - https://trid.trb.org/view/1229532 ER - TY - RPRT AN - 01474034 AU - Federal Highway Administration AU - Utah Department of Transportation AU - U.S. Fish and Wildlife Service AU - U.S. Army Corps of Engineers AU - HDR Engineering, Incorporated TI - Scoping Summary Report in Support of the Environmental Impact Statement: West Davis Corridor Project PY - 2010/05/03 SP - 398p AB - The Utah Department of Transportation (UDOT), in conjunction with the Federal Highway Administration (FHWA), has initiated an Environmental Impact Statement (EIS) to evaluate expected transportation demand in 2040 in western Davis and Weber Counties, Utah. In general, the study focuses on the area west of Interstate 15 (I-15). The West Davis Corridor (WDC) project study area is bounded by I-15 on the east and by the Great Salt Lake on the west. The southern boundary of the study area is in northern Centerville City/southern Farmington City, and the northern boundary is about 1200 South (12th Street) in Marriott-Slaterville. The intent of the WDC EIS is to identify expected traffic congestion and mobility problems as well as solutions that address those problems in the study area. The purpose of this scoping summary report is to summarize the initial public and agency input gathered during the project scoping period, which ran from January 25, 2010, to March 22, 2010. Scoping, which is the first step in the National Environmental Policy Act (NEPA) process, is an early and open process for determining the scope of issues to be addressed and for identifying the significant issues related to a proposed action. During scoping, members of the public and agency representatives provide input to identify potential issues, subjects that should be studied closely, and possible solutions. Information gathered during scoping will also help determine needs, objectives, resources and associated constraints, potential alternatives, and any additional requirements for developing criteria for screening the potential alternatives. This scoping summary report is a tool to ensure that the analytical efforts of the study are focused on the appropriate issues. Scoping for the EIS was conducted according to the NEPA guidelines and FHWA/UDOT guidance. Scoping activities included public meetings in three locations; correspondence with interested persons, organizations, and federal, state, and local agencies, including Native American tribal organizations; and a meeting with cooperating and participating public agencies. KW - Environmental impact statements KW - Environmental protection KW - Mobility KW - Public participation KW - Traffic congestion KW - Travel demand KW - Utah UR - http://utah.ptfs.com/awweb/awarchive?type=file&item=56853 UR - http://www.udot.utah.gov/westdavis/uploads/doc_pdf/Documentation_EIS_1ScopingSummaryReport-0.pdf UR - https://trid.trb.org/view/1243692 ER - TY - ABST AN - 01461939 TI - Assessing and Implementing Innovative Revenue Strategies--A Guide for Airports AB - As the domestic and world economies continue to exert stress on the economic health of the aviation industry, airports seek to reduce expenditures as well as diversify and improve their revenue streams. These efforts are apparent by the growing practice to solidify current sources of revenue while looking to improve future financial conditions in situations where financial forecasts are difficult; i.e., many airports are developing new and innovative revenue-generating techniques to supplement more traditional methods. Research is needed to collect information about and analyze the effectiveness of existing and new and innovative techniques for generating revenue for airports. Research is also needed to analyze untried ideas for capturing a reasonable percentage of the value created by airport passenger and cargo activity in order to help an airport's economic condition. The research proposed in this study would evaluate a wide range of revenue-generating tools and techniques now in practice as well as develop innovative techniques, perhaps not yet in practice. Based on the ability to measure an airport's long-term contribution to regional economic value, the study would identify alternative techniques that could capture a portion of that value as a new revenue source for airport planning, operation, expansion, environmental considerations, and overall development. KW - Air transportation KW - Airline passengers KW - Airport operations KW - Alternatives analysis KW - Economic impacts KW - Research projects KW - Revenues KW - Technological innovations UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2781 UR - https://trid.trb.org/view/1230159 ER - TY - RPRT AN - 01173874 AU - Vaze, Nachiket AU - Mukhin, Yurii AU - Fridman, Gregory AU - Fridman, Alexander AU - Drexel University AU - Federal Transit Administration TI - Development and Construction of Non-thermal Plasma Air Sterilization Device PY - 2010/05/03/Final Report SP - 16p AB - The main objective of this work is to develop and construct a larger version of the Drexel non-thermal plasma air sterilization system to operate on the North American standard circuit. The design and construction of new ozone filters were completed. Experiments were carried out at the Bioaerosol Test Facility at the Defense Research and Development Canada compound at Suffield, AB in Canada. KW - Air KW - Decontamination KW - Disasters and emergency operations KW - Filters KW - Ozone KW - Plasma technology KW - Sterilization UR - http://www.fta.dot.gov/documents/Development_of_Air_Sterilization_System_for_Chemical_and_Biological_Agents.pdf UR - https://trid.trb.org/view/927759 ER - TY - ABST AN - 01576079 TI - Improving Woody Biomass Feedstock Logistics by Reducing Ash and Moisture Content AB - No summary provided. KW - Ash content KW - Biomass KW - Logistics KW - Moisture content KW - Wood UR - https://trid.trb.org/view/1370151 ER - TY - ABST AN - 01575502 TI - Technical Issue Resolution of a SAE Aerospace Recommended Practice for Aircraft Non-Volatile PM by December 2011 AB - Project 37 is focused on well defined research needs associated with sampling non-volatile PM from gas turbine engines. These needs arise from the deliberations of the SAE E31 committee as they pursue the development of a recommended practice. This work is based and builds on preliminary studies conducted under PARTNER Projects 29 and 34. KW - Aircraft KW - Environmental impacts KW - Particulates KW - Pollutants KW - Turbine engines UR - http://partner.mit.edu/projects/non-volatile-particulate-matter-–-sae-e31-aerospace-recommended-practice-research-issues UR - https://trid.trb.org/view/1367845 ER - TY - ABST AN - 01464199 TI - Alternative Quality Management Systems for Highway Construction AB - Project delivery methods in the construction industry have evolved and so have quality management systems. Changes in the roles of owners and contractors in delivery systems range from the highway standard design-bid-build system to design-build/public-private partnership agreements where the responsibility for quality management is shared to varying degrees between the contractor and owner. The design-bid-build system uses the traditional highway quality management system (referred to in this project as the baseline quality management system) with detailed contractor quality control requirements strictly monitored by the owner. The attraction of alternative project delivery methods is the transfer from owner to contractor of some measure of project responsibility that may include design, finance, and/or quality management. These alternatives may result in substantial savings to the owner from lack of design error and omission claims, lower cost of capital, and reduced employment of project management and inspection forces. These alternative project delivery methods have proven to be efficient and effective in many types of construction and are increasingly making inroads into the highway construction arena. One aspect of alternative project delivery methods that may be applied to highway construction now is the application of alternative quality control systems that emphasize contractor quality control and assurance. These new systems allow owners to have confidence through a verification of contractor quality system process. As an example, a formal quality management system, under the International Organization for Standardization (ISO)--ISO 9001 Quality Management Systems--Requirements integrates quality management from the suppliers through the contractors to the owners. It requires post-project reviews and publishes ratings of contractor performance. During the project, the owner verifies that the contractor's quality management plan is in force, rather than providing extensive, detailed specifications and conducting the on-site tests required by the baseline quality management system. Another alternative method is the U. S. Army Corps of Engineers' quality management system. This system provides extensive, detailed specifications and permits on-site testing by contractors. Research is needed to provide guidance on the use of alternative quality management systems for highway construction projects. The objectives of this research are to (1) identify and understand alternative quality management systems and (2) develop guidelines for their use in highway construction projects. KW - Acceptance tests KW - Contract administration KW - Design bid build KW - Design build KW - Management KW - Project delivery KW - Quality assurance KW - Quality control KW - Risk management KW - Road construction UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2714 UR - https://trid.trb.org/view/1232427 ER - TY - ABST AN - 01464042 TI - Recommended Guidelines for the Selection of Test Levels 2 Through 5 Bridge Rails AB - The AASHTO Manual for Assessing Safety Hardware (MASH) and NCHRP Report 350: Recommended Procedures for the Safety Performance Evaluation of Highway Features, contain 6 test levels for evaluating the safety performance of longitudinal barriers, including bridge rails. When NCHRP Report 350 procedures were adopted by the FHWA, the criteria for evaluating bridge rails that was contained in the AASHTO Guide Specification for Bridge Railings (1989) were superseded. However, there is currently no specific guidance on when to use the different test levels of bridge rails. In addition, the AASHTO LRFD Bridge Design Specification contains additional criteria for the height of the railings that may unnecessarily limit the selection of tested bridge railings. There is a need for nationally recognized guidelines in order to promote consistency among the states. For example, many states use NCHRP Report 350 TL-4 railings while others use TL-3 railings as their standard for high-speed highways. The use of Test Levels 5 and 6 railings is at the discretion of the states, usually in locations with heavy truck traffic and an increased potential for ran-off-road crashes (such as on curves). There is also very little guidance concerning the use of TL-2 railings on lower speed facilities. The objective of this project is to develop recommended guidelines for the selection of Test Levels 2 through 5 bridge rails considering in-service performance. KW - AASHTO LRFD Bridge Design Specifications KW - Bridge design KW - Bridge railings KW - Guidelines KW - Research projects KW - Roadside safety hardware KW - Specifications KW - Test procedures UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2899 UR - https://trid.trb.org/view/1232270 ER - TY - ABST AN - 01463299 TI - Synthesis of Information Related to Airport Problems. Topic S10-05. Ramp Safety Practices AB - The Transportation Research Board's Airport Cooperative Research Program (ACRP) Synthesis 29: Ramp Safety Practices addresses the current state of ground handling practices, focusing on safety measures and training. Issues addressed in the report include ramp safety operations, staff roles and responsibilities, safety training, audit and inspection programs, safety violation programs, and collaborative safety initiatives, such as foreign object debris programs. KW - Airport operations KW - Airport surface traffic control KW - Auditing KW - Inspection KW - Ramps KW - Safety programs KW - Training UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2825 UR - https://trid.trb.org/view/1231525 ER - TY - ABST AN - 01461946 TI - Synthesis of Information Related to Airport Problems. Topic S10-5. Ground Handling Training and Practices AB - Traditionally, airport operators have trained personnel on ramp security and movement area safety regulations and practices. Over the past few years, airports and airlines have been asked to develop comprehensive safety and operational training programs for ramp activities, adding non-movement areas and aircraft safety envelopes and assorted ground handling equipment to the traditional airfield traffic lanes training. Many of these training programs have been developed in absence of industry standard or an assessment of effective or common practices. In fact, the Government Accountability Office has found in the Reauthorization Issues Paper that "At least 29 fatal ramp accidents have occurred since 2001. However, efforts to improve airport ramp safety are hindered by a lack of complete accident data and standards for ground handling. FAA has generally taken an indirect role in overseeing ramp safety, and there are no federal or industry-wide standards for ramp operations. Varied standards for ramp operations could lead to confusion about operating procedures and safety rules among ground handling companies that provide service to several airlines and increase the likelihood of accidents." Research is needed to collect these practices, examine the rationale for the practice and what factors influence the practice. The objective of this synthesis project is to provide airport operators and users with a summary of ground handling practices and training tool resources. The audience for this synthesis would be airport and aviation safety and training professionals. The synthesis report will provide case studies of airports, airlines and ground services operators that engage in training and have established practices. The research will highlight common elements of successful programs and training tools. The research for this project will include literature review and interview of up to ten ground handling operations organizations. Common elements of identified programs and effective practices will be identified and reported. KW - Air traffic control facilities KW - Airport operations KW - Airport surface traffic control KW - Aviation safety KW - Best practices KW - Fatalities KW - Research projects KW - Training UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2825 UR - https://trid.trb.org/view/1230166 ER - TY - ABST AN - 01461757 TI - Synthesis of Information Related to Airport Problems. Topic S03-06. Adaptive Re-use of Vacated on Airport Facilities AB - Over the last decade, the air transport industry's financial condition has deteriorated significantly. Several air carriers and service organizations have either failed or have been forced to file for bankruptcy. During this period, a number of factors have contributed to the dramatic financial losses for airlines, particularly legacy carriers, including rapid cost escalation for fuel, employee benefits, retiree obligations, September 11 terrorism, and losses of profitable passenger and cargo component traffic. In response, air carriers and service providers have reduced their operating costs, restructured their operations, and adopted new business strategies to counter unsustainable financial losses and to achieve long-term financial viability. A core part of some business' recovery strategies have been to invalidate no-longer-needed long term facility leases with airports. Many carriers now contract for services in lower cost locations or that use non-union employees. For example, the majority of major aircraft scheduled maintenance is now undertaken through contracts with non-union maintenance centers in Asia. Airport revenues and budgets are negatively impacted when an airline or service provider vacates a long-term leased facility. When an airport tenant vacates a facility, particularly under bankruptcy protection, the airport becomes immediately responsible for closing the facility, remediating hazardous conditions left by the tenant, and implementing a reuse strategy. All of these tasks are unbudgeted expenses, and many times, difficult to implement. KW - Air transportation facilities KW - Bankruptcy KW - Cost effectiveness KW - Employee benefits KW - Financial analysis KW - Labor unions KW - Research projects KW - Terrorist attacks of September 11, 2001 KW - Vacant land UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2903 UR - https://trid.trb.org/view/1229977 ER - TY - ABST AN - 01461756 TI - Synthesis of Information Related to Airport Problems. Topic S04-05. Bird Harassment, Repellent, and Deterrent Techniques on Airports AB - Birds strikes make-up 97% of the reported aircraft strikes. In the recent past, there have been many more aircraft incidents/accidents stemming from bird strikes on and off airport property. Airports are often located next to wildlife attractants such as waste management and transfer facilities, water management facilities, wetlands, agriculture, shorelines and other habitats that provide shelter, nesting area and feeding area for birds. Additionally, successful bird management and repellant techniques are location, ecosystem and species specific. The large number of bird strikes has resulted in a major effort by United States and Canadian airports officials to find ways to manage wildlife attractants in the airport environs and repel bird strike hazards. KW - Air traffic control KW - Air transportation crashes KW - Aircraft pilotage KW - Airport operations KW - Airports KW - Bird strikes KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2904 UR - https://trid.trb.org/view/1229976 ER - TY - ABST AN - 01461755 TI - Synthesis of Information Related to Airport Problems. Topic S04-06. Current Airport Inspection Practices Regarding FOD/Wildlife Hazards AB - Self-inspection to promote airfield safety is a primary responsibility of the airport operator. Recent events have focused increased attention on airports' responsibilities to mitigate FOD and wildlife hazards. Airports conduct airfield and mandatory runway inspections, in part to monitor for and mitigate such hazards. In addition, upon notification from air traffic control or findings from self-inspection, airports respond and remove FOD and/or animal carcasses from operational surfaces. There is wide variation in how airport operators incorporate FOD and wildlife hazard inspection into airport management. Additionally, there is no readily available compendium of current airfield and runway monitoring and inspection practices at U.S. airports from which airport operators can review and improve their own inspection practices. FAA is sufficiently concerned to have recently issued an advisory circular governing the purchase of FOD detection systems with AIP funding. They have also issued a CERTALERT emphasizing the need for timely FOD removal, and expect to issue a FOD management advisory soon. This project will synthesize current literature and FOD and wildlife hazard inspection practices across airports to develop a comprehensive compendium of current practices in this area. The report will describe the range of inspection practices, from low-tech to fully automated and high-tech, and reasons for why the practice is chosen by an airport operator, including all benefits in addition to cost. The objective of this synthesis project is to compile FOD and wildlife management inspection practices across a wide variety of North American airports. The target audience for this synthesis is airport operators responsible for FOD, wildlife hazard, and other airfield and runway safety inspections. KW - Air traffic control KW - Airport operations KW - Airport runways KW - Research projects KW - Safety inspections KW - Wildlife KW - Wildlife mitigation UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2905 UR - https://trid.trb.org/view/1229975 ER - TY - RPRT AN - 01330441 AU - Leonard, Kathleen M AU - University of Alabama, Huntsville AU - University Transportation Center for Alabama AU - Research and Innovative Technology Administration TI - Transportation Engineering Advancement and Mentoring Program Phase I PY - 2010/05/01/Final Report SP - 19p AB - The numbers of female and minority students enrolled in engineering schools are increasing slowly; however, there are still relatively small percentages drawn to the field of transportation civil engineering. As a consequence, there is a need to educate young people about the profession to encourage individuals from under-represented groups to appreciate the contributions of engineers to society and encourage them to become civil engineers. This summer institute project consisted of bringing middle-school students, after recommendations by their teachers, to the University of Alabama in Huntsville campus to learn about engineering as a career and to experience a variety of transportation-engineering design topics. The participants gained knowledge about the role of engineers in society and learned how engineers use their knowledge in design applications. An additional program was held this year in which the instructors visited local schools during engineers’ week to promote the design build challenge held at the university in the fall. UAH female faulty members and professionals from the Society of Women Engineers acted as team mentors. KW - Civil engineering KW - Design build KW - Education KW - Females KW - Mentoring KW - Middle school students KW - Technology transfer KW - Transportation careers UR - http://utca.eng.ua.edu/research/projects/?id=09306 UR - https://trid.trb.org/view/1091027 ER - TY - RPRT AN - 01598882 AU - Chandler, Kevin L AU - Sutherland, Pamela J AU - Saporta, Harry AU - Battelle AU - Parsons Brinckerhoff AU - Federal Transit Administration TI - An Introduction to All-Hazards Preparedness for Transit Agencies PY - 2010/05 SP - 21p AB - This resource document is part of the Federal Transit Administration's (FTA’s) technical assistant to transit agencies. All-hazards preparedness for transit agencies is a risk prioritization and management process to effectively allocate resources to continually reduce safety, security, and emergency management risks and to prevent, protect, control, and mitigate incidents and adverse events. This document provides transit agencies with an explanation, a high-level process, and illustrative examples for applying an all-hazards preparedness process that is consistent with the national guidance on all-hazards preparedness presented in the "National Preparedness Guidelines." KW - Disaster preparedness KW - Emergency management KW - Incident management KW - Risk management KW - Strategic planning KW - Transit operating agencies UR - https://www.transit.dot.gov/sites/fta.dot.gov/files/docs/All_hazards.pdf UR - https://trid.trb.org/view/1405295 ER - TY - RPRT AN - 01534782 AU - Daniel, Jo Sias AU - Medeiros, Marcelo AU - Bolton, Heather AU - Meagher, William AU - University of New Hampshire, Durham AU - New Hampshire Department of Transportation AU - Federal Highway Administration TI - An Evaluation of the Moisture Susceptibility of Warm Mix Asphalt Mixtures PY - 2010/05//Final Report SP - 117p AB - This paper describes the results of a laboratory study conducted to evaluate the influence of Aspha-min® and Sasobit® additives on the behaviour of warm asphalt mixtures. Specimens were compacted at two temperatures, 100 and 145°C, and were subjected to two different testing procedures. The one-third model mobile traffic simulator and the thermal stress restrained specimen test were chosen to assess the susceptibility to moisture and thermal cracking. Results showed that warm asphalt mixtures prepared with Sasobit may be more susceptible to moisture damage, and both additives may negatively impact the low-temperature cracking performance compared with the control mixture. KW - Aspha-Min KW - Asphalt mixtures KW - Cracking KW - Laboratory tests KW - Low temperature tests KW - Model mobile load simulators KW - Moisture susceptibility KW - New Hampshire KW - Sasobit KW - Thermal stress restrained specimen test KW - Thermal stresses KW - Warm mix paving mixtures UR - http://www.nh.gov/dot/org/projectdevelopment/materials/research/projects/documents/FHWA-NH-RD-14282H.pdf UR - https://trid.trb.org/view/1320439 ER - TY - RPRT AN - 01526293 AU - Wilbur Smith Associates AU - S R Kale Consulting LLC AU - Federal Highway Administration TI - A Guidebook for Engaging the Private Sector in Freight Transportation Planning PY - 2010/05 SP - 75p AB - While most state departments of transportation and Metropolitan Planning Organizations (MPOs) have established practices and guidelines for public involvement, few have developed similar resources for engaging the private sector (i.e. the business community) in planning activities. The purpose of this guidebook is to further the practice of facilitating private sector involvement in freight transportation policy, planning, and programming. Moreover, the guidebook is intended to supplement materials from the Federal Highway Administration (FHWA) workshop on “Engaging the Private Sector in Freight Planning.” The guidebook focuses on the following three questions from the FHWA workshop: (1) Why is getting the private sector involved in the transportation planning process important? (2) Who is the private sector? (3) How can the public sector best engage the private sector in freight policy, planning, and project programming? This guidebook is intended to advance the state-of-the-practice in freight planning by providing another tool to help transportation planners build their skills and knowledge regarding techniques for understanding the concerns of freight stakeholders. Improving freight planning skills and knowledge will contribute to better quality transportation plans and policies, as well as enhance the identification of freight needs and projects for transportation improvement programs. The case studies and other material in the guidebook will be useful for updating and expanding FHWA workshop materials. KW - Case studies KW - Freight transportation KW - Handbooks KW - Private enterprise KW - Stakeholders KW - State of the practice KW - Transportation planning KW - Transportation policy KW - Workshops UR - http://www.fhwa.dot.gov/planning/freight_planning/guidebook/guidebook.pdf UR - https://trid.trb.org/view/1308896 ER - TY - RPRT AN - 01516313 AU - Minge, Erik D AU - SFR Consulting Group, Incorporated AU - Alaska Department of Transportation and Public Facilities AU - Federal Highway Administration TI - Demonstration of Non-Intrusive Traffic Data Collection Devices in Alaska PY - 2010/05//Final Report SP - 66p AB - The purpose of this document is to present findings from the Demonstration of Non-Intrusive Traffic Data Collection Devices in Alaska. This project was initiated by the Alaska Department of Transportation and Public Facilities (DOT&PF) to evaluate innovative methods for detecting traffic. Two different portable traffic detection systems were evaluated: a pole-mount radar system and a ground-mount axle-counting system. Data was collected from nine sites from July 2008 to February 2010, representing all three DOT&PF regions. Results indicate that the pole-mounted system performed accurately in detecting traffic. However, several deployment issues were noted, namely the size and weight of the system’s batteries, which impact the system’s portability, and the need for a minimum amount of traffic in order to successfully calibrate the system. These deployment issues limit the utility of the system as a replacement for current data collection practices. The pole-mounted system was also briefly tested for its ability to detect pedestrians and bicyclists. The system demonstrated an ability to detect bicycles, but pedestrian detection was not satisfactory. Testing with the axle-based detection system did not produce valid traffic data. Alaska DOT&PF staff was not able to successfully setup and calibrate the system. KW - Alaska KW - Axle loads KW - Cyclists KW - Data collection KW - Detection and identification technologies KW - Pedestrians KW - Radar KW - Traffic counting KW - Traffic data KW - Vehicle detectors UR - http://ntl.bts.gov/lib/50000/50900/50923/fhwa_ak_rd_10_10.pdf UR - https://trid.trb.org/view/1298643 ER - TY - RPRT AN - 01499708 AU - Wu, Nien-Chun AU - Chase, Stephen AU - University of Virginia, Charlottesville AU - Mid-Atlantic Universities Transportation Center AU - Research and Innovative Technology Administration TI - An Exploratory Data Analysis of National Bridge Inventory PY - 2010/05//Final Report SP - 138p AB - The National Bridge Inventory (NBI) database is the largest collection of bridge data in the world. This database contains detailed information on more than 600,000 United States highway bridges and large culverts over a period of several decades. The NBI is owned and maintained by the United States Federal Highway Administration (FHWA). There has been very little analysis performed on the NBI from the perspective of data mining and knowledge discovery; therefore, the objectives of this study are to compile and consolidate all available historical NBI data into a data warehouse, and to discover previously unknown patterns, trends and relationships hidden inside the data. The scope of the study includes data integration, summary and descriptive statistics, and knowledge discovery process for temporal and spatial patterns. Advanced analytical methods such as exploratory data analysis and knowledge discovery are utilized as research methodologies for this study. The combination of these methods, coupled with geographic information system (GIS) software, is effective in extracting information from the datasets and representing the visual patterns. KW - Culverts KW - Data analysis KW - Data mining KW - Data warehouses KW - Databases KW - Highway bridges KW - National Bridge Inventory KW - United States UR - http://www.mautc.psu.edu/docs/UVA-2009-03.pdf UR - https://trid.trb.org/view/1276845 ER - TY - RPRT AN - 01493324 AU - Sillick, Susan AU - Huft, David AU - Perry, John AU - Parrish, Ned AU - Idaho Transportation Department AU - Federal Highway Administration TI - Idaho Transportation Department 2010 Research Program Peer Exchange PY - 2010/05//Final Report SP - 16p AB - The objectives of the peer exchange were to: (1) Identify strengths, challenges, and opportunities for program and project management; (2) Understand management expectations of the Idaho Transportation Department (ITD) Research Program; (3) Review processes for project selection and management, research partnerships, implementation of research results, report writing and review, and access to research information; and (4) Identify useful ideas that each member of the peer exchange team can apply practically in his or her own organization. The report describes peer exchange activities and identifies those participating in the exchange. Planned actions identified by each of the peer exchange team members are also included in the report. Steps planned to strengthen ITD’s Research Program have been organized to show how they would help address each of ITD’s vision elements: continuous improvement, transparency and accountability, efficiency, customer service, partnerships, teamwork, and employee development. KW - Idaho Transportation Department KW - Implementation KW - Montana Department of Transportation KW - Peer exchange KW - Research management KW - Research projects KW - Research reports KW - South Dakota Department of Transportation UR - http://research.transportation.org/_layouts/AASHTORAC/FileDownLoad.aspx?Rid=9 UR - http://ntl.bts.gov/lib/48000/48400/48414/Final_2010_Idaho_Peer_Exchange_Report_1_.pdf UR - https://trid.trb.org/view/1261836 ER - TY - RPRT AN - 01491338 AU - Guo, Jessica Y AU - Gong, Qi AU - Obernesser, Andrew AU - National Center for Freight and Infrastructure Research and Education (CFIRE) AU - Wisconsin Department of Transportation AU - Research and Innovative Technology Administration TI - Assessment of Multimodal Freight Bottlenecks and Alleviation Strategies for the Upper Midwest Region PY - 2010/05//Final Report SP - 129p AB - The freight that passes through the Mississippi Valley Region is high volume and has a substantial impact on the economy of the region. According to the Bureau of Transportation Statistics (BTS)-sponsored Commodity Flow Survey, trucks carried almost 2.5 billion tons of freight across the highways of the ten states of the Mississippi Valley region in 2002. During that same year, the region’s rails moved 540 million tons of freight, and the region’s waterways moved approximately 250 million tons of freight. Efficient movement of freight through this region is critical to the economic competitiveness of the nation. The Upper Midwest Freight Corridor Study, completed by the Midwest Regional University Transportation Center (MRUTC) and six states, revealed that major bottlenecks exist in all modes of the freight transportation system throughout the region. According to the 2005 Federal Highway Administration (FHWA)-sponsored report “An Initial Assessment of Freight Bottlenecks on Highways”, more than 60 highway-related freight bottlenecks exist in the region. Three of the largest bottlenecks in the country are in Chicago and total over 38.4 million annual hours of delay for all vehicles. With current estimates indicating that by the year 2020 a 62% and 44% increase in the amount of freight carried on the nation’s highways and rail, respectively, it is clear that steps must be taken to improve the efficiency of the freight network. Bottlenecks also account for long delays at the ports of entry, intermodal freight terminals and yards, and locks and dams. These delays result directly in additional expenditures for shippers, carriers and for the public in general. Furthermore, as global economic competitors have invested heavily in their transportation infrastructure, the transportation cost advantages historically held by the United States are beginning to decline. Bottlenecks in all modes are significantly increasing the cost of transporting goods through the region, which in turn is contributing to the decline of the nation’s transportation cost advantage. The Mississippi Valley Freight Coalition (MVFC) Executive Committee agreed at its July 10th, 2007 meeting that addressing regional freight bottlenecks is one of the most significant projects for the coalition to undertake. KW - Bottlenecks KW - Freight traffic KW - Highways KW - Midwestern States KW - Mississippi Valley Freight Coalition KW - Multimodal transportation KW - Traffic congestion KW - Traffic mitigation KW - Waterways UR - http://www.wistrans.org/cfire/documents/MVFC05_CFIRE_Final_Report.pdf UR - https://trid.trb.org/view/1257331 ER - TY - RPRT AN - 01485009 AU - Miller-Hooks, Elise AU - Nair, Rahul AU - University of Maryland, College Park AU - Federal Highway Administration AU - Mid-Atlantic Universities Transportation Center AU - Research and Innovative Technology Administration TI - Fleet Management for Vehicle Sharing Operations PY - 2010/05//Final Report SP - 35p AB - Transit, touted as a solution to urban mobility problems, cannot match the addictive flexibility of the automobile. 86.5% of all trips in the U.S. are in personal vehicles (USDOT 2001). A more recent approach to reduce automobile ownership is through the use of vehicle sharing programs (VSPs). A VSP involves a fleet of vehicles located strategically at stations across the transportation network. In its most flexible form, users are free to check out vehicles at any station and return them to stations close to their destinations. Vehicle fleets can be comprised of bicycles, low emission cars or electric vehicles. Such systems offer innovative, low-cost, and flexible solutions to the larger mobility problem and can have positive impacts on the transportation system as a whole by reducing urban congestion. To match automobile flexibility, users are free to determine all trip characteristics (where to checkout and return vehicles, duration of travel and time of travel). This places exceptional logistical challenges on operators who must ensure demand in the near future is met. Since flow from one station to another is seldom equal to flow in the opposing direction, the VSP fleet can become spatially imbalanced. To meet near-future demand, operators must then redistribute vehicles to correct this asymmetry. The focus of this report is to provide efficient, cost-effective operational strategies for fleet management. A stochastic, mixed-integer program (MIP) involving joint chance constraints is developed that generates least-cost vehicle redistribution plans for shared-vehicle systems such that a proportion of all near-term demand scenarios are met. The model aims to correct short term demand asymmetry in shared-vehicle systems, where flow from one station to another is seldom equal to the flow in the opposing direction. The model accounts for demand stochasticity and generates partial redistribution plans in circumstances when demand outstrips supply. This stochastic MIP has a non-convex feasible region that poses computational challenges. To solve the proposed program two solution procedures are developed. The first procedure is based on enumerating p-efficient points, used to transform the problem into a set of disjunctive, convex MIPs. A novel divide-and-conquer algorithm for generating p-efficient points that handles dual-bounded chance constraints is developed. This technique has a smaller memory and computational footprint than previously proposed methods. Since this method can be computationally prohibitive for large shared-vehicle systems, the authors develop a faster cone-generation method that assumes that the random demand at each station is independent. Finally, using an equal-failure apportionment assumption, the authors develop a bound on the problem that can also be used to generate redistribution strategies. KW - Algorithms KW - Fleet management KW - Mixed integer programming KW - Mobility KW - Redistribution KW - Stochastic programming KW - Traffic congestion KW - Vehicle sharing UR - http://www.mautc.psu.edu/docs/UMD-2008-02.pdf UR - https://trid.trb.org/view/1253553 ER - TY - RPRT AN - 01478111 AU - Ardani, Ahmad AU - Mallela, Jagannath AU - Hoffman, Gary AU - Applied Research Associates, Incorporated AU - Federal Highway Administration TI - Oregon Demonstration Project: Alternate Project Delivery and Accelerated Bridge Construction on OR 38, Drain to Elkton PY - 2010/05//Draft Final Report SP - 64p AB - As part of a national initiative sponsored by the Federal Highway Administration under the Highways for LIFE (HfL) program, the Oregon Department of Transportation (ODOT) applied for and was awarded a $1 million grant to showcase and demonstrate the use of alternate project delivery and innovative accelerated bridge construction (ABC) in removing and replacing five bridges on Oregon 38 between the towns of Drain and Elkton. This report documents the entire work, including the use of all the innovative ABC techniques employed by ODOT in rapid removal and replacement of the bridges. Also included in this report are construction details of the bridge superstructures built next to the old bridges on temporary supports over Elk Creek, prefabricated and cast-in-place bridge components, an innovative staged construction technique, the use of a temporary bridge, and the substructures built under the old bridges without interfering with traffic flow. Overall, the innovative features and accelerated elements of the ODOT HfL project included the following: (1) Innovative public outreach program; (2) Design-build method of project delivery; (3) Construction of superstructures next to old bridges; (4) Construction of substructures without interfering with traffic flow; (5) Context-sensitive and sustainable solutions; (6) Rapid bridge replacement technique using a hydraulic sliding system; (7) Use of a temporary bridge; and (8) Use of prefabricated bridge components. Removal and replacement of the bridges on OR 38 was a great success and ODOT was able to meet the HfL program requirement related to the project goals of safety, construction congestion, quality, and user satisfaction. KW - Bridge construction KW - Bridge substructures KW - Bridge superstructures KW - Cast in place structures KW - Context sensitive design KW - Highways for LIFE KW - Oregon KW - Prefabricated bridges KW - Traffic flow UR - http://www.fhwa.dot.gov/hfl/summary/pdfs/or_052010.pdf UR - https://trid.trb.org/view/1247044 ER - TY - RPRT AN - 01470332 AU - Khoury, Naji N AU - Zaman, Musharraf AU - Ghabchi, Rouzbeh AU - Kazmee, Hasan AU - University of Oklahoma, Norman AU - Oklahoma Department of Transportation AU - Federal Highway Administration TI - Stability and Permeability of Proposed Aggregate Bases in Oklahoma PY - 2010/05//Final Report SP - 243p AB - Aggregate base is an important component of a pavement structure. It supports the asphalt concrete (AC) layer and reduces the wheel load-induced stresses on the underlying layers. It also functions as a drainage layer. Consequently, it is important to understand the drainage and strength characteristics of aggregate bases. Permeability (k) and resilient modulus (MR) of aggregate bases are used frequently to identify drainage and strength characteristics of aggregate bases. Historically, gradation specifications used by Oklahoma Department of Transportation (ODOT) have led to aggregate bases with very low permeability. Variations in permeability within the same gradation envelope are observed frequently. Also, ODOT currently lacks laboratory and field data for resilient modulus (MR) and permeability (k) for commonly used aggregates and gradations. To this end, a combined study is undertaken to generate pertinent laboratory and field data on aggregates for different gradations, including new gradations. Specifically, the present study focuses on the effect of gradation and compaction energy on MR and k of aggregates from three commonly used sources in Oklahoma, namely Anchor Stone, Dolese and Martin Marietta. The current study was originally planned as a laboratory study, called Phase 1 in this report. A field component was added subsequently, called Phase 2 in this report, in cooperation with the Oklahoma Aggregate Association (OKAA). In Phase 1, five different gradations, namely, ODOT Type A, Modified AASHTO #57 (M-AASHTO #57), Modified AASHTO #67 (M-AASHTO #67), OKAA Type N, and OKAA Type K, were used in laboratory testing of limestone aggregates from the Anchor Stone quarry. For each gradation, both lower (LL) and upper (UL) limits were used and specimens were prepared using two different levels of compaction, namely standard Proctor and modified Proctor. Permeability (k) was measured using the falling head approach, while resilient modulus (MR) was evaluated using the AASHTO T-307 test method. In Phase 2, the number of gradations was narrowed down to three, namely M-AASHTO #57, OKAA Type M and ODOT Type A. These three gradations were tested with all three aggregate sources, as mentioned earlier. To simulate an open-graded base course, M-AASHTO #57 and OKAA Type M specimens were compacted with standard Proctor effort, whereas, modified Proctor effort was used for ODOT Type A specimens to replicate dense-graded base condition. In addition to laboratory testing, in-situ drainage and strength characteristics of representative gradations were evaluated and compared in Phase 2. Accordingly, a 500–ft (152.4 m) long test section was constructed on Timberdell Road in Norman with three selected gradations, namely M-AASHTO #57, OKAA Type M and ODOT Type A. Field tests (falling weight deflectometer (FWD), dynamic cone penetrometer (DCP) and permeability) were conducted during construction and after the test section being opened to traffic. Laboratory test results show that permeability decreases with the increase in compaction level, percent fines and dry density, as expected. ODOT Type A UL shows the highest Maximum Dry Unit Weight with modified Proctor effort for Anchor Stone and Dolese aggregates. Lower limits show higher permeability values in comparison to those of upper limit for the selected gradations. Lower limit of M-AASHTO #67 and #57 satisfies the minimum drainage requirement suggested by the Federal Highway Administration guideline. The resilient modulus values increased with the increase in dry density and compaction level. Also, coarser LL provided higher MR values compared to finer UL because of increased aggregate interlocks. For open-graded base layers permeability can increase due to the increase in angularity of aggregates even in the presence of fines. Field data reveal that traffic-induced compaction led to an increase in MR values and decrease in permeability, which conforms to the findings from the laboratory testing. Regression models were developed correlating moisture content, dry unit weight, gradation characteristics and compaction methods to permeability and resilient modulus using laboratory test results. Based on the statistical parameters, these models were found to be significant in predicting the k and MR values of aggregates and gradations used in this study. The laboratory and field data from this study could be used for local calibration of the mechanistic-empirical pavement design guide (MEPDG) for pavements with similar attributes. KW - Aggregate gradation KW - Aggregates KW - Base course (Pavements) KW - Compaction KW - Field tests KW - Laboratory tests KW - Modulus of resilience KW - Moisture content KW - Oklahoma KW - Permeability KW - Stability (Mechanics) UR - http://www.okladot.state.ok.us/hqdiv/p-r-div/spr-rip/library/reports/rad_spr2-i2196-fy2009-rpt-final-zaman.pdf UR - https://trid.trb.org/view/1237849 ER - TY - RPRT AN - 01469956 AU - Peterman, Robert J AU - Hammerschmidt, Steven AU - Mid-America Transportation Center AU - Research and Innovative Technology Administration TI - Assessing the Damage Potential in Pretensioned Bridges, Caused by Increased Truck Loads Due to Freight Movements (Phase 1) PY - 2010/05//Final Report SP - 35p AB - When evaluating the condition of existing bridges, determining in situ stresses in the members provides valuable information about the condition of the structures. In this study, a method of surface strain relief was investigated whereby the change in strain at the surface of concrete members is used to determine the in situ stress. The method involved mounting a linear electrical-resistance strain gage along the axis of maximum stress, coring around the gage, and then relating the change in strain to the corresponding stress in the member. Members were fabricated and varying stresses were applied in order to determine the accuracy of the method. Results were then compared to the global stresses and to the theoretical local stresses predicted by two different finite element models. In order to improve the accuracy of the surface-strain relief method, a procedure was introduced whereby the core was fractured along its base and subsequently removed from the member. This served to eliminate possible shear stresses between the core and surrounding member, allowing for the full release of strains. KW - Bridge members KW - Concrete bridges KW - Cores (Specimens) KW - Field tests KW - Finite element method KW - Strain (Mechanics) KW - Strain gages KW - Stresses KW - Structural analysis UR - http://matc.unl.edu/assets/documents/finalreports/Peterman_AssessingtheDamagePotentialinPretensionedBridgesCausedbyIncreasedTruckLoadsDuetoFreightMovements%28PhaseI%29.pdf UR - https://trid.trb.org/view/1236946 ER - TY - RPRT AN - 01457797 AU - Flora, William Frederick AU - Ong, Ghim Ping (Raymond) AU - Sinha, Kumares C AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Development of a Structural Index as an Integral Part of the Overall Pavement Quality in the INDOT PMS PY - 2010/05//Final Report SP - 103p AB - Transportation agencies spend billions of dollars annually on pavement maintenance and rehabilitation to meet public, legislative, and agency expectations. Knowledge of the structural condition of a highway pavement is crucial for pavement management at both the network level and the project level, particularly when the system monitoring, evaluation, and decision-making are to be made in a context of multiple criteria that include structural condition. A key aspect of the performance criteria for multiple criteria decision making is that the criteria must be amenable to scaling so that it can be duly incorporated in the overall utility function. The main objectives of this research study are: 1) To develop a pavement structural strength index (SSI), scaled logistically from zero to a 100, based on the falling weight deflectometer (FWD) deflection measurements; 2) To formulate SSI in such a manner to be used as an index or employ the value of “100 – SSI” as a deduct value from pavement distresses surface index; and 3) To develop models by which the SSI could be estimated given functional class, age, and drainage condition wherever deflection measurements are not available. Extensive literature review of existing information related to pavement structural capacity assessment was conducted. Necessary data was collected from the Indiana Department of Transportation (INDOT) pavement management databases and deflection measurements available at INDOT Research and Development for both project and network levels. Information from INDIPAVE (a database that includes data on weather conditions, highway classification, traffic, and other information at over 10,000 one-mile pavement sections in the State of Indiana) were also employed. Weather information was also collected from the Indiana State Climate Office. The data includes information on 12,250 road sections from 1999 to 2007. Data was classified by pavement surface type (whether it is asphalt or concrete) and system classification (whether it is an interstate, a non-interstate but part of the national highway system (NHS), or a non interstate and not a part of the national highway system (non-NHS). KW - Asset management KW - Falling weight deflectometers KW - Indiana KW - Pavement distress KW - Pavement maintenance KW - Pavement management systems KW - Strength of materials UR - http://dx.doi.org/10.5703/1288284314261 UR - https://trid.trb.org/view/1218727 ER - TY - RPRT AN - 01457705 AU - Martchouk, Maria AU - Mannering, Fred L AU - Singh, Lakhwinder AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Travel Time Reliability in Indiana PY - 2010/05//Final Report SP - 95p AB - Travel time and travel time reliability are important performance measures for assessing traffic condition and extent of congestion on a roadway. This study first uses a floating car technique to assess travel time and travel time reliability on a number of Indiana Highways. Then the study goes on to describe the use of Bluetooth technology to collect real travel time data on a freeway and applies it to obtain two weeks of data on Interstate-69 in Indianapolis. An autoregressive model, estimated based on the collected data, is then proposed to predict individual vehicle travel times on a freeway segment. This model includes speed, volume, time of day indicators, and previous vehicle travel times as independent variables. In addition to the autoregressive formulation, a duration model is estimated based on the same travel time data. The duration model of travel time provided insights into how one could predict the probability of a car’s duration of time on a roadway segment changed over time. Interestingly, the three duration models estimated (all hours, peak hour and night time models) showed that the point where the conditional probability of travel times becoming longer occurs roughly at the onset of level-of-service F conditions. Finally, a seemingly unrelated regression equation model to predict travel time and travel-time variability is estimated. This model predicts 15-minute interval travel times and standard deviation of travel time based on speed, volume and time of day indicators. The model has a very good statistical fit and thus can be used in the field to compute real-time travel time using data available from remote traffic microwave sensors. KW - Autoregressive models KW - Duration modeling KW - Econometric models KW - Floating car data KW - Indiana KW - Mathematical prediction KW - Probability KW - Reliability KW - Travel time UR - http://dx.doi.org/10.5703/1288284314263 UR - https://trid.trb.org/view/1218743 ER - TY - RPRT AN - 01457113 AU - Venkataramanan, Giri AU - Guo, Jessica Y AU - Lesietre, Bernie AU - Mallette, Megan AU - Smick, Anthony AU - Getter, Chris AU - National Center for Freight and Infrastructure Research and Education (CFIRE) AU - Wisconsin Department of Administration AU - Research and Innovative Technology Administration TI - Consumer Adoption and Grid Impact Models for Plug-in Hybrid Electric Vehicles in Wisconsin PY - 2010/05//Final Report SP - 241p AB - This proposed study focuses on assessing the demand for plug-in hybrid electric vehicles (PHEV) in Wisconsin and its economic impacts on the State’s energy market and the electric grid. PHEVs are expected to provide a range of about 40 miles per drive cycle using plug-in recharging from the electric grid, in addition to the virtually unlimited range offered by conventional and hybrid vehicles. Given the concern over global warming and the need for reducing America’s dependence on foreign oil, PHEVs are among the emerging ‘green’ alternatives to conventional fossil-fuel vehicles. Although they are recognized to have the potential to play a key role in climate change and energy security strategies, projected levels of market adoption, charging patterns, and impacts on electricity market and infrastructure supply are uncertain. KW - Demand KW - Economic impacts KW - Energy consumption KW - Global warming KW - Hybrid vehicles KW - Plug-in hybrid vehicles KW - Wisconsin UR - http://www.wistrans.org/cfire/documents/CFIRE_03-01_FinalReport.pdf UR - https://trid.trb.org/view/1224417 ER - TY - RPRT AN - 01456643 AU - Bittner, Jason AU - Hidayat, Dadit AU - Jordan, Benjamin AU - Levine, Joshua AU - Pudloski, Stephen AU - Rosen, Howard AU - National Center for Freight and Infrastructure Research and Education (CFIRE) AU - Wisconsin Department of Transportation AU - Research and Innovative Technology Administration TI - Developing a Local Roads Website Compendium of Best Practices PY - 2010/05//Final Report SP - 28p AB - The compendium that was developed serves as an Internet clearinghouse for selected local road issues important to local transportation stakeholders. The compendium allows local officials to quickly access existing manuals, reports, ordinances, policies, articles, best practices, and projects pertaining to local roadway issues. Having full access to local roads related resources is particularly important. Currently, valuable local roads information is scattered around the Internet, accessible from a variety of locations and search engines, with some more visible than others. This compendium consolidates available information and efficiently maintains it. It provides current and applicable content for a variety of transportation officials’ needs in a user-friendly format. In the long run, the compendium strives to encourage an online community of local roads professionals to be actively involved generating and maintaining the content that comprises it. For the purpose of protecting the quality of the website, the levels of participation are informed by membership levels tied to specified permission levels. KW - Best practices KW - Computer network resources KW - Information organization KW - Internet KW - Local transportation KW - Roads KW - Websites (Information retrieval) KW - Wisconsin UR - http://www.wistrans.org/cfire/documents/CFIRE_03-07_FinalReport.pdf UR - https://trid.trb.org/view/1224926 ER - TY - RPRT AN - 01453701 AU - Kim, Daehyeon AU - Ji, Yigong AU - Siddiki, Nayyar Zia AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Evaluation of In-Situ Stiffness of Subgrade by Resilient and FWD Modulus PY - 2010/05//Final Report SP - 57p AB - Resilient modulus has been used for characterizing the stress-strain behavior of subgrade soils subjected to traffic loadings in the design of pavements. With the recent release of the Mechanistic-Empirical Pavement Design Guide (MEPDG), highway agencies are further encouraged to implement the resilient modulus test to improve subgrade design. A laboratory resilient modus test and a falling weight deflectometer (FWD) test are usually used to obtain the resilient modulus of subgrade. However, the difference in the resilient modulus obtained from these two methods is considerably large due to the fact that these tests are conducted under different conditions. This difference gives engineers a significant confusion about how they input appropriately the resilient modulus in the MEPDG software. In the present study, FWD tests, resilient modulus (Mr) tests and physical property tests were conducted to develop the relationship between the modulus from the FWD test and the resilient modulus from the lab resilient modulus test by comparing the results obtained from the FWD test on subgrade and the laboratory repeated triaxial load test on subgrade soil samples molded at OMC in Indiana varying over different climatic conditions. Based on the results of FWD tests and laboratory tests on some Indiana subgrades, the following conclusions can be drawn: (1) on average, the FWD modulus is about 75% lower than the lab resilient modulus of the soil compacted at OMC; (2) winter FWD modulus is about 40% higher than early summer FWD modulus; and (3) when inputting the resilient modulus of subgrade in the MEPDG software, this relationship can be implemented. KW - Falling weight deflectometers KW - Field tests KW - Indiana KW - Mechanistic-Empirical Pavement Design Guide KW - Modulus of resilience KW - Stiffness KW - Subgrade (Pavements) UR - http://dx.doi.org/10.5703/1288284314255 UR - https://trid.trb.org/view/1218721 ER - TY - RPRT AN - 01451445 AU - United States Federal Highway Administration TI - I-25/Paseo del Norte Interchange, Albuquerque, Bernalillo County : environmental impact statement PY - 2010/05//Volumes held: Draft KW - Environmental impact statements KW - New Mexico UR - https://trid.trb.org/view/1219989 ER - TY - ABST AN - 01382394 AU - Hanna, R AU - United States. National Highway Traffic Safety Administration (NHTSA) TI - Children injured in motor vehicle crashes PY - 2010/05 SP - 22p AB - This study analyzes the incidence rates of incapacitating injuries as well as the commonly injured body regions among children under 8 years old involved in motor vehicle traffic crashes. This analysis indicates that use of child safety seats is effective in reducing the incidence rates of incapacitating injuries for the three age groups and in any crash type. The analysis indicates that children involved in rollover crashes had the highest incidence rates of incapacitating injuries. In rollover crashes, the estimated incidence rate of incapacitating injuries among unrestrained children was almost three times that for restrained children. In near-side impacts, unrestrained children were eight times more likely to sustain incapacitating injuries than children restrained in child safety seats. Head injuries were the most common injuries sustained by children in motor vehicle crashes. Children under 1 year old had higher incidence rates of head injuries than the other two age groups. Similar to head injuries, children under 1 had higher incidence rates of thoracic injuries than the other two age groups. Cerebrum injuries (contusions or lacerations) were the most common type of head injuries among all children included in the analysis. KW - Child KW - Child restraint KW - Child restraint systems KW - Children KW - Head KW - Head KW - Highway safety KW - Injury prevention KW - Injury severity KW - Injury severity KW - Overturning KW - Overturning KW - Road safety KW - Road safety (human factors) KW - Usa UR - http://www-nrd.nhtsa.dot.gov/Pubs/811325.PDF UR - https://trid.trb.org/view/1150315 ER - TY - RPRT AN - 01366044 AU - Rohne, Ryan J AU - Minnesota Department of Transportation AU - Minnesota Department of Transportation AU - Minnesota Department of Natural Resources AU - Federal Highway Administration TI - Mesabi-Select Concrete Pavement Five Year Performance Report PY - 2010/05//Final Report SP - 38p AB - Cell 54 was constructed in the fall of 2004 on the MnROAD low-volume loop. It is made up of eight inches of concrete underlain by Class 5 aggregate base and approximately three inches of compacted in-situ fill. The Minnesota Department of Transportation (Mn/DOT) constructed this cell to study the properties of Mesabi-Select as coarse aggregate in concrete. This mineral aggregate that contains less iron than the ore, was obtained from overburdens in the iron ore ledges in northern Minnesota. There is no record of a previous cell constructed to study the suitability of Mesabi-Select in concrete. Cell 54 is in very good condition after five years. There are very few cracks of low severity. The types of distress found were spalling of transverse joints, longitudinal cracking, and transverse cracking. Very little joint faulting has occurred. In-situ concrete surface permeability measurements indicate that the concrete is good quality. Friction and ride quality measurements indicate that Cell 54 is in very good condition. Falling weight deflectometer (FWD) deflections at the surface and top of the base were of similar magnitude as in other doweled jointed plain concrete pavement (JPCP) test cells of similar design. KW - Coarse aggregates KW - Concrete pavements KW - Deflection KW - Experimental roads KW - Friction KW - Longitudinal cracking KW - Minnesota Road Research Facility KW - Pavement performance KW - Permeability KW - Ride quality KW - Spalling KW - Transverse cracking KW - Transverse joints UR - http://www.dot.state.mn.us/research/TS/2010/201019.pdf UR - http://www.lrrb.org/pdf/201019.pdf UR - https://trid.trb.org/view/1134984 ER - TY - RPRT AN - 01364060 AU - Keskin, Burcu AU - Parrish, Allen AU - University of Alabama, Tuscaloosa AU - University Transportation Center for Alabama AU - Research and Innovative Technology Administration TI - Optimal Traffic Resource Allocation and Management PY - 2010/05//Final Report SP - 42p AB - In this paper, the authors address the problem of determining the patrol routes of state troopers for maximum coverage of highway spots with high frequencies of crashes (hot spots). They develop a mixed integer linear programming model for this problem under time feasibility and budget limitation. They solve this model using local and tabu-search based heuristics. Via extensive computational experiments using randomly generated data, the authors test the validity of their solution approaches. Furthermore, using data from the state of Alabama, they provide recommendations for i) critical levels of coverage; ii) factors influencing the service measures; and iii) dynamic changes in routes. KW - High risk locations KW - Police patrol KW - Police traffic services KW - Resource allocation KW - Routing KW - Tabu search UR - http://utca.eng.ua.edu/files/2011/12/09104-final-report.pdf UR - https://trid.trb.org/view/1132802 ER - TY - RPRT AN - 01359709 AU - Lacombe, Annalynn AU - Piccolo, Dennis AU - Khan, Mokbul AU - Bannister, William AU - Volpe National Transportation Systems Center AU - Federal Motor Carrier Safety Administration TI - Agricultural Commodity and Utility Carriers Hours of Service Exemption Analysis PY - 2010/05//Final Report SP - 46p AB - The study was conducted in two phases. Phase 1 compares the safety performance of agricultural and non-agricultural carriers for the period 2005 through 2008, and also examines two additional industries: livestock and utility carriers, whose operations were not exempt from Hours Of Service (HOS) regulations prior to the 2005 passage of SAFETEA-LU. The Phase 1 analysis used carrier registration, inspection, and crash data from the Motor Carrier Management Information System (MCMIS). Key findings were that, nationally, agricultural carriers operating within a 100-air-mile radius had lower crash rates per 100 power units than those operating beyond this radius, except for 2008, when there was no difference in the crash rates. Also, agricultural carriers exempt from HOS had higher out of service (OOS) and/or violation rates than non-exempt carriers for regulations pertaining to driver qualifications, vehicle maintenance, and improper loading and securement. For the Phase 2 analysis, inspection data of agricultural commodity and utility carriers was collected during a Federal Motor Carrier Safety Administration (FMCSA) special study of a sample of States. These data included only those inspections occurring during the States’ planting and harvesting seasons. Key finding were that agricultural carriers in the survey operating beyond a 100-air-mile radius had a statistically higher driver OOS rate than those driving within a 100-air-mile radius, but those operating within a 100-air-mile radius had a statistically higher vehicle OOS rate. Also, agricultural carriers in the survey that were subject to the HOS requirements had higher crash rates per 100 power units than agricultural carriers that were exempt from the HOS requirements. Both Phase 1 and Phase 2 analyses have data limitations. KW - Crash rates KW - Highway safety KW - Hours of labor KW - Inspection KW - Motor Carrier Management Information System KW - Safety performance KW - Vehicle maintenance UR - https://trid.trb.org/view/1125681 ER - TY - RPRT AN - 01359682 AU - Fisher, Jonathan AU - Graves, Clark AU - Blankenship, Phillip B AU - Hakimzadeh-Khoee, Salman AU - Anderson, R Michael AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Asphalt Institute AU - Federal Highway Administration TI - Factors Affecting Asphalt Pavement Density and the Effect on Long Term Pavement Performance PY - 2010/05 SP - 158p AB - The Kentucky Transportation Center, the Asphalt Institute, and the Kentucky Transportation Center worked together in order to identify factors that affect asphalt pavement density, and to then evaluate their effect on long term pavement performance. By determining which variables are most influential to pavement performance (i.e. roller pattern, temperature when rolled, etc.), and then monitoring the attention given to those variables, Kentucky would be able to increase the service life of asphalt roadways by at least 25%, therefore saving as much as $30 million annually on a resurfacing budget of $129.2 million (2007), while still maintaining the current roadway level of service. Ensuring that the pavement roller is able to roll the surface at the appropriate temperature can result in increases in density of up to 4%. An asphalt mix having 11% voids failed at approximately 400,000 cycles @ 350 microstrains, compared to that same mix at 7% air voids failing at 600,000 cycles @ 350 microstrains, resulting in a lab fatigue life increase of 50%. Two primary results were found from this study. First, by ensuring the compaction roller reaches the pavement before the temperature is allowed to drop substantially, up to a 4% increase in density can be achieved. Second, by increasing density 4%, lab fatigue life can be increased by as much as 50%. From these results, by practicing proper construction techniques one could conservatively expect to see increases in the service life of an asphalt surface of up to 25% in the field. KW - Asphalt pavements KW - Binder content KW - Density KW - Durability KW - Fatigue (Mechanics) KW - Kentucky KW - Pavement cracking KW - Pavement performance KW - Performance tests KW - Permeability KW - Permeameters KW - Road rollers KW - Rolled asphalt UR - http://www.ktc.uky.edu/files/2012/06/KTC_10_05_RSF_14_05_1F.pdf UR - https://trid.trb.org/view/1125119 ER - TY - RPRT AN - 01358014 AU - National Highway Traffic Safety Administration TI - Fuel Economy Driver Interfaces: Usability Study of Display Component Concepts PY - 2010/05 SP - 4p AB - This Vehicle Safety Research Note is a summary of the technical research report: Fuel Economy Driver Interfaces: Develop Interface Recommendations. Report on Task 3 (DOT HS 811 319). A fuel economy driver interface (FEDI) gives drivers an indication of fuel usage or efficiency. Many passenger vehicles in recent model years have FEDIs, and they have been included in some vehicle models for decades. FEDIs present fuel economy information in a variety of forms. Some show fuel economy in miles per gallon (mpg) while others provide a relative measure of economy or provide an alert if fuel economy is especially poor. The appearances of FEDIs vary drastically between vehicle makes and models. FEDIs can provide numerical output, analog or digital gauges, bar charts, illuminator lamps, and a variety of other display features. With the recent emergence of high-resolution LCD screens in cars, detailed and complex color displays are possible, and these make feasible a variety of new FEDI concepts. FEDIs may even include vehicle-adaptive features that influence some aspect of vehicle performance in response to inefficient driver behaviors. While FEDIs have the potential to encourage efficient and safe driving, it is possible that the displays themselves cause distraction at the expense of attending to the roadway. Overall goals of this research program are to understand how characteristics of FEDIs influence driver behavior, and to identify best practices for FEDI design to meet drivers’ needs and minimize distraction and undesirable behavior. Previous work on this project has included documenting the range of existing FEDI designs and conducting focus groups with vehicle owners to discuss fuel efficient driving behaviors and FEDI designs. The purpose of the usability study presented here was to narrow down the range of possible FEDI designs so that the most usable concepts could be tested in a subsequent driving simulator study. KW - Attention KW - Average fuel economy KW - Design KW - Distraction KW - Driver vehicle interfaces KW - Drivers KW - Fuel consumption KW - Instrument displays KW - Private passenger vehicles UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2010/811320.pdf UR - https://trid.trb.org/view/1122847 ER - TY - RPRT AN - 01357987 AU - University of Minnesota, Minneapolis AU - Westat AU - National Highway Traffic Safety Administration TI - Fuel Economy Driver Interfaces: Develop Interface Recommendations (Report on Task 3) PY - 2010/05//Task 3 Report SP - 188p AB - A Fuel Economy Driver Interface Concept (FEDIC) is a device that drivers can utilize to change driving behaviors that affect fuel economy. Three tasks were completed to evaluate and identify FEDIC components that result in behavior changes. The first task consisted of a hierarchical matrix evaluation that resulted in a list of FEDIC components that met user needs. The second task, a usability study, was conducted to evaluate user comprehension and effectiveness of the components. Results indicated that users benefited most from information about fuel economy or behavior when the information was presented in a horizontal bar format. Based on these findings, two FEDIC components were generated for a driving simulation evaluation; one displayed fuel economy information (FEDIC-FE) and the other displayed acceleration information (FEDIC-B). The driving simulator evaluation examined the utility of these FEDIC designs as they were used in typical driving situations where drivers could improve fuel economy. Participants completed a baseline drive and then an experimental drive in which participants were asked to drive as fuel efficiently as possible. During the experimental drive, one third of the participants drove with FEDIC-B, another third drove with FEDIC-FE, and the remainder did not drive with a FEDIC display. Results indicated that drivers were able to improve their fuel economy in all three conditions. Fuel economy for participants who drove with FEDIC-FE was greater compared to those who drove with FEDIC-B or without a FEDIC. The fuel economy for participants who drove with FEDIC-B was not significantly different compared to those who drove without a FEDIC. Collectively, results of Task 3 suggest that the FEDIC displays evaluated may have an influence on driver behaviors that impact fuel economy. A long-term on-road study is required to verify that the FEDICs have real-world value. KW - Average fuel economy KW - Behavior KW - Driver vehicle interfaces KW - Drivers KW - Driving KW - Driving simulators KW - Fuel consumption KW - Instrument displays UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2010/811319.pdf UR - https://trid.trb.org/view/1122854 ER - TY - RPRT AN - 01357975 AU - Guo, Feng AU - Wotring, Brian M AU - Antin, Jonathan F AU - Virginia Polytechnic Institute and State University, Blacksburg AU - National Highway Traffic Safety Administration TI - Evaluation of Lane Change Collision Avoidance Systems Using the National Advanced Driving Simulator PY - 2010/05//Draft Final Report SP - 74p AB - This study evaluated the performance of lane change collision avoidance systems (CASs) on lane change characteristics and drivers’ acceptance of CASs for drivers in two age groups. Thirty-two male drivers (16 aged 16 to 21, and 16 aged 65 or older) drove a practice run with standard mirrors followed by four trials on the National Advanced Driving Simulator (NADS) with one of four types of CAS: 1) TRW’s proximity-only system, 2) TRW’s proximity and fast-approach system, 3) limited proximity warning system (LPWS), and 4) a non-planar mirror. The lane change scenarios were simulated by varying blind-spot vehicle status, lane change direction, and leading vehicle action. A variety of quantitative and subjective measures were applied to driver performance and driver opinion. The pattern of analyses indicates that the non-planar mirror and the LPWS mirror were more effective than the TRW proximity only and the TRW proximity and fast-approach system. Older drivers drove somewhat more cautiously according to some, but not all measures. Research is proposed to identify which CAS features to retain, to delete and which features can be enhanced to improve lane changing safety and effectiveness. KW - Aged drivers KW - Crash avoidance systems KW - Driving simulators KW - Lane changing KW - Proximity detectors KW - Rearview mirrors KW - Teenage drivers KW - Traffic safety KW - Young adults UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2010/811332.pdf UR - https://trid.trb.org/view/1122849 ER - TY - RPRT AN - 01357966 AU - Morgan, Justin F AU - Blanco, Myra AU - Virginia Polytechnic Institute and State University, Blacksburg AU - National Highway Traffic Safety Administration TI - Synthesis Study of Light Vehicle Non-Planar Mirror Research PY - 2010/05//Draft Final Report SP - 94p AB - Due to the requirement for a planar rearview mirror on the driver side of light vehicles, and drivers’ typical aiming of rearview mirrors, a large blind spot is adjacent to the car. This blind spot can conceal a vehicle, which may increase the risk of lane-change collisions. Non-planar rearview mirrors present the driver with a greater field of view; however, they also provide a minified image. Laboratory and stationary-driver testing have consistently shown that non-planar mirrors are associated with overestimations in distance and speed. However, there is less consistency in findings for on-road testing, as the magnitude and practical effect of overestimation varies. Likewise, lane-change crash rates in Europe do not appear to be affected by non-planar mirror use. The ability of drivers to detect and react to an object is aided by non-planar mirrors. This, and the interior planar rearview mirror, may offset overestimation and the effect of smaller accepted gaps. Additional research is needed to determine the effect of non-planar rearview mirrors on crash rates and driver acceptance, as well as the possibility of different configurations, of non-planar mirrors within the United States. KW - Blind spots KW - Convex mirrors KW - Driver side mirrors KW - Field of view KW - Highway safety KW - Lane changing KW - Light vehicles KW - Plane mirrors KW - Rearview mirrors KW - Traffic crashes UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2010/811328.pdf UR - https://trid.trb.org/view/1122848 ER - TY - RPRT AN - 01357954 AU - Klauer, Sheila G AU - Guo, Feng AU - Sudweeks, Jeremy AU - Dingus, Thomas A AU - Virginia Polytechnic Institute and State University, Blacksburg AU - National Highway Traffic Safety Administration TI - An Analysis of Driver Inattention Using a Case-Crossover Approach On 100-Car Data: Final Report PY - 2010/05//Final Report SP - 148p AB - Using the 100-Car Study database, two analyses were conducted: re-calculation of odds ratios (ORs) using a case-crossover baseline, and characterization of secondary task engagement in real-world environments. First, ORs were recalculated for drowsiness, secondary task engagement, and total time eyes-off-road (TEOR) using conditional logistic regression. The results suggested that drowsiness (OR 38.7; CI 26.4 – 56.8), tasks with >2 eyeglances away from the forward roadway or >2 button presses (OR 2.3; CI 1.3 – 3.1), and tasks with 1-2 eyeglances and/or 1-2 button presses (OR 1.4; CI 1.1-1.7) significantly increased crash/near-crash risk. The results also indicated that total TEOR of 2 s or greater during a 6-second task period increased crash/near-crash risk (OR 1.6; CI 1.3 – 2.0) and a 3 s or greater total TEOR over a 15-second task period significantly increased crash/near-crash risk (OR 1.3; CI 1.1 - 1.6). These OR point estimates are lower than the results obtained using a case-control; however, they are still statistically significant in both analyses indicating that these behaviors increase risk. The second analysis assessed secondary task duration, frequency, and the relationship of task duration to total TEOR. Results indicated that drivers in the 100-Car Study engaged in secondary tasks 23.5 percent of the time that they were driving, approximately 40 percent higher than indicated in previous research. Secondary tasks that were found to be both of long duration and with a high percent of total TEOR (such as applying makeup) had crash/near-crash risk ratios that were not significantly greater than 1.0. In contrast, analysis of all secondary tasks of long duration, including those with lower total TEOR (such as talking with passengers), had OR values significantly less than 1.0. The results from both of these analyses suggest that in-vehicle display designers need to assess and be cognizant of the total TEOR for in-vehicle displays for two reasons: 1) a brief total TEOR will increase risk for drivers, and 2) total TEOR is associated with involvement in crashes/near-crashes. Assessment tools like the “15-second rule” developed by the Society of Automotive Engineers (SAE) or the ‘2-second rule’, developed by the Alliance of Automobile Manufacturers (AAM) have not been shown to be associated with or predictive of crash/near-crash risk for any type of task. Thus, the authors argue that total TEOR should be included in the list of assessment tools for in-vehicle display designers. KW - Attention lapses KW - Case-control studies KW - Drivers KW - Drowsiness KW - Highway safety KW - Risk assessment UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2010/811334.pdf UR - https://trid.trb.org/view/1122843 ER - TY - RPRT AN - 01357440 AU - Schumack, Mark AU - Bodke, Sujay AU - Elahinia, Mohammad AU - Michigan Ohio University Transportation Center AU - University of Detroit Mercy AU - University of Toledo, Ohio AU - Michigan Department of Transportation AU - Research and Innovative Technology Administration TI - Improving the Energy Density of Hydraulic Hybrid Vehicles (HHVs) and Evaluating Plug-In HHVs PY - 2010/05//Final Report SP - 19p AB - This report describes analyses performed by researchers at the University of Detroit Mercy (UDM) to augment the project “Improving the Energy Density of Hydraulic Hybrid Vehicles (HHVs) and Evaluating Plug-In HHVs” led by the University of Toledo (UT). UT researchers proposed a way to increase the energy density of standard hydraulic hybrid vehicles through an air tank/switching design. Their analysis showed that the design was impractical because too much energy was lost in the accumulator switching process and too much power from the engine was required to recharge the air tank. Their conclusions were based on a MATLAB/Simulink model of a Class VI delivery truck powered by a 7.3 liter diesel engine and a hydraulic pump/motor unit. The scope of the UDM analysis included two tasks: verification of UT’s results through some relatively simple thermodynamic calculations, and evaluation of the “plug-in” feature of a modified air system. The calculations confirmed UT’s conclusions about the infeasibility of the original design, and a Simulink model developed to evaluate the plug-in feature demonstrated that even with some design improvements, the air system still results in significant energy loss through the venting that must occur as part of the accumulator switching process. Simulations of a truck and two passenger vehicles were performed. KW - Energy consumption KW - Hybrid automobiles KW - Hybrid vehicles KW - Hydraulics KW - Plug-in hybrid vehicles KW - Simulation KW - Thermodynamics UR - http://michigan.gov/documents/mdot/MDOT_Research__Report_RC-1545C_364050_7.pdf UR - http://mioh-utc.udmercy.edu/research/af-12/pdf/MIOH_UTC_AF12p1-2_2010-Final_Rpt_Improving_Energy_Density_of_HHVs_etc.pdf UR - https://trid.trb.org/view/1120908 ER - TY - RPRT AN - 01357087 AU - Cadden, Allen W AU - Gomez, Jesus E AU - Baxter, Andrew C AU - Bird, Thomas AU - Schnabel Engineering LLC AU - Association of Drilled Shaft Contractors AU - Federal Highway Administration TI - Hollow Bar Soil Nails Pullout Test Program PY - 2010/05//Final Report SP - 59p AB - The use of Hollow Bar Soil Nails (HBSNs) is growing in the excavation support and retaining wall construction. It is anticipated that the use of the HBSN technology could reduce construction schedules, costs, and environmental impacts. The current state of practice for design bond strengths and load testing procedures is based on the current soil nail practice but varies depending on the installation contractor and product recommendations. The objective of this study was two-fold. The first objective was to develop an initial data file from installation and testing at four sites of the available grout-to-ground bond stress of HBSNs, and to determine if correlations exist with traditional solid bar, drill, and grout soil nails (for example, the published nominal values in FHWA-IF-03-017 [GEC No. 7]). The second objective was to establish recommendations for practical, standard ways of performing pullout tests on HBSNs. Comparisons between the pullout test results showed that the HBSNs generally developed larger bond strength values in granular soils than the Solid Bar Soil Nails (SBSNs). Three installation methods for purposes of pullout and proof testing were evaluated. Two were found to be to be satisfactory; however, the third one was noted to have a significant Doughnut Effect and was not recommended for pullout testing. KW - Bond strength (Materials) KW - Earth walls KW - Excavation KW - Field tests KW - Geotechnical engineering KW - Grouting KW - Installation KW - Pull out test KW - Retaining walls KW - Soil nailing KW - Soil stabilization KW - Standardization UR - http://www.cflhd.gov/programs/techDevelopment/geotech/HBSN/01_HBSN_Pullout_Test_Program.pdf UR - https://trid.trb.org/view/1122111 ER - TY - RPRT AN - 01354553 AU - Morrow, Stephanie AU - Walsh, Benjamin AU - Badiee, Manijeh AU - Stentz, Terry AU - Nash, David AU - Clark, Vicki Plano AU - Barnes-Farrell, Janet AU - Impara, James AU - Research and Innovative Technology Administration AU - University of Connecticut, Storrs AU - University of Nebraska, Lincoln AU - Federal Railroad Administration TI - Work Schedule Manager Gap Analysis: Assessing the Future Training Needs of Work Schedule Managers Using a Strategic Job Analysis Approach PY - 2010/05//Final Report SP - 117p AB - This report documents the results of a strategic job analysis that examined the job tasks and knowledge, skills, abilities, and other characteristics (KSAOs) needed to perform the job of a work schedule manager. The strategic job analysis compared information from subject matter experts (SMEs) about best practices in work scheduling to job incumbents’ reports of current practices in their scheduling job duties. Data were collected through interviews and surveys with 17 SMEs in academia and consulting and 16 job incumbents within 11 organizations representing a wide array of industries. Gaps between the job tasks and KSAOs that should be important for future work schedule management and the job tasks and KSAOs currently used in work schedule management were assessed both quantitatively and qualitatively. The results pointed to a need for additional training in understanding how work scheduling affects employee health, safety, and performance. In addition, scheduling managers should be better informed about ergonomic schedule designs and empowered to evaluate their scheduling systems so as to identify and address problems with the system. The report discusses the critical gaps in job tasks and KSAOs and how those gaps should be ameliorated through the development of a certification for work schedule managers. KW - Abilities KW - Hours of labor KW - Human factors KW - Job analysis KW - Knowledge KW - Managerial personnel KW - Needs assessment KW - Scheduling KW - Training UR - http://www.fra.dot.gov/Elib/Document/2939 UR - https://trid.trb.org/view/1118237 ER - TY - RPRT AN - 01343483 AU - Barbato, Michele AU - Bowman, Marvin AU - Herbin, Alexander AU - Louisiana State University, Baton Rouge AU - Louisiana Department of Transportation and Development AU - Louisiana Transportation Research Center AU - Federal Highway Administration TI - Performance of Buried Pipe Installation PY - 2010/05//Final Report SP - 123p AB - The purpose of this study is to determine the effects of geometric and mechanical parameters characterizing the soil structure interaction developed in a buried pipe installation located under roads/highways. The drainage pipes or culverts installed as part of a roadway project are considered as holistic systems which include not only the pipes and their mechanical properties as determined by materials, geometry and manufacturing procedures, but also the natural soil and the trench into which the pipe is placed, constructed and expected to perform. The research results confirm that the performance of the soil-structure interaction system constituted by the pipe, the trench backfill and the natural soil surrounding the trench depends significantly not only on the pipe material and stiffness but also on geometric parameters defining the trench in which the pipe is installed, such as cover height, bedding thickness and trench width. Minimum requirements for these geometric parameters can be established to obtain equivalent performances of different pipe systems as function of (1) the pipe stiffness and diameter, (2) the local natural soil properties, and (3) the type of road pavement. The results of this research can be used as guidance in establishing guidelines for the alternate selection and application of typical highway drainage products, such as pipes and culverts. This report provides initial data that can be used for a proper comparison of performance, in terms of deformations of the road surface under typical loads, of pipes characterized by different materials and different installation geometry and methodologies. This project suggests also future research directions to delineate a rigorous comparison of different soil-pipe systems under a more general definition of performance, rigorously accounting for economical factors (e.g., initial cost, life-cycle cost) and societal risk. KW - Bedding KW - Cover depth KW - Diameter KW - Drain pipe KW - Geometric design KW - Guidelines KW - Pipe culverts KW - Soil structure interaction KW - Stiffness KW - Thickness KW - Trenches UR - http://www.ltrc.lsu.edu/pdf/2011/fr_467.pdf UR - https://trid.trb.org/view/1105449 ER - TY - RPRT AN - 01337302 AU - Walton, C M AU - Prozzi, Jolanda AU - Cruz-Ross, Alejandra AU - Kockelman, Kara AU - Conway, Alison AU - Evans, Daniel AU - Harrison, Robert AU - Weissmann, Jose AU - Papagiannakis, Thomas AU - Weissmann, Angela AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Potential Use of Longer Combination Vehicles in Texas: First Year Report PY - 2010/05//Technical Report SP - 141p AB - Trucking remains the only major freight mode not to benefit from increases in size and weight regulations since 1982. The need for more productive trucks—both longer (LTL) and heavier (TL)—is growing with economic activity, rising fuel costs and concerns over environmental impacts from emissions. This study covers the first-year activities of a two-year TxDOT-sponsored study into potential LCV use in Texas. It describes current U.S. LCV operations and regulations, operational characteristics of various LCV types, safety issues, and environmental and energy impacts, together with pavement and bridge consumption associated with LCVs. Methods to measure both pavement and bridge impacts on a route basis are described. A survey of current U.S. LCV operators provides an insight into business characteristics, vehicles, drivers, performance, and safety. The overall study benefited from three sources of direction: an advisory panel from TxDOT, an industry panel comprising heavy truck and LCV operators, and finally an academic team from the University of Michigan Transportation Research Institute. In the second year of the study, a series of routes and LCV types will be evaluated in Texas using methods developed in the first year and approved at a study workshop. KW - Axle loads KW - Commercial vehicle operations KW - Environmental impacts KW - Longer combination vehicles KW - Pavement performance KW - Texas KW - Trucking safety KW - Trucks by number of axles KW - Trucks by weight UR - http://www.utexas.edu/research/ctr/pdf_reports/0_6095_1.pdf UR - https://trid.trb.org/view/1097537 ER - TY - RPRT AN - 01335378 AU - Wu, Tina AU - Weatherford, Matt AU - Kaiparambil, Ancila AU - Zhang, Linna AU - Regional Transportation Commission of Washoe County AU - Iteris, Incorporated AU - Federal Transit Administration TI - Regional Transportation Commission of Washoe County Intelligent Transportation System Implementation Evaluation Study PY - 2010/05 SP - 118p AB - This report documents the evaluation of the procurement, implementation and operation of Transit Intelligent Transportation Systems (ITS) in Washoe County, Nevada, from the perspective of the deploying agency. The purpose of the document is to provide insight and lessons learned to other agencies considering the deployment of Transit ITS to improve system efficiency, customer service and safety. KW - Customer service KW - Deployment KW - Implementation KW - Intelligent transportation systems KW - Lessons learned KW - Public transit KW - Regional Transportation Commission of Washoe County (Nevada) KW - System efficiency KW - Transportation safety KW - Washoe County (Nevada) UR - http://www.fta.dot.gov/documents/RTC_ITS_Eval_Study_section508.pdf UR - https://trid.trb.org/view/1098703 ER - TY - RPRT AN - 01330479 AU - Sisiopiku, Virginia P AU - Sullivan, Andrew AU - Abro, Abdul Muqueet AU - Shinouda, Michael AU - Mouskos, Kyriacos AU - Barrett, Curtis AU - University of Alabama, Birmingham AU - Alabama Department of Transportation AU - Research and Innovative Technology Administration TI - Development of a Dynamic Traffic Assignment Model to Evaluate Lane-Reversal Plans for I-65 PY - 2010/05//Final Report SP - 64p AB - This report presents the methodology and results from a project that studied contra-flow operations in support of hurricane evacuations in the state of Alabama. As part of this effort, a simulation model was developed using the VISTA platform for I-65 from the Alabama Gulf Coast region to Montgomery, AL and alternate evacuation routes. The model was used to test the current lane-reversal plan under a variety of evacuation scenarios and assess the potential impacts of modifications to this plan. Special attention was given to the development of realistic evacuation demand profiles to account for user preferences and seasonal (tourist) demand. The report discusses traffic and evacuation data requirements and acquisition, model development and calibration approach, evacuation scenarios considered and results from the systems analyses and scenarios evaluation. Moreover, it highlights some of the challenges in the development of large scale mesoscopic model for evacuation analyses. A summary of recommendations is also included that can be used to improve current practices and assist future traffic management under evacuation conditions. KW - Alabama KW - Contraflow lanes KW - Dynamic traffic assignment KW - Evacuation KW - Hurricanes KW - Interstate 65 KW - Reversible traffic lanes UR - http://ntl.bts.gov/lib/35000/35800/35810/07408_Final_Report.pdf UR - https://trid.trb.org/view/1091024 ER - TY - RPRT AN - 01328142 AU - Stith, Jason AU - Schuh, Andrew AU - Farris, Jamie 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 - Guidance for Erection and Construction of Curved I-Girder Bridges PY - 2010/05//Technical Report SP - 239p AB - This report summarizes the methods, results, and recommendations from a research investigation on the behavior of horizontally curved girders during construction. The primary focus of the study is the behavior during early stages of construction when little or no bracing is provided. Girder behavior during placement of the concrete bridge deck was also considered. Research on the bridge behavior during early stages of construction provides valuable insight into the accuracy of past practices and is necessary to formulate safe construction procedures during girder erection and construction. In this research project all phases of girder erection and deck placement were investigated. The goal for the project was to provide a set of design guidelines that provide safe yet economical erected steel plate girders. The necessity of shore towers or holding cranes were also considered in the study. The research study included: 1) Field monitoring of curved girders during lifting, erection, and concrete slab construction; 2) Surveys of erectors to determine common erection practices; 3) Parametric finite element modeling of girders during lifting as well as partially erected bridges; 4) The derivation of analytical expressions for predicting the behavior of curved I-girders during lifting; 5) Development and verification of a macro-enabled spreadsheet design tool (UT Lift) to calculate curved girder behavior during lifting; and 6) Development and verification of a PC-based three-dimensional finite element program (UT Bridge) for analyzing steel bridges during construction. This report provides a description of the entire body of research that was conducted and pertinent to understanding the basis for the design guidelines that were developed. The data from the field results were used to validate the finite element model used in the parametric studies and to compare to the PC-based finite element program developed in the project. The information provides guidance on critical issues that bridge engineers face when designing curved steel plate I-girders. KW - Bridge construction KW - Bridge engineering KW - Curved bridges KW - Erection (Building) KW - Finite element method KW - Girder bridges KW - I-girders KW - Lifting KW - Steel plates UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5574_1.pdf UR - https://trid.trb.org/view/1086346 ER - TY - RPRT AN - 01325014 AU - Kuhn, Beverly AU - Texas Transportation Institute AU - Federal Highway Administration TI - Efficient Use of Highway Capacity Summary PY - 2010/05//Technical Report SP - 100p AB - This report was developed to summarize the implementation of safety shoulders as travel lanes as a method to increase the efficient use of highway capacity. Its purpose is to provide a succinct overview of efforts to use left or right shoulder lanes as temporary or interim travel lanes. As part of this summary, information related to the impact of that shoulder usage on highway safety and/or accidents during operations was reviewed as well. The intent of the report is to provide critical information that the Federal Highway Administration (FHWA) can use to formulate guidance for agencies on providing temporary shoulder use as a means of increasing roadway capacity. The study that generated this product was conducted at the request of Congress through the 2008 Technical Corrections Act. Those issues that need to be considered include design, traffic control devices, performance measures, potential safety benefits, maintenance concerns, enforcement roles and processes, incident response, training for personnel, costs, liability and legal issues, and public outreach and education. Careful consideration of these issues can help ensure a shoulder use deployment is effective without having negative impacts on safety and operations. KW - Geometric design KW - Highway capacity KW - Highway safety KW - Managed lanes KW - Road shoulders KW - Temporary KW - Travel lanes UR - http://www.aashtojournal.org/Documents/December2010/CapacityReport.pdf UR - http://ntl.bts.gov/lib/35000/35500/35534/FHWA-HOP-10-023.pdf UR - https://trid.trb.org/view/1085877 ER - TY - RPRT AN - 01322462 AU - Bond, Alexander AU - Kramer, Jeff AU - Seggerman, Karen AU - University of South Florida, Tampa AU - Federal Highway Administration TI - Staffing and Administrative Capacity of Metropolitan Planning Organizations PY - 2010/05 SP - 120p AB - MPOs were formed and structured to accomplish the prevailing planning tasks of the late 20th century. Recent federal legislation and regulations coupled with technology improvements have increased the complexity of MPO activities, requiring increased planning capacity and resources. Identifying effective strategies for maximizing planning capacity and organizational efficiency has become a challenge for MPOs across the country. This research report documents how MPOs have structured their organizations and allocated staff resources. MPO organizational structure includes administrative information like governance, host agency relationships, budgeting, and work planning. The report also addresses staffing arrangements, technical skills, use of consultant labor, and employee retention. Effective and unique practices are documented through case studies interspersed in the report. The intent of this research is to help MPO leaders evaluate their staffing and organizational structures in light of their current and anticipated responsibilities, budget and policy environment. The information contained in the report was gained through a national survey of MPOs, plus follow‐up case study research. The survey gained a 35.5 percent response rate, with 133 MPOs participating. Ten participating MPOs were selected for follow‐up case study research, which are interspersed throughout the research report. KW - Administration KW - Industry structure KW - Metropolitan planning organizations KW - Organizational effectiveness KW - Selection and appointment KW - Transportation planning UR - http://www.cutr.usf.edu/programs/pcm/files/2010-05-Staffing_and_Administrative_Capacity_of_MPOs.pdf UR - https://trid.trb.org/view/1083509 ER - TY - RPRT AN - 01321145 AU - Sundaram, Narayana AU - Martin, T AU - Selby, B AU - Gonzalez, F AU - ENSCO, Incorporated AU - Federal Railroad Administration TI - Over-the-Road Testing of the Instrumented Tank Car: A Load Environment Study PY - 2010/05 SP - 72p AB - Fractures have been observed on stub sill tank cars for many years. Undetected and unattended, these fractures can develop into a variety of tank car failures. While tank car ruptures are relatively rare, the potential for a catastrophic HAZMAT release has made this a critical issue within the industry. The Federal Railroad Administration (FRA) contracted ENSCO, Inc., to instrument and run an instrumented tank car over the road during a special test. Testing was conducted in a special consist with the intent to collect data from the instrumented tank car, instrumented wheel sets and track geometry. The tank car used for this effort was provided by General Electric. KW - Degradation failures KW - Failure KW - Instrumentation KW - Railroad cars KW - Statistical analysis KW - Tank cars KW - Testing KW - Vehicle maintenance UR - http://www.fra.dot.gov/Elib/Document/114 UR - https://trid.trb.org/view/987573 ER - TY - RPRT AN - 01220465 AU - Grant, Michael AU - Bowen, Beverly AU - Jasper, Keith AU - Maggiore, Michelle AU - Wallis, Elizabeth AU - ICF International AU - Delcan Corporation AU - Federal Highway Administration TI - Statewide Opportunities for Integrating Operations, Safety, and Multimodal Planning: A Reference Manual PY - 2010/05//Reference Manual SP - 100p AB - This publication is a reference manual designed to provide “how to” information to assist transportation professionals in taking actions to integrate these activities. It identifies and describes opportunities at various levels of decisionmaking – statewide, regional, corridor, and project – and the benefits of these approaches. It also highlights overarching themes such as the important role of multidisciplinary teams; data collection, sharing, and analysis; and broad use of performance measures within each of these levels. KW - Decision making KW - Integration KW - Multimodal transportation KW - States KW - Transportation operations KW - Transportation planning KW - Transportation safety UR - http://www.fhwa.dot.gov/planning/statewide/manual/manual.pdf UR - https://trid.trb.org/view/980776 ER - TY - RPRT AN - 01207436 AU - Yang, Seongyeong AU - Helwig, Todd AU - Klingner, Richard AU - Engelhardt, Michael AU - Fasl, Jeremiah AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Impact of Overhang Construction on Girder Design PY - 2010/05//Technical Report SP - 205p AB - Economical constraints on the design of bridges usually necessitate the use of as few girders as possible across the bridge width. The girders are typically uniformly spaced transversely with the deck extending past the fascia girders, thereby resulting in an overhang. While designers commonly employ rules of thumb with regard to the geometry of the overhang, these rules of thumb generally address only the deck in-service strength and deflection requirements, and the effect due to construction load is not considered. In particular, the impact of the overhang on fascia girder behavior during construction is not well understood. Overhang construction often leads to a torsional load on the girder system that can lead to problems in steel and concrete girder bridges during construction. The main issue with concrete girder bridges is excessive lateral rotation in the fascia girder, which can cause potential problems of construction safety and maintenance. Field problems on concrete bridges have been reported in the state of Texas where the fascia girders experienced excessive rotation during construction. For steel girder bridges, the unbalanced overhang loading can lead to both local and global instability. Locally, the overhang brackets often exert a large force on the web plate that can distort the web and increase the magnitude of the plate imperfection. Global stability problems have occurred primarily on bridge widening projects where a few girders are added to an existing bridge system. The girders in the widening are usually isolated from the existing bridge and the unbalanced load from the overhang can cause excessive twist that intensifies the global stability of the girder system. The objective of this study was to improve the understanding of the bridge behavior due to the unbalanced loading from the overhangs and to identify critical factors affecting the girder behavior. The study was also aimed at developing simple design methodologies and design recommendations for overhang construction. The research included field monitoring, laboratory tests, and parametric finite element analyses. The data from the field monitoring and laboratory tests were used to validate finite element models for both concrete and steel girder bridges. Based on the validated models, detailed parametric studies were conducted to investigate the effects of the unbalanced loading. Results from the parametric studies were used to identify the geometries of girder systems that are prone to problems with the overhangs as well as to provide design suggestions. In addition, a closed-form solution for lateral rotation in the fascia girder in a concrete girder bridge was derived using a rigid-body model, and was used to develop design methodology and design recommendations for overhang construction. KW - Bridge construction KW - Bridge design KW - Concrete bridges KW - Field studies KW - Finite element method KW - Geometry KW - Girder bridges KW - Girders KW - Laboratory tests KW - Overhang KW - Rotation KW - Stability (Mechanics) KW - Steel bridges KW - Torsion UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5706_1.pdf UR - http://ntl.bts.gov/lib/34000/34300/34361/0_5706_1.pdf UR - https://trid.trb.org/view/968169 ER - TY - RPRT AN - 01207434 AU - McDonough, John AU - Smith, Christopher AU - National Institute of Safety Research, Incorporated AU - National Center for Statistics and Analysis TI - Closing the Data Quality Assurance Gap in the Fatality Analysis Reporting System PY - 2010/05//NHTSA Technical Report SP - 28p AB - The Fatality Analysis Reporting System (FARS) is the National Highway Traffic Safety Administration's census of motor vehicle crash fatalities in the United States and its territories. This paper seeks to explain the implementation of the re-coding process, in which previously entered cases were sampled and re-coded by select, experienced FARS analysts to check the accuracy and performance of the original analysts. The goal of the re-coding process is to enhance the quality control process to maintain accurate, complete, and timely FARS data. To test the feasibility of the re-coding process, 80 cases were selected by a random case generator tool for a pilot study. The pilot study results indicated that when all the re-coders coded the same value, there was an 85.4% agreement with the original coded value. The pilot study proved projected timelines, sample sizes, and the re-coding processes to be practical and the first systemwide re-coding process was conducted. Overall, the first systemwide re-code was successful and results indicated that there was 83% agreement between the re-coders' values and the original coded values for the Accident, Driver, and Person level variables. At the vehicle level, the re-coders matched the original coding 98% of the time. Both the pilot study and the first systemwide sample had over 80% of cross-coder agreement, an acceptable level of uniformity. The re-coding process also identified complex data elements that require analytical skill to discern and code correctly. KW - Crash data KW - Data quality KW - Fatalities KW - Fatality Analysis Reporting System KW - Personnel performance KW - Pilot studies KW - Quality assurance KW - Quality control KW - Traffic crashes KW - United States KW - United States Territories UR - http://www-nrd.nhtsa.dot.gov/Pubs/811318.pdf UR - https://trid.trb.org/view/968168 ER - TY - RPRT AN - 01173885 AU - Quiroga, Cesar AU - Kraus, Edgar AU - Le, Jerry AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Strategies and Recommendations for Integrating Utility and Environmental Processes at TxDOT: Workshop Materials PY - 2010/05 SP - 104p AB - Two sources of delay during the project development process are utility adjustments and the environmental review and clearance process. There are several efforts underway at the Texas Department of Transportation (TxDOT) to optimize these processes, including recently finished and active research projects. Despite these efforts, the interaction between utility coordination/conflict elimination activities and the environmental process is one that has not received proper attention over the years. One of the reasons is that, although the collection of data regarding existing and abandoned utility installations is part of the environmental data gathering process, in practice, the collection of detailed underground utility-related data normally starts in the design phase, which typically occurs after the environmental process is complete. The purpose of Research Project 0-6065 was to determine whether it was feasible to: (1) obtain better existing utility data during the schematic development phase as opposed to the design phase; and (2) increase the level of definition of design components such as horizontal alignment, vertical alignment, and drainage requirements during the schematic development phase. To address the objectives of the project, the researchers analyzed the TxDOT project development process with a focus on environmental and utility activities. The researchers produced a model of the environmental process at TxDOT using numerous resources including TxDOT manuals and conducted interviews with stakeholders. This model shows activities of the TxDOT project development process from the planning phase until the beginning of Plans, Specifications, and Estimate (PS&E) development (detailed design) and the sequence flow between activities, including new activities recommended by the researchers. KW - Conflict management KW - Coordination KW - Environmental reviews KW - Highway design KW - Highway planning KW - Public utilities KW - Strategic planning UR - http://tti.tamu.edu/documents/0-6065-P1.zip UR - https://trid.trb.org/view/934255 ER - TY - RPRT AN - 01173813 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 PY - 2010/05//Technical Report SP - 248p 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. A 4 ft (1.2 m) wide by 14 ft (4.3 m) long prototype vegetated biofilter was constructed on a moveable frame. Artificial runoff was delivered to each of three grass beds for comprehensive tests at slopes and flow rates as follows: 8:1, medium; 4:1, medium; 2:1, medium; and 2:1, high. The medium and high flows represented storm runoff events typical in Ohio. First, baseline tests were performed to obtain concentrations of constituents native to the biofilter. Artificial runoff, formulated with metals, native soil, and motor oil, was applied to one bed at a “high” concentration for the first part of the event, followed by a “medium” concentration; a second bed received “medium” followed by “low” concentration runoff, and the third bed received “low” concentration followed by tap water. During the simulated storm events, samples were obtained from the inlet, surface runoff, and underdrain and analyzed for total and dissolved metals, TSS, and oil and grease. Prior to and at the end of testing, cores were extracted from the bed, separated into soil, roots and grass, and each component analyzed for metal content per mass of material. The two beds receiving the initial high and medium concentration flow performed well and removal of 7 total metals and TSS was above 75%. Removal of oil ranged from 30% to over 90%. The bed receiving low concentration runoff, which was near the baseline levels for constituents, had mixed performance of removals ranging from none to above 90%, illustrating the difficulty of any BMP to treat a relatively clean influent. Metals above background levels were found primarily in the first half (7 ft, 2.1 m) of each bed. Soil particles in the influent flow of the first test in each bed, tagged with La, were not resuspended in subsequent tests and were not measured at any significant concentration in the outlet surface flow. KW - Biofilters KW - Filters KW - Runoff KW - Storm water management KW - Vegetated filter strips KW - Vegetation UR - http://worldcat.org/oclc/671776720/viewonline UR - http://ntl.bts.gov/lib/55000/55800/55857/FHWA-OH-2010-7.PDF UR - http://ntl.bts.gov/lib/55000/55800/55858/FHWA-OH-2010-7_EXEC_SUMMARY.PDF UR - https://trid.trb.org/view/934339 ER - TY - RPRT AN - 01173615 AU - Abramowitz, A AU - Federal Aviation Administration AU - Federal Highway Administration TI - Summary Report: Airplane Fuselage Section Tests with Overhead Stowage Bins PY - 2010/05 SP - 43p AB - From 1991 to 2000, the Federal Aviation Administration (FAA) conducted vertical and longitudinal and static and dynamic tests of various narrow-body transport airplane fuselage sections, which included different types of in-service overhead stowage bins. Vertical drop impact tests were conducted at the FAA William J. Hughes Technical Center, Atlantic City International Airport, New Jersey. Longitudinal, simulated impact sled tests were conducted at the Transportation Research Center, East Liberty, Ohio. This report summarizes the distribution of loads among the bin support members for both static and dynamic loading conditions, the strengths, and failure modes (if any) of various overhead stowage bins. This information will provide a basis to assess the adequacy of the design standards and regulatory requirements for overhead stowage bins. KW - Aircraft operations KW - Aviation safety KW - Civil aircraft KW - Dynamic loads KW - Fuselages KW - Impact tests KW - Overhead KW - Storage facilities UR - https://trid.trb.org/view/934463 ER - TY - RPRT AN - 01173231 AU - Aldrete-Sanchez, Rafael AU - Shelton, Jeffrey AU - Cheu, Ruey Long AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Integrating the Transportation System with a University Transportation Master Plan: Best Practices and Lessons Learned PY - 2010/05//Technical Report SP - 24p AB - The University of Texas at El Paso (UTEP) is planning several projects that will have a substantial impact in the transportation network in El Paso. This research project conducted a study of the integration of the El Paso metropolitan transportation system with UTEP’s transportation master plan and to develop a synthesis of best practices of transportation systems integration employed by universities from across the country. This research report presents a synthesis of these best practices and documents the lessons learned during the analysis of the UTEP campus found in Report 0-6608-2. The overall goal of the report was to provide guidance on the integration between transportation systems and a university campus master plan. Researchers used a two-pronged approach to document best practices in this report. First, researchers conducted a review of the state-of-the-practice on university campuses around the country. Second, researchers synthesized the lessons learned from the development of the case study analysis of the UTEP campus master plan and its integration with current and planned metropolitan transportation infrastructure, where the integrated application of practices from around the country could be tested. KW - Best practices KW - Campuses KW - Case studies KW - Lessons learned KW - Master plans KW - Metropolitan planning organizations KW - Pedestrian safety KW - State of the practice KW - System integration KW - Transportation planning UR - http://tti.tamu.edu/documents/0-6608-3.pdf UR - http://ntl.bts.gov/lib/33000/33700/33770/0-6608-3.pdf UR - https://trid.trb.org/view/933260 ER - TY - RPRT AN - 01173194 AU - Green, J G AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Distracted Driving: Preliminary Analysis and Survey PY - 2010/05//Final Report SP - 30p AB - This report primarily focuses on an attempt to document the level of driver distraction existing in Kentucky through analysis of crash data and by conducting an observational survey of drivers. Additional research is cited as a means of comparing other studies with results from Kentucky, as well as establishing a definition of distracted driver. The status of laws related to use of cell phones in other states was summarized, and the recently passed legislation in Kentucky was noted by incorporation of the full text as an appendix. It was determined from analysis of Kentucky data that if the three categories of human factors (inattention, distraction, and cell phone) listed on the traffic collision report are combined, the total would be 53,223 collisions and 184 fatal collisions. KW - Behavior KW - Distracted drivers KW - Distraction KW - Fatalities KW - Human factors in crashes KW - Kentucky KW - Mobile telephones KW - Traffic crashes KW - Travel behavior KW - Travel surveys UR - http://www.ktc.uky.edu/files/2012/06/KTC_10_06_SPR_56_10_1F.pdf UR - https://trid.trb.org/view/927800 ER - TY - RPRT AN - 01173152 AU - McKnight, J AU - Athens Technical Specialists, Incorporated AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Development of a Traffic Counter Bench Tester with 8-Lane Testing Capability PY - 2010/05 SP - 49p AB - The Ohio Department of Transportation (ODOT) utilizes Automated Traffic Recorder (ATR) devices to collect highway traffic vehicle count and class data. The data is used to support funding proposals and highway maintenance decisions. The Federal Highway Administration (FHWA) requires each state to test their highway traffic data collection equipment (Ref: 23 CFR Parts 500.203 & 500.204). Further, the regulation states that only equipment passing the test procedures may be used for the collection of data for projects funded by FHWA. The objective of this research project is to design a bench top tester for testing ATRs that are equipped to count/classify 8 lanes of traffic with a loop-piezo-loop sensor arrangement. The new tester will be designated as model ATRT-1716 and will be similar in operation to the ATRT-1700 model which ODOT has used successfully for many years. KW - Automatic data collection systems KW - Bench testing KW - Data collection KW - Highway traffic KW - Ohio KW - Traffic counting KW - Traffic data KW - Traffic lanes UR - http://worldcat.org/oclc/653122319/viewonline UR - https://trid.trb.org/view/927798 ER - TY - RPRT AN - 01173147 AU - Previti, A J AU - Gallagher, D W AU - Cyrus, H AU - Federal Aviation Administration AU - Hi-Tec Systems, Incorporated AU - Federal Aviation Administration TI - Evaluation of Retro-Reflective Beads to Increase Airport Surface Marking Conspicuity PY - 2010/05//Technical Note SP - 102p AB - Manufacturers have postulated that retro-reflective beads that have a higher index of refraction increase the conspicuity of paint markings and, thus, would aid in the prevention of runway incursions. The purpose of this project was to determine the adequacy of various types of retro-reflective beads that are used to increase the conspicuity of painted markings when applied to airport surface markings. The increased conspicuity could assist in the prevention of runway incursions. Five types of retro-reflective beads were evaluated: three are currently approved by the Federal Aviation Administration (FAA) for use on airfield markings, as indicated in FAA Advisory Circular 150/5370-10D and two are the newly proposed retro-reflective beads. The beads were applied to standard paint on three types of airport pavement surfaces: hot-mix asphalt (HMA), Portland cement concrete (PCC), and aged HMA. Three test sites were chosen. Test Site One was located inside the FAA William J. Hughes Technical Center National Airport Pavement Test Facility on new HMA. Test Site Two was located at the FAA William J. Hughes Technical Center Aircraft Parking Apron on aged PCC surface. Test Site Three was on Taxiway Bravo at the Atlantic City International Airport, which is comprised of aged HMA. This evaluation covered a 1-year period starting in August 2008. This research validates previous research performed on Type I, Type III, and Type IV retro-reflective beads. No previous research was performed on the two newly proposed retro-reflective beads. The initial application tests concerning coverage, water, and pull-off strength were deemed successful. On new HMA, the test marking with Type IV retro-reflective beads remained conspicuous for the longest period of time. Type I, Type III, and Manufacturer B retro-reflective beads remained conspicuous for approximately half that time, and Manufacturer A for approximately one-quarter of the time. All the approved retro-reflective beads proved suitable for use on aged HMA and aged PCC over a 1-year period. The proposed retro-reflective beads from Manufacturer A and Manufacturer B also proved suitable for use on aged HMA and aged PCC. KW - Airport operations KW - Airport runways KW - Airport surface traffic control KW - Evaluation and assessment KW - Glass beads KW - Landside operations (Airports) KW - Reflectorized road markings KW - Retroreflectivity KW - Road marking materials KW - Runway incursions UR - http://www.airporttech.tc.faa.gov/DesktopModules/FlexNews/DownloadHandler.ashx?id=44d897ec-7deb-480b-9c12-3863b8bd667e&f=TN10-10.pdf UR - https://trid.trb.org/view/927801 ER - TY - RPRT AN - 01173055 AU - Garg, Navneet AU - SRA International, Incorporated AU - Federal Aviation Administration TI - Full-Scale Tests on Rubblized Pavement Test Items at the National Airport Pavement Test Facility PY - 2010/05//Technical Note SP - 42p AB - Rubblization is defined as the process of fracturing existing concrete pavement in-place into smaller interconnected pieces. Rubblization breaks the slab action and minimizes or prevents the occurrence of reflective cracks in the asphalt concrete overlay. This is the first study conducted on the full-scale accelerated pavement testing of rubblized concrete pavements with hot-mix asphalt overlay under heavy aircraft loading. Full-scale traffic tests were completed on three rubblized and nonrubblized rigid airport pavements overlaid with 5 inches of hot-mix asphalt at the Federal Aviation Administration National Airport Pavement Test Facility. Initially, the overlaid pavements were trafficked with a four-wheel landing gear (with wander) and a 55,000-lb wheel load. No significant distresses were observed during the first 5000 passes. The wheel load was then increased to 65,000 lb and a six-wheel landing gear was used. Test item MRC (rubblized concrete pavement on conventional base) exhibited complete structural failure. Test item MRG (rubblized concrete on grade) was suffering severe structural deterioration at the end of trafficking but retained sufficient structural capacity to support the applied load. Test item MRS (rubblized concrete over econocrete base) did not exhibit severe structural deterioration at the end of trafficking. Four trenches were excavated perpendicular to the centerline of the test items to conduct posttraffic investigation into the failure mechanism of the pavement structure. The trenching included tests for layer characterization (plate load tests, California Bearing Ratio tests, in situ densities, moisture contents, layer profile measurements, and visual evaluations) and removal of each of the pavement layers to reveal the subgrade interface and subsequent subgrade layers below. This report summarizes the results from pavement layer characterization tests, pavement structure uniformity from heavy-weight deflectometer tests, pavement performance during the traffic tests, changes in the modulus of the rubblized concrete layer with deterioration in pavement structure backcalculated using BAKFAA. The report also summarizes the results from the posttraffic tests and provides some insight into the failure mechanism of rubblized concrete airport pavements. KW - Airport runways KW - Asphalt rubber KW - Comminution KW - Concrete pavements KW - National Airport Pavement Test Facility KW - Pavement cracking KW - Pavement testing KW - Reflection cracking KW - Wheel loads UR - https://trid.trb.org/view/927804 ER - TY - RPRT AN - 01172515 AU - Brown, Michael C AU - Ozyildirim, Celik AU - Duke, William L AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Investigation of Fiber-Reinforced Self-Consolidating Concrete PY - 2010/05//Final Report SP - 24p AB - The rising cost of materials and labor, as well as the demand for faster construction, has prompted development of cheaper, faster alternatives to conventional building techniques. Self-consolidating concrete (SCC), a high performance concrete characterized by its ability to flow without segregation under its own weight, promises to speed construction while reducing the need for skilled labor. However, experience has shown that SCC may be prone to shrinkage cracking, which may compromise its durability. In conventional concrete, fiber reinforcement has been used to control cracking and increase tensile and flexural strength. This study evaluated the feasibility of fiber-reinforced SCC (FR-SCC) for structural applications. Tests were conducted in the laboratory to assess the fresh and hardened properties of FR-SCC containing various types and concentrations of fibers. The results indicated that an SCC mixture can be prepared for use in transportation facilities that combines the properties of a high flow rate and some residual strength that would be beneficial for crack control. The residual strength is contributed by the internal fibers and provides load-carrying capacity after initial cracking of the concrete. At optimum fiber additions, FR-SCC mixtures can have the same fresh concrete properties as traditional SCC mixtures. FR-SCC also demonstrated a considerable improvement in the residual strength and toughness of a cracked section, which is expected to lead to the control of crack width and length. The improved performance of the FR-SCC cracked section indicated that it can be expected to have more durability in service conditions than would an identical SCC with no reinforcement. The study recommends that the Virginia Department of Transportation’s Structure & Bridge Division evaluate FR-SCC in field applications such as link slabs and closure pours in continuous concrete decks; formed concrete substructure repairs; or prestressed beams where end zone cracking has been an issue. In such applications, construction with FR-SCC has the potential to be faster than with SCC, as traditional steel reinforcement may be reduced or eliminated, yielding reduced labor and materials costs for reinforcement placement. Enhanced public and worker safety may result from the reduction of overall construction time and required maintenance of traffic. The next step toward implementation of this technology would involve coordination with VDOT’s Materials Division and Structure & Bridge Division to create special provisions or standard specifications regarding the use of FR-SCC and to identify candidate projects for field trials. KW - Bearing capacity KW - Cost effectiveness KW - Durability KW - Fiber reinforced concrete KW - Flow rate KW - High performance concrete KW - Laboratory tests KW - Rapid construction KW - Residual strength KW - Self compacting concrete KW - Toughness UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/10-r8.pdf UR - http://ntl.bts.gov/lib/37000/37800/37806/10-r8.pdf UR - https://trid.trb.org/view/933263 ER - TY - RPRT AN - 01172513 AU - Parmar, Devendra S AU - Sharp, Stephen R AU - Hampton University AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Short-Term Evaluation of a Bridge Cable Using Acoustic Emission Sensors PY - 2010/05//Final Report SP - 32p AB - The Varina-Enon Bridge carries I-295 across the James River and crosses over the shipping channel that leads to the Richmond (Virginia) Marine Terminal. The bridge is a cable-stayed bridge that was opened to traffic in July 1990. It has 150 ft of vertical navigational clearance and 630 ft of horizontal navigational clearance. The overall bridge length is 4,686 ft. The bridge has six lanes (three each way) with full right and left shoulders. This study used acoustic emission (AE) to assess the condition of strands by examining for active defects (such as corrosion, crack expansion and rubbing, wire breaks, and similar active defects) on a single stay-cable, from anchorage point to anchorage point, of the Varina-Enon Bridge. Testing was performed over short durations of time during periods that included low traffic volumes (acoustically quiet) and high traffic volumes (acoustically noisy). In addition, computer software was used to determine the source and location of the acoustic event. The most significant finding was that AE events were being generated inside the pylon in the saddle region. Further, although AE responses from the stay-cable did not contain any signatures of rubbing from previously broken cable and/or breaking during the testing period, AE signals were detected, possibly because of higher winds or blowing debris striking the cable/anchorage region. The study recommends that the Virginia Department of Transportation (VDOT) Richmond District Bridge Division measure and map the cracks in the northern and southern stay-cable pylons of the bridge; evaluate the northern pylon saddle regions using AE and determine which areas show the greatest acoustical activity; evaluate the stay-cable anchorage regions more closely using AE; and determine the source of the AE signal that was detected during this study. Finally, the anchorage regions should be evaluated, and VDOT should consider using AE periodically to evaluate the health of this structure and determine which regions are exhibiting significant AE activity. Regions with elevated AE activity should take precedence over non-active regions during inspection. KW - Acoustic emission tests KW - Bridge anchorages KW - Cable stayed bridges KW - Defects KW - Highway bridges KW - Pylons KW - Structural health monitoring KW - Varina-Enon Bridge KW - Virginia UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/10-r24.pdf UR - http://ntl.bts.gov/lib/37000/37800/37804/10-r24.pdf UR - https://trid.trb.org/view/933273 ER - TY - RPRT AN - 01167127 AU - Schurr, Karen S AU - Sitorius, Daniel L AU - University of Nebraska, Lincoln AU - Nebraska Department of Roads AU - Research and Innovative Technology Administration TI - Safety and Driver Behavior Studies at Multiple Lane Approaches to Stop-Controlled Intersections PY - 2010/05//Final Report SP - 126p AB - Multiple-lane approaches (MLAs) controlled by stop signs are becoming increasingly common in Nebraska. Installation of MLAs occurs when a single approach lane can no longer adequately serve the minor road traffic volume, and a signal is unwarranted because Manual of Uniform Traffic Control Devices (MUTCD) warrants are not satisfied (7, FHWA, 2003). A common example of a location at which MLA stop-controlled intersections can occur in Nebraska is the rural intersection of two state or federal highways. Forty such intersections in Nebraska were available for study in this research. Additionally, such intersections are often located in suburban areas of Nebraska municipalities where the local-collector network of a residential development connects to an arterial roadway. The objective of this research was to investigate driver safety and behavior at two-way stop-controlled MLA intersections. The reason for the investigation is to gain a better understanding of potential sight distance limitations due to side-by-side stopped vehicles at stop signs, as described earlier. Below is a summary of recommendations based upon safety study aspects of the project: 1) Results of the before-after comparison group safety studies concerning crash frequency indicated that signalization of MLA-type intersections results in improved safety, however no statistically significant difference was found at the 95 percent confidence level. 2) Results of the before-after comparison group safety study of the conversion of one MLA-type intersection to an SLA configuration showed that the crash frequency was reduced when the approach was changed to a single lane. However, the study of average crash rates indicated that the MLA-type intersection had a statistically significant lower average than the SLA intersection at the 95 percent level of confidence. Also, the reduction of the number of approach lanes from two to one can increase driver delay and user costs. 3) Comparison of 3-year average crash rates at MLA intersections with 2-lane major roads with similar statewide intersection averages indicates that they have a higher than average rate when the roadway design necessitates a horizontal curve along the major road or minor road horizontal alignment in the near proximity of the point of intersection. 4) Comparison of 3-year average crash rates at MLA intersections with 4-lane major roads with similar statewide intersection averages indicates that they have a higher than average rate when in urban areas. Therefore, use of this type of intersection along 4-lane urban roadways should be limited. If MLA-type intersections are determined to be the intersection type of choice: 1) Provide consistent and redundant positive visual guidance to promote the positioning of right-turning drivers in advance of left-turning drivers at MLA-type intersections. Each visual cue issue, recommendation for improvement, explanation of recommendation and official guideline resource is summarized following FIGURES 38 and 39 in TABLE 24. FIGURE 40 shows a plan view of the proposed recommendations. 2) Develop a combined text and iconic STOP AT LINE sign. Several designs should be tested with a pool of Nebraska drivers to determine the most easily interpreted design. Positioning of the sign should follow the guidelines in FIGURE 39 and TABLE 24. 3) Provide better driver information about the new proposed sign and the appropriate stop position at a stop bar location in the Nebraska Driver’s Manual. Additional information should be provided on page 40 of the current Nebraska Driver’s Manual to better inform drivers about the desired stopping position at a painted stop bar on the pavement of a driving lane. 4) Update an MLA-type intersection using the proposals defined in the research report and conduct a before-after field study. To better understand if the proposed recommendations result in a significant improvement in driver behavior, it is highly recommended that a field study be performed to quantify the improvement, if any. KW - Approach lanes KW - Highway design KW - Highway safety KW - Intersections KW - Multilane traffic KW - Nebraska KW - Sight distance KW - Stop controlled intersections KW - Stop signs UR - http://ne-ltap.unl.edu/Documents/NDOR/Behavior_Studies_at_MLA_Intersections.pdf UR - http://ntl.bts.gov/lib/45000/45600/45684/Schurr_P574_Design_Guidelines_Final.pdf UR - https://trid.trb.org/view/927281 ER - TY - RPRT AN - 01167047 AU - Cambridge Systematics, Incorporated AU - Federal Highway Administration TI - Freight and Air Quality Handbook PY - 2010/05//Final Report SP - 124p AB - This handbook was developed as a resource for states, metropolitan planning organizations (MPOs), the Federal Highway Administration (FHWA) and other public- and private-sector organizations to use in developing solutions to freight related air quality issues and emissions challenges. This handbook provides the background needed to understand how freight contributes to air quality issues, describes strategies to mitigate those freight-related pollutant emissions and improve air quality, and identifies funding and financing tools available for freight-related air quality projects. Case studies of freight projects and programs that seek to improve air quality and reduce freight-related emissions are presented. These case studies provide real-world examples of the operational, infrastructure, and technology solutions being used to solve freight air quality problems. KW - Air quality KW - Air quality management KW - Case studies KW - Financing KW - Freight transportation KW - Handbooks KW - Strategic planning UR - http://www.ops.fhwa.dot.gov/publications/fhwahop10024/fhwahop10024.pdf UR - http://ntl.bts.gov/lib/34000/34400/34438/fhwahop10024.pdf UR - https://trid.trb.org/view/927652 ER - TY - RPRT AN - 01165350 AU - Andrews, Brock AU - Brown, Shane AU - Montfort, Devlin AU - Dixon, Michael AU - National Institute for Advanced Transportation Technology AU - Research and Innovative Technology Administration TI - An Investigation of Student and Transportation Professionals Understanding of Geometric Design: Student Understanding of Sight Distance in Geometric Design: A Beginning Line of Inquiry to Characterize Student Understanding of Transportation Engineering PY - 2010/05//Final Report SP - 29p AB - While many students demonstrate considerable aptitude in manipulating equations and variables within academic environments, research consistently shows that they lack a construct called conceptual understanding, which accounts for their difficulties in choosing appropriate equations, or understanding basic phenomena that undergird such equations. This study investigates undergraduate understanding of sight distance and stopping sight distance in introductory transportation courses. Although sight distance and stopping sight distance are fundamental concepts in transportation engineering, students demonstrated considerable difficulty in their understanding of these concepts, often relying on previous experience or preferred equations without relating them to specific phenomena of interest. This paper concludes with suggested approaches to improve student conceptual understanding for transportation engineering educators. KW - Conceptual reasoning KW - Education KW - Sight distance KW - Stopping sight distance KW - Students KW - Transportation engineering KW - Understanding UR - https://trid.trb.org/view/925113 ER - TY - RPRT AN - 01165277 AU - Long, Diana AU - Rahall Appalachian Transportation Institute AU - Research and Innovative Technology Administration TI - Skills Gap Analysis: West Virginia Transit Training Partnership Maintenance Training Asset Map PY - 2010/05//Final Report SP - 20p AB - In the coming years, the public transportation industry will experience the loss of a number of skilled mechanics to retirement and other opportunities. With advances in technology it has become increasingly difficult to recruit adequately prepared replacement workers, and to train the incumbent workforce to the highest level of proficiency. In late 2009 a consortium of five transit agencies in partnership with their Amalgamated Transit Union locals began a joint labor-management initiative to address the current and future skill needs of their bus maintenance workforce. The report identifies how prepared the State's Technical and Educational institutions are to customize and deliver workforce training to meet the growing needs for a skilled workforce in West Virginia. The competition to access the resources required to develop, customize and deliver workforce training increases as the dollars shrink. This mapping process identifies the existing links and networking that is already in place that would enhance how the CTC and the WVSCTC institutions can work together to provide the training that the employers need for their workers. KW - Labor force KW - Maintenance personnel KW - Partnerships KW - Personnel development KW - Public transit KW - Training KW - Transit buses KW - West Virginia UR - http://www.njrati.org/wp-content/plugins/research_projects/reports/210144.pdf UR - https://trid.trb.org/view/925237 ER - TY - RPRT AN - 01165271 AU - Yoo, Sang Hong AU - Rahall Appalachian Transportation Institute AU - Research and Innovative Technology Administration TI - Feasibility Study of Integrating WVDOT Linear Referencing System Center Line with Statewide Addresses and Routing Information PY - 2010/05//Final Report SP - 49p AB - State DOTs use road centerlines to manage extensive transportation system data such as road physical conditions, traffic measurements, and highway projects. The WVDOT has recently completed a GIS base map project to create a linear referenced road centerline, and wants to develop a single, comprehensive, statewide road centerline dataset that can serve the entire DOT GIS needs. The objective of this project is to review technical issues regarding the feasibility of road network integration in West Virginia which incorporates linear referencing, addressing, and routing capabilities. This study reviews existing transportation models and identifies implementation issues as well as DOT needs. The study shows that the revised/improved UNETRANS data model can be successfully implemented accommodating WVDOT RIL system requirements. Using the advantage of Edit and Publish geodatabase design practices, the DOT can continuously develop and perfect the data model and migrate from the old system in stages. Creating and maintaining a statewide dataset that includes the attributes (e.g., one way roads, turn restrictions, etc.) required to support full automated routing (traversing) would be challenging and costly. The DOT should approach the routing requirement as a long-term project and develop an action plan. KW - Center lines KW - Feasibility analysis KW - Geographic information systems KW - Linear referencing systems KW - Referencing KW - West Virginia UR - http://www.njrati.org/wp-content/plugins/research_projects/reports/210031.pdf UR - https://trid.trb.org/view/925621 ER - TY - RPRT AN - 01164854 AU - Battaglia, Irene K AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Dowel Bar Retrofit Performance in Wisconsin PY - 2010/05//Final Report SP - 42p AB - In 1999, the Wisconsin Department of Transportation (WisDOT) constructed test sections on I-39 to evaluate the dowel bar retrofit (DBR) rehabilitation technique for faulted concrete pavement slabs. Two years later, mortar deterioration and debonding were noted in the dowel slots. In response to this early distress, additional test sections were constructed on STH 13 to evaluate various mortar materials. The I-39 project was repaired, and test sections from both the I-39 and STH 13 projects were monitored between 2001 and 2007 for distress (PDI), pavement smoothness (IRI), and load transfer efficiency (LTE) between adjacent slabs. Additional DBR projects on USH 45, STH 21, and USH 18/151 were also surveyed in 2010. Six years after repairs were made on the I-39 project, distressed dowel slots were noted again, and additional repairs were made. The entire project was eventually overlaid with HMA. Prior to the overlay, however, IRI values were low for sections with DBR. Smoothness varied for control sections that were diamond ground only. The control sections with a 3-in. hot mix asphalt (HMA) overlay and with diamond grinding only had the roughest ride in the driving lane. DBR sections had consistently better LTE values than non-doweled sections. Among the STH 13 test sections, mortar with 100 percent extension ratio had more debonding and surface deterioration than mortar with lower extension ratios (60 or 80 percent). Mortar and joint deterioration occurred on the USH 45, STH 21, and USH 18/151 projects, but areas of very good performance were noted as well. While DBR is a more expensive rehabilitation option than diamond grinding or HMA overlay, it addresses the root cause of slab faulting and provides the longest service life. If slab faulting is severe in the driving lane and not in the passing lane of a multi-lane highway, it may be possible to perform DBR in the driving lane only. Additionally, use of quality materials and attention to details during construction are critical for long-term performance of DBR projects. KW - Bituminous overlays KW - Concrete pavements KW - Diamond grinding KW - Dowel bar retrofit KW - International Roughness Index KW - Load transfer KW - Load transfer efficiency KW - Pavement distress KW - Pavement performance KW - Rehabilitation (Maintenance) KW - Service life KW - Slab faulting KW - Wisconsin UR - http://wisdotresearch.wi.gov/wp-content/uploads/wi-02-10dowelbars.pdf UR - http://ntl.bts.gov/lib/33000/33500/33598/wi-02-10dowelbars.pdf UR - https://trid.trb.org/view/925744 ER - TY - RPRT AN - 01164277 AU - Rakha, Heshan AU - Park, Sangjun AU - Arafeh, Mazen AU - El-Shawarby, Ihab AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Virginia Department of Transportation AU - Mid-Atlantic Universities Transportation Center AU - Research and Innovative Technology Administration TI - Evaluation of Alternative Truck Lane Management Strategies Along a Section of I-81 PY - 2010/05//Final Report SP - 93p AB - I-81 is one of the top eight truck routes in the U.S. In the state of Virginia, I-81 traverses 325.51 miles from Tennessee in the south to the West Virginia border in the north and passes through 12 counties. The highway was designed for a 15 percent truck volume, however trucks now account for somewhere between 20 to 40 percent of the total traffic volume. In 2001, the Virginia Department of Transportation (VDOT) developed a list of key improvements for I-81. Some of the key findings of the study were: (a) 2004 traffic volumes will nearly double by 2035; (b) Nearly the entire corridor needs additional capacity by 2035; (c) Estimates of future traffic volume do not support building two additional lanes in each direction for use only by trucks. Such a design would provide too much roadway capacity for trucks and not enough capacity for cars; and (d) Up to 37% of I-81 requires one additional lane in each direction, while much of the remainder may need up to two additional lanes in each direction to handle future traffic. KW - Highway capacity KW - Interstate 81 KW - Interstate highways KW - Traffic volume KW - Truck lanes KW - Truck traffic KW - Virginia UR - http://www.mautc.psu.edu/docs/VT-2008-03.pdf UR - https://trid.trb.org/view/921535 ER - TY - RPRT AN - 01164268 AU - Rakha, H AU - Arafeh, M AU - Abdel-Salam, A G AU - Guo, F AU - Flintsch, A M AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Virginia Department of Transportation AU - Mid-Atlantic Universities Transportation Center AU - Research and Innovative Technology Administration TI - Linear Regression Crash Prediction Models: Issues and Proposed Solutions PY - 2010/05//Final Report SP - 21p AB - The paper develops a linear regression model approach that can be applied to crash data to predict vehicle crashes. The proposed approach involves novice data aggregation to satisfy linear regression assumptions; namely error structure normality and homoscedasticity. The proposed approach is tested and validated using data from 186 access road sections in the state of Virginia. The approach is demonstrated to produce crash predictions consistent with traditional negative binomial and zero inflated negative binomial general linear models. It should be noted however that further testing of the approach on other crash datasets is required to further validate the approach. KW - Crash risk forecasting KW - Highway safety KW - Linear regression analysis KW - Mathematical prediction KW - Traffic crashes UR - http://www.mautc.psu.edu/docs/VT-2008-02.pdf UR - https://trid.trb.org/view/921327 ER - TY - RPRT AN - 01164248 AU - Rakha, Hesham AU - Gao, Yu AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Virginia Department of Transportation AU - Mid-Atlantic Universities Transportation Center AU - Research and Innovative Technology Administration TI - Calibration of Steady-State Car-Following Models Using Macroscopic Loop Detector Data PY - 2010/05//Final Report SP - 24p AB - The paper develops procedures for calibrating the steady-state component of various car following models using macroscopic loop detector data. The calibration procedures are developed for a number of commercially available microscopic traffic simulation software, including: CORSIM, AIMSUN2, VISSIM, Paramics, and INTEGRATION. The procedures are then applied to a sample dataset for illustration purposes. The paper then compares the various steady-state car-following formulations and concludes that the Gipps and Van Aerde steady-state car-following models provide the highest level of flexibility in capturing different driver and roadway characteristics. However, the Van Aerde model, unlike the Gipps model, is a single-regime model and thus is easier to calibrate given that it does not require the segmentation of data into two regimes. The paper finally proposes that the car-following parameters within traffic simulation software be link-specific as opposed to the current practice of coding network-wide parameters. The use of link-specific parameters will offer the opportunity to capture unique roadway characteristics and reflect roadway capacity differences across different roadways. KW - Calibration KW - Car following KW - Links (Networks) KW - Loop detectors KW - Macroscopic traffic flow KW - Software KW - Traffic models KW - Traffic simulation UR - http://www.mautc.psu.edu/docs/VT-2008-01.pdf UR - https://trid.trb.org/view/921360 ER - TY - RPRT AN - 01164236 AU - Nichols, J L AU - Solomon, M G AU - Chaffe, R H B AU - Preusser, D F AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - Evaluation of a County Enforcement Program With a Primary Seat Belt Ordinance: St. Louis County, Missouri PY - 2010/05//Final Report SP - 52p AB - In March 2007, St. Louis County implemented a seat belt ordinance that allowed for traditional enforcement procedures. In order to increase usage on St. Louis County roads, particularly on roadways with fatal or disabling injury crashes, the St. Louis County Police Department conducted an intense high visibility enforcement (HVE) campaign along an 8-mile corridor on State Highway 21 in the southeastern part of the county. This corridor was selected in part because there had been at least 8 fatal or disabling injury crashes along this roadway in recent years. This campaign was characterized by a strong enforcement effort that was accompanied by only modest publicity in the form of roadway signage. Saturation patrols and enforcement zones resulted in about 1,000 citations issued over a two-week period. The results showed significant increases in all awareness indices and a 4.9 percentage point increase in belt use compared to the control corridor. Belt use increased as much among occupants of pickup trucks as passenger cars and increased the most for passengers, reaching nearly 90%. These data suggest that enactment and enforcement of a statewide primary enforcement law would likely result in a significant increase in statewide seat belt usage. If Missouri enacted a statewide primary law upgrade and implemented regular HVE programs, similar to the program implemented in St. Louis County, Missouri would save an estimated 30 to 70 lives, prevent 400 to 900 serious injuries, and save $110 million to $215 million in lower economic costs annually. KW - Countermeasures KW - Highway safety KW - Laws KW - Primary law enforcement KW - Seat belts KW - Traffic law enforcement KW - Utilization UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811292.pdf UR - https://trid.trb.org/view/924317 ER - TY - RPRT AN - 01164218 AU - Abbas, Montasir M AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Virginia Department of Transportation AU - Mid-Atlantic Universities Transportation Center AU - Research and Innovative Technology Administration TI - Improvement of Supervisory Control Intelligent Adaptive Module (SCIAM) for Intersection Safety and Efficiency PY - 2010/05//Final Report SP - 47p AB - The authors continued their studies on the safety and dilemma zone issues at signalized intersection. Dilemma zone is an area where motorists can neither stop before stop line comfortably nor pass the intersection safely at the yellow onset. It is a leading cause for crashes and casualties at intersections. To improve the safety at intersection, the research team deployed a series of researches on how to better protect those vehicles caught in the dilemma zone. They further developed a model to measure the unsafe level of those vehicles in the dilemma zone according to their instantaneous positions and speeds, helping us better understand the driving behaviors and dilemma zone issues at signalized intersections. KW - Adaptive control KW - Behavior KW - Dilemma zone KW - Drivers KW - Highway safety KW - Signalized intersections KW - Supervisory control systems KW - Traffic crashes UR - https://trid.trb.org/view/921333 ER - TY - RPRT AN - 01164205 AU - Gurram, Sashikanth AU - Rakha, Hesham AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Virginia Department of Transportation AU - Mid-Atlantic Universities Transportation Center AU - Research and Innovative Technology Administration TI - Evaluation and Development of a University Visitor Parking Management Framework PY - 2010/05//Final Report SP - 6p AB - Visitors constitute an important component of a university business. Given that visitors are typically unfamiliar with university campus layouts, special assistance may be needed to assist them with their parking needs. For example, personal and follow-up interviews conducted with Virginia Tech visitors revealed that approximately 28% of the visitors did not know the location of the most convenient parking lot to access their destination and approximately 32% of the visitors had to visit at least two parking lots before finding a parking space. This paper attempts to develop a simple web-based interactive parking management framework that uses the PHP Hypertext Preprocessor (PHP) and My Structured Query Language (MySQL) platform. This framework identifies the best possible parking lot(s) for a selected destination considering various factors including – the distance of the parking lot to the visitor’s destination and historical occupancy of the parking lot at specific times-of-the-day and days-of-the-week. The web-based interactive system is designed to provide the visitor with two or more choices for parking that meet the visitors search criteria. KW - Database management systems KW - Intelligent transportation systems KW - Parking guidance systems KW - Parking management KW - Universities and colleges KW - Virginia Tech University UR - http://www.mautc.psu.edu/docs/VT-2008-06.pdf UR - https://trid.trb.org/view/921328 ER - TY - RPRT AN - 01164061 AU - Qu, Tongbin AU - University Transportation Center for Mobility AU - Research and Innovative Technology Administration TI - Investigating the Effect of Freeway Congestion Thresholds on Decision-Making Inputs PY - 2010/05//Final Report SP - 168p AB - Congestion threshold is embedded in the congestion definition. Two basic approaches exist in current practice for setting the congestion threshold. One common approach uses the “free-flow” or unimpeded conditions as the congestion threshold. Another approach uses target or “acceptable” conditions. The limited research that has been conducted on the congestion threshold issue focuses on operational problems or policy debates, but relatively little investigation of the effect on decision-making for transportation investment and resource allocation. This research investigated the differences inherent in the threshold choices using detailed freeway data from seven metropolitan areas. Congestion performance measures of delay per mile, Travel Time Index and Planning Time Index were evaluated. This research specifically examined: 1) the ranking values of congestion measure for different congestion thresholds under a variety of real-world travel time distributions, 2) the relationship between change of congestion threshold and change of performance measure, and 3) the appropriateness of using speed limit as a congestion threshold choice by evaluating the peak and off-peak average speed changes in relation to a speed limit change in Houston, Texas. The rankings of congestion measures for freeway segments hold steady across the congestion thresholds ranging from 60 mph to 30 mph and across the congestion measures. From an investment point of view, the congestion threshold speed used is not a concern for funding allocation. The relationship between the delay values for an alternative threshold and the 60 mph threshold has a quadratic form. As the alternative threshold decreases further away from 60 mph, the increment is larger. The more congested a section is, the less the threshold affects measured congestion. For very congested sections, most of the delay is associated with speeds below 30 mph. The posted speed limit affects travel time distribution in the free flow driving condition but does not affect travel time distribution during congested driving conditions. However, if the speed limit or a percentage of speed limit is used to estimate the congestion, the amount of congestion may be underestimated because the free flow speed is higher than the speed limit. KW - Congestion thresholds KW - Decision making KW - Freeways KW - Investments KW - Resource allocation KW - Speed limits KW - Traffic congestion KW - Travel time UR - http://utcm.tamu.edu/publications/final_reports/Qu_09-12-11.pdf UR - http://ntl.bts.gov/lib/33000/33700/33762/Qu_09-12-11.pdf UR - https://trid.trb.org/view/924657 ER - TY - RPRT AN - 01163904 AU - McLeod, Heather AU - University of Kansas, Lawrence AU - Kansas Department of Transportation AU - Federal Highway Administration TI - Development and Construction of Low-Cracking High-Performance Concrete (LC-HPC) Bridge Decks: Construction Methods, Specifications and Resistance to Chloride Ion Penetration PY - 2010/05//Final Report SP - 578p AB - The development, construction, and evaluation of Low-Cracking High-Performance Concrete (LC-HPC) bridge decks are described based on laboratory test results and experiences gained through the construction of 14 LC-HPC bridge decks. The study is divided into three parts covering (1) an evaluation of the chloride penetration into concrete using long-term salt-ponding tests, (2) a comprehensive discussion of specifications for LC-HPC construction and standard practices in Kansas, and (3) the description of the construction and the preliminary evaluation of LC-HPC bridge decks in Kansas. This report emphasizes the construction process; a companion report (FHWA-KS-09-5) provided a detailed discussion of the influence of material properties on the performance of LC-HPC bridge decks. The first portion of the study involves evaluating the effect of paste content, curing period, water-cement (w/c) ratio, cement type and fineness, mineral admixtures (ground granulated blast furnace slag and silica fume), a shrinkage reducing admixture (SRA), and standard DOT bridge deck mixtures on chloride penetration into solid concrete, tested in accordance with AASHTO T 259. The evaluation includes a total of 33 individual concrete batches and 123 test specimens. The results indicate that for concrete containing only Portland Cement, reductions in paste content result in increased permeability. A reduced paste content and increased w/c ratio result in increased permeability, whereas the presence of mineral admixtures (ground granulated blast furnace slag and silica fume) and longer curing periods result in decreased permeability. Concrete made with medium or coarse ground Type II cement has greater permeability than concrete made with Type I/II cement. It is not clear how the presence of an SRA affects concrete permeability. LC-HPC mixtures have lower permeability than standard DOT mixtures. The second portion of the study describes the specifications for the LC-HPC and Control bridge decks in Kansas. The focus is on the construction methods, including the evolution of the specifications over time. The third portion of the study details the development and construction of 14 LC-HPC and 12 conventional Control bridge decks built in Kansas. The design details, construction experiences, and lessons learned from the LC-HPC bridge decks are described in detail, and an overview of the materials is presented; the design and construction data for each Control deck is provided; and initial crack survey results are evaluated for various construction-related parameters. The results indicate that successful LC-HPC bridge deck construction is repeatable, and that clear and consistent communication between the contractor, owner, and testing personnel is vital for successful construction of LC-HPC decks. Preliminary evaluation of cracking indicates that at early ages, LC-HPC decks are performing better than the Control decks, as well as earlier monolithic decks in Kansas. KW - Admixtures KW - Bridge decks KW - Chloride ion penetration KW - Chloride permeability KW - Chlorides KW - Construction KW - Cracking KW - High performance concrete KW - Permeability KW - Shrinkage reducing admixtures KW - Specifications KW - Water cement ratio UR - http://www.ksdot.org/PublicLib/publicDoc.asp?ID=003801969 UR - https://trid.trb.org/view/924508 ER - TY - RPRT AN - 01163736 AU - Earsom, Stephen AU - Hallett, Robert AU - Perrone, Theresa AU - Poe, Carson AU - Greenfield, Maggie AU - Federal Highway Administration AU - Volpe National Transportation Systems Center TI - Carbon Sequestration Pilot Program Results: Estimated Land Available for Carbon Sequestration in the National Highway System PY - 2010/05//Final Report SP - 24p AB - The Federal Highway Administration (FHWA) established the Carbon Sequestration Pilot Program (CSPP) in 2008 to assess whether a roadside carbon sequestration effort through modified maintenance and management practices is appropriate and feasible for state Departments of Transportation (DOTs) when balanced against ecological and economic uncertainties. CSPP findings are expected to inform DOTs that may be considering the implications of future climate change legislation or that independently want to evaluate the cost effectiveness of using National Highway System (NHS) right of way (ROW) to generate revenue from the sale of carbon credits, offset their own emissions, or meet statewide greenhouse gas emissions objectives. The project team used data from Minnesota and several other states to estimate the amount of unpaved NHS ROW available for carbon sequestration—marking the first time that a rigorous study has been conducted to quantify the amount of state DOT-managed soft estate acreage. In the first of two analytical approaches used, ROW widths at random locations in nine states were manually measured on property maps to provide a distribution of common ROW dimensions and observed vegetation types. A subsequent geographic information system (GIS) analysis of 1,000 random locations nationwide provided insight into the types of land cover in close proximity to the NHS. Results indicate that there are approximately 5.05 million acres in the NHS nationwide, with a likely range of 1.4 to 8.7 million acres. Roughly 68 percent, or 3.4 million acres, is unpaved. Evidence shows that the land cover has undergone little change since 1992. The project team estimates the NHS ROW has approximately 91 million metric tons (MMT) of carbon currently sequestered in vegetation and is currently sequestering approximately 3.6 MMT of carbon per year, or 1.06 metric tons of carbon per acre per year. This equals the annual carbon dioxide emissions of approximately 2.6 million passenger cars. At its carbon equilibrium, the entire NHS ROW is estimated to be able to sequester between 425 and 680 MMT of carbon. Using a hypothetical carbon price of $20 per metric ton, this equates to a total potential value of $8.5 to $14 billion nationwide. KW - Carbon credits KW - Carbon sequestration KW - Carbon Sequestration Pilot Program KW - Climate change KW - Cost effectiveness KW - Greenhouse gas emission offsets KW - Land cover KW - National Highway System KW - Real property KW - Revenues KW - Right of way (Land) KW - State departments of transportation KW - Vegetation UR - http://www.fhwa.dot.gov/hep/climate/carbon_sequestration/final_cs_pilot_report.pdf UR - http://ntl.bts.gov/lib/33000/33500/33596/Carbon_Sequestration_Pilot_Program.pdf UR - https://trid.trb.org/view/924304 ER - TY - RPRT AN - 01163229 AU - Kim, Sang-Soo AU - Sargand, Shad AU - Masada, Teruhisa AU - Hernandez, Jaime AU - Ohio University, Athens AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Determination of Mechanical Properties of Materials Used in Way-30 Test Pavements PY - 2010/05//Technical Report; Final Report SP - 180p AB - The US Route 30 bypass of Wooster, Ohio, in Wayne County, “WAY-30”, was constructed to demonstrate two types of extended service pavements, a long-life portland cement concrete (PCC) pavement on the eastbound lanes and an asphalt concrete (AC) perpetual pavement on the westbound lanes. Both pavements are designed to provide 50 years or more of service with minimal maintenance (e.g., resurfacing). The PCC pavement structure features a thick and extra-wide slab on an asphalt treated base, while the AC pavement structure features a Superpave surface and a Fatigue Resistant Layer (FRL). Report FHWA/OH-2008/7 discusses the instrumentation and studies of the response of the pavement under loads. For this study, samples of all pavement materials, including soils, granular subbase material, PCC mixes, and AC mixes were tested in the laboratory to determine material parameters. Four asphalt mixes were selected to provide a rut and fatigue resistant pavement structure, while two mixes of the PCC were used in different sections of the road. The subgrade material was ODOT type A-4a (AASHTO A-4). The granular subbase material was A-1a with high permeability (1.001 cm/s or 2,838 ft/day). PCC tests included: unit weight, modulus of rupture, static modulus of elasticity, Poisson’s ratio, splitting tensile strength, compressive strength, maturity, and thermal coefficient of linear expansion. AC test results indicated that the creation of asphalt-rich bottom by adding additional asphalt binder did work to increase the fatigue resistance by orders of magnitude. At 70 με, the expected fatigue endurance limit and the designed strain level for the structure, regular 302 mix showed 20,000 cycles to failure while asphalt-rich 302 mix (Fatigue Resistant Layer) is estimated to have 20 million cycles to failure. For average climatic and traffic conditions (25°C or 77°F; 10 Hz or 0.1 sec loading time), the overall dynamic moduli and the resilient moduli of asphalt mixes were higher than the values used in the development of the asphalt perpetual pavement structure. This will reduce the maximum strain at the bottom of the FRL significantly more than the designed 70 με. The rutting test results from asphalt pavement analyzer test and flow numbers obtained from the repeated load test indicated that all asphalt mixes were rut-resistant. Thermal Stress Restrained Specimen Test (TSRST) cracking temperatures of asphalt mixes were lower than the expected pavement temperatures for the project site determined by LTPPBind software, suggesting the possibility that the low temperature thermal cracking would be very small. KW - Asphalt concrete pavements KW - Asphalt content KW - Asphalt mixtures KW - Asphalt treated bases KW - Concrete pavements KW - Dynamic modulus of elasticity KW - Fatigue (Mechanics) KW - Laboratory tests KW - Modulus of resilience KW - Perpetual pavements KW - Portland cement concrete KW - Properties of materials KW - Rutting KW - Subbase materials KW - Subgrade materials KW - Superpave UR - http://worldcat.org/arcviewer/3/OHI/2010/09/22/H1285164305726/viewer/file1.pdf UR - http://ntl.bts.gov/lib/34000/34000/34077/437046_FR.pdf UR - https://trid.trb.org/view/923829 ER - TY - RPRT AN - 01163177 AU - Nassif, Hani AU - Suksawang, Nakin AU - Davis, Joe AU - Gindy, Mayrai AU - Salama, Talat AU - Center for Advanced Infrastructure and Transportation AU - New Jersey Department of Transportation AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Monitoring of the Construction of the Doremus Avenue Bridge Structure PY - 2010/05//Final Report SP - 155p AB - Starting in 2007, the American Association of State Highway and Transportation Officials (AASHTO) adopted the Load and Resistance Factor Design (LRFD) Bridge Design Specifications as the mandatory standard by which all future bridge structures should be designed. New Jersey committed itself to adopting the LRFD Specifications in January 2000. The LRFD Specifications consider the variability in the behavior of structural elements through extensive statistical analyses and, therefore, continue to be improved. However, many of the LRFD Specifications’ design approaches and methodologies have been adopted with limited or virtually no experimental validation. Hence, there became a need to validate these new design procedures and models as well as the behavior of LRFD designed bridge structures. The main objective of this study was to validate the AASHTO LRFD Specifications through field testing of the Doremus Avenue Bridge, New Jersey’s first AASHTO LRFD (1998) design. In addition, long-term monitoring of the bridge fatigue life was also implemented. In particular, the study evaluates the AASHTO criteria for composite design with respect to the requirements for shear connectors, the effects of designing for deflection control as well as using higher concrete strengths on deck stiffness and stresses. Results included new simplified equations for calculating Girder Distribution Factors (GDF) and effective flange width criteria in addition to establishing major live load spectra for various weigh in motion (WIM) NJ sites. Deflection measurements and simulation using Extreme Value Theory (EVT) show that the 75-year maximum deflection is within the New Jersey Department of Transportation deflection limit of L/1000. However, future research is needed to establish if the L/1000 limit is indirectly helping to control vibration of the superstructure. Moreover, a new procedure for predicting the remaining fatigue life is established using WIM truck data, rain flow, and structural analyses. KW - AASHTO LRFD Bridge Design Specifications KW - Bridge superstructures KW - Deflection KW - Extreme value theory KW - Fatigue (Mechanics) KW - Fatigue life prediction KW - Field tests KW - Load and resistance factor design KW - New Jersey KW - Service life KW - Shear connectors KW - Simulation KW - Stiffness KW - Stresses KW - Validation KW - Vibration control UR - http://cait.rutgers.edu/files/FHWA-NJ-2005-013.pdf UR - https://trid.trb.org/view/923670 ER - TY - RPRT AN - 01162462 AU - Federal Railroad Administration TI - Southeast high speed rail, Richmond, VA, to Raleigh, NC : environmental impact statement PY - 2010/05//Volumes held: Draft, Draft Appendix(2v)(v.2 folio) KW - Environmental impact statements UR - https://trid.trb.org/view/923448 ER - TY - RPRT AN - 01160555 AU - Maupin, G W AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Investigation of the Use of Tear-Off Shingles in Asphalt Concrete PY - 2010/05//Final Report SP - 23p AB - This investigation focused on the use of asphalt shingles that had been removed from roofs and recycled into asphalt concrete. Upon invitation by the Virginia Department of Transportation (VDOT), three asphalt contractors produced and placed sections of asphalt concrete containing shingles. The sections were sampled and tested by the Virginia Transportation Research Council. Two base mixes and two surface mixes were produced, and one of the surface mixes was produced by both hot mix and warm mix technology. The laboratory tests used to evaluate the mixes were tests to determine conventional gyratory volumetric properties, gradation, and asphalt content; rut tests; fatigue tests; and tests to determine recovered asphalt properties. Satisfactory test results and good paving experiences with regard to the field installations indicated that mixes containing tear-off shingles can be constructed successfully. According to cost estimates, in 2009, VDOT could have saved approximately $600,000 by using 4 to 5 percent shingle waste in one-half of the hot mix produced. VDOT plans to adopt the special provision used for this study with minor modifications as a general specification for paving in 2010. KW - Asphalt concrete KW - Asphalt content KW - Cost effectiveness KW - Fatigue tests KW - Hot mix asphalt KW - Laboratory tests KW - Properties of materials KW - Rutting KW - Shingles KW - Warm mix paving mixtures UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/10-r23.pdf UR - http://ntl.bts.gov/lib/37000/37800/37803/10-r23.pdf UR - https://trid.trb.org/view/921315 ER - TY - RPRT AN - 01160548 AU - Barr, Paul J AU - Halling, Marvin W AU - Petty, Dave AU - Osborn, Perry AU - Utah State University, Logan AU - Utah Department of Transportation AU - Federal Highway Administration TI - Shear Capacity of In Service Prestressed Concrete Bridge Girders PY - 2010/05//Final Report SP - 226p AB - The design of prestressed concrete bridge girders has changed significantly over the past several decades. Specifically, the design procedure to calculate the shear capacity of bridge girders that was used forty years ago is very different than those procedures that are recommended in the current AASHTO LRFD Specifications. As a result, many bridge girders that were built forty years ago do not meet current design standards, and in some cases warrant replacement due to insufficient calculated shear capacity. However, despite this insufficient calculated capacity, these bridge girders have been found to function adequately in service with minimal signs of distress. The objective of this research was to investigate the actual in service capacity of prestressed concrete girders that have been in service over an extended period of time. The actual capacity was compared with calculated values using the AASHTO LRFD Specifications. KW - AASHTO LRFD Bridge Design Specifications KW - Bearing capacity KW - Bridge design KW - Design capacity KW - Girders KW - In service performance KW - Prestressed concrete KW - Shear capacity UR - http://utah.ptfs.com/awweb/awarchive?type=file&item=32210 UR - http://www.udot.utah.gov/main//uconowner.gf?n=14961611998599291 UR - https://trid.trb.org/view/921244 ER - TY - RPRT AN - 01159846 AU - Zhao, Fang AU - Xing, Keqiang AU - Yang, Shanshan AU - Lu, Chenxi AU - Chung, Soon AU - Florida International University, Miami AU - Federal Transit Administration TI - Hurricane Evacuation Planning for Special Needs Populations PY - 2010/05//Final Report SP - 134p AB - The lessons learned from Katrina point to the special attention needed for the population who are unable to evacuate by themselves. This population is commonly invisible, impoverished, and often cannot access necessary resources to avoid future disasters. Special needs populations often receive inadequate attention because emergency management personnel are traditionally more focused on evacuation time and the operations of highway facilities and do not understand well the challenges special needs populations face, where they are, who they are, and how many there are. This study is aimed at developing a method for assessing the vulnerability of special needs populations and estimating their demand for public assistance based on the threats of hurricanes and social vulnerability. The demand is considered separately in each of three emergency support function areas: communication needs of populations that are linguistically isolated, medical needs of senior citizens and people with disabilities and/or living in nursing homes, and transportation needs of people who do not have their own means to evacuate. Utilizing a survey data set that provides information on special needs populations during a hurricane evacuation, this report estimates the demand special needs population would make on public services, and describes the process of identifying the location and number of this population using census data. The transit supply required to meet the needs of these people is also analyzed, including the bus pick-up locations and required bus trips. The proposed procedure is simple and, using geographic information systems with local data, can be easily applied to help public agencies across the country in emergency planning and preparation. KW - Aged KW - Bus transportation KW - Communication KW - Demand KW - Disaster preparedness KW - Disasters and emergency operations KW - Diseases and medical conditions KW - Emergency planning KW - Evacuation KW - Geographic information systems KW - Hurricanes KW - Language barriers KW - Persons with disabilities KW - Supply KW - Transportation disadvantaged persons KW - Transportation planning UR - http://www.lctr.org/transpodeliverables/files/HurricaneEvacuation_FinalReport.pdf UR - https://trid.trb.org/view/920344 ER - TY - RPRT AN - 01159707 AU - Holmgren, Mark AU - Casavant, Kenneth L AU - Jessup, Eric L AU - Washington State University, Pullman AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Evaluation of Fuel Usage Factors in Highway Construction in Oregon PY - 2010/05//Final Report SP - 113p AB - Prices for different construction materials change frequently. In recent years, the price for these different materials has dramatically increased. This result leads contractors to inflate the bid price for a construction project in order to cover the potential increased cost. In an attempt to modify the inflation inserted into bid prices, the Oregon Department of Transportation (ODOT) allows for adjustments in the monthly payment to the contractor for various inputs. One major input that receives an adjustment is fuel. The contractor is eligible to receive adjustments in the monthly payments for fuel when the project is of a certain magnitude. After the project qualifies for the adjustment, when the price of fuel varies by more than 25% positive or negative from the previous month, the ODOT will make a fuel price adjustment to the monthly payment. The fuel price adjustment is a function of a fuel usage factor. The value for the fuel usage factor for different bid items is based on an over 35-year-old 1974 national survey titled, “Fuel Usage Factors for Highway Construction.” From that original survey the fuel usage factor for each bid item was recommended to be multiplied by the distance, weight, or volume built of the respective bid item, but not for structures. The fuel usage factor for structures was to be multiplied by the gallons of fuel used per $1,000 worth of work. The research presented in this report determines from a national survey whether other states, and their DOTs, use this same procedure to calculate a fuel price adjustment, and if so, whether the values for the fuel usage factors are the same. In addition, the report examines how the price of structural construction has changed over time to ascertain whether the current fuel usage factor for structures is still applicable. A new index is developed in a national model and one for the state of Oregon. KW - Bids KW - Construction projects KW - Fuel prices KW - Fuel usage factor KW - Oregon Department of Transportation KW - Pay adjustments KW - Prices KW - State departments of transportation KW - Surveys UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/Fuel_Factors.pdf UR - https://trid.trb.org/view/920198 ER - TY - RPRT AN - 01159702 AU - Ellis, David AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Development of the Texas Revenue Estimator and Needs Determination System (T.R.E.N.D.S.) Model PY - 2010/05//Technical Report SP - 76p AB - The original purpose of Project 0-6395-TI was to assess the usefulness and viability of the Joint Analysis Using Combined Knowledge (J.A.C.K.) model as a planning and forecasting tool. What originally was named the J.A.C.K. model was substantially revised, expanded and renamed the Texas Revenue Estimator and Needs Determination System (T.R.E.N.D.S.) model. The T.R.E.N.D.S. model is designed to provide transportation planners, policy makers and the public with a tool to forecast revenues and expenses for the Texas Department of Transportation (TxDOT) for the period 2010 through 2035 based on a user-defined level of transportation investment. The user, through interactive windows, can control a number of variables related to assumptions regarding statewide transportation needs, population growth rates, fuel efficiency, federal reimbursement rates, inflation rates, taxes, fees and other elements. The output is a set of tables and graphs showing a forecast of revenues, expenditures and fund balances for each year of the analysis period based on the user-defined assumptions. The version of the model developed under this project is a beta-test version to solicit comments from metropolitan planning organizations (MPOs) across the state. KW - Beta tests KW - Expenditures KW - Forecasting KW - Interactive models KW - Investments KW - Long range planning KW - Metropolitan planning organizations KW - Needs assessment KW - Revenues KW - Texas Department of Transportation KW - Transportation planning UR - http://tti.tamu.edu/documents/0-6395-TI-1.pdf UR - https://trid.trb.org/view/920196 ER - TY - RPRT AN - 01159665 AU - Pedestrian and Bicycle Information Center AU - Federal Highway Administration TI - The National Bicycling and Walking Study: 15–Year Status Report PY - 2010/05 SP - 24p AB - This report is the third status update to the National Bicycling and Walking Study, originally published in 1994 as an assessment of bicycling and walking as transportation modes in the United States. Following the 5-year status report (1999) and 10-year status report (2004), the 15-year update measures the progress made toward the original goals of lowering the number of fatalities while increasing the percentage of trips made by bicycling and walking. Injury and fatality statistics are presented to measure this progress, as well as results from surveys related to travel habits. The 15-year report, unlike its two predecessors, examines a range of efforts to increase bicycling and walking in the United States. Programs at the Federal, State, and local levels are included, as well as case studies on best practices. Finally, the report makes recommendations for research, policy, and other measures that can be taken to meet the goals of the original study. KW - Bicycle safety KW - Bicycling KW - Fatalities KW - Injuries KW - Pedestrian safety KW - Strategic planning KW - United States KW - Walking UR - http://www.walkinginfo.org/15_year_report/ UR - https://trid.trb.org/view/920129 ER - TY - RPRT AN - 01159640 AU - Botch, Sabra R AU - Davidson, Marc S AU - Ricaurte, Eduard M AU - Chaturvedi, Arvind K AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Toxicological Findings in 889 Fatally Injured Obese Pilots Involved in Aviation Accidents PY - 2010/05//Final Report SP - 18p AB - Obesity continues to be a public health concern and its impact on aviation community has not been fully evaluated. Toxicological findings in fatally injured aviation accident obese pilots were examined. The Civil Aerospace Medical Institute's (CAMI's) Scientific Information System was used to develop a dataset, entailing fatally injured obese pilots involved in aviation accidents, 1990–2005. A pilot with a body mass index (BMI) of > 30 kg·m•2 was considered obese. Toxicological results and aeromedical histories of these aviators were retrieved from the CAMI toxicology and medical certification databases, and the cause/factors in the related accidents were retrieved from the National Transportation Safety Board's aviation accident database. In 311 of the 889 pilots, carbon monoxide, cyanide, ethanol, and drugs were found, and glucose and hemoglobin A1c (HbA1c) were elevated. Many of these drugs were for treating overweight, depression, hypertension, and cardiac conditions. In a pilot (BMI: 39.33 kg·m•2) wherein phentermine was detected, vitreous and urinary glucose concentrations were 301 and 6,050 mg 11.5 dL•1, respectively; HbA1c was 12.4%. Of the 889 pilots, 107 had an obesity-related medical history. The health and/or medical condition(s) of, and/or the use of ethanol and/or drugs by, pilots were the cause/factors in 55 (18%) of the 311 accidents. Although the drugs found are commonly used in the general population, they were primarily used for treating obesity-related medical conditions. Findings emphasize monitoring of obesity and diabetes in pilots and understanding the potential implications of these health conditions in relation to flight safety. KW - Air pilots KW - Air transportation crashes KW - Aviation safety KW - Crash investigation KW - Fatalities KW - Forensic medicine KW - Obesity KW - Toxicology UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201010.pdf UR - https://trid.trb.org/view/919967 ER - TY - RPRT AN - 01159637 AU - Prinzo, O Veronika AU - Campbell, Alan AU - Hendrix, Alfred M AU - Hendrix, Ruby AU - Federal Aviation Administration AU - Federal Aviation Administration TI - U.S. Airline Transport Pilot International Flight Language Experiences, Report 3: Language Experiences in Non-Native English-Speaking Airspace/Airports PY - 2010/05//Final Report SP - 44p AB - In 1998, the International Civil Aviation Organization (ICAO) took a heightened interest in the role of language in airline accidents. Its Air Navigation Commission was directed to complete the task of strengthening relevant ICAO provisions concerning language requirements. Member states agreed to take steps to ensure air traffic control (ATC) 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. Since then, ICAO developed its English- Language Proficiency requirements (ELP) and urged its members to document their ELP test implementation plans by March 8, 2008. Until all ATC personnel and flight crews involved in flight operations obtain a passing level of ELP, the language-based problems international pilots face is not known. This report is a compilation of written responses and comments by a group of 48 U.S. pilots of their difficulties in international operations who met with interviewers to discuss their language experiences flying into countries where English may or may not be the local or national language among its radio operators, controllers, and pilots. In this report, the pilots’ responses to questions 31-38 and their comments from discussions of those questions with interviewers are presented as a compiled narrative. The pilots’ responses had nine major thrusts: (1) Traveling into non-native English-speaking countries can be a positive learning experience leading to professional growth and development; (2) English-language proficiency varies from country to country and individual to individual; however, problems occur everywhere; (3) Hearing multiple languages on the radio restricts situational awareness and diminishes pilots’ expectations as information derived from the party line decreases; (4) Radio protocol is lost in a multilingual environment; (5) Whenever communication problems occur, flight deck operations slow down as the flight crew diverts attention away from other tasks, so more of their attention is directed to listening to what the controller said; (6) Communicating with non-native English-speaking controllers requires more effort and concentration to ensure the intent of the controller’s transmission is understood; (7) When off-normal events arise, controllers have difficulty communicating in Common English, and pilots have difficulty understanding them; (8) Voice characteristics contribute to intelligibility and the ease with which pilots and controllers understand each other; and (9) Advanced avionics such as TCAS/CDTI, FMS, and CPDLC/DataCom offer possible solutions to the language barrier. KW - Air traffic control KW - Airline pilots KW - Aviation safety KW - Comprehension KW - English language KW - International transportation KW - Language KW - Proficiency KW - Voice communication UR - U.S. Airline Transport Pilot International Flight Language Experiences, Report 3: Language Experiences in Non-Native English-Speaking Airspace/Airports UR - https://trid.trb.org/view/919966 ER - TY - RPRT AN - 01159589 AU - Scullion, Tom AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Balanced Mix Design Report for Lufkin's Crack Attenuating Mix (CAM) PY - 2010/05//Technical Report SP - 14p AB - Crack Attenuating Mix (CAM) designs are made according to the volumetric procedure defined in Special Specification 3109 (now 3165) where the optimal asphalt content (OAC) is computed as that which achieves 98 percent of the maximum density at 50 gyrations of Superpave Gyratory Compactor. Samples at the proposed OAC are then molded to 93 percent density and then subjected to performance testing in the Hamburg Wheel tracker and Overlay tester. A design was performed for the CAM mix to be placed on BUS 59 in Lufkin and using the specified procedure an optimum asphalt content of 8.3 percent PG76-22 was determined. This material was placed in the summer of 2008. In this study an alternative mix design procedure was evaluated. In the balanced mix design procedure the performance tests are first run at several different asphalt contents, and an acceptable range of asphalt contents is identified where both the rutting and cracking criteria are met. An optimum asphalt content is then defined within the acceptable range, and volumetric checks are then made as the final step. Using this procedure the acceptable range of asphalt contents was defined to be between 7.0 and 8.0 percent (the upper limit tested in the balance mix design procedure). An optimum of 7.5 percent PG76-22 was proposed with the balanced mix design approach, substantially lower than that found with the current volumetric procedure. No acceptable design could be achieved with a PG70-22 binder. KW - Asphalt content KW - Asphalt mixtures KW - Cracking KW - Lufkin (Texas) KW - Mix design KW - Overlays (Pavements) KW - Performance tests KW - Rutting UR - http://tti.tamu.edu/documents/5-5598-01-1.pdf UR - https://trid.trb.org/view/920174 ER - TY - RPRT AN - 01159587 AU - Morgan, Curtis A AU - Sperry, Benjamin R AU - Warner, Jeffery E AU - Protopapas, Annie A AU - Borowiec, Jeffrey D AU - Higgins, Laura L AU - Carlson, Todd B AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Potential Development of an Intercity Passenger Transit System in Texas – Final Project Report PY - 2010/05//Technical Report SP - 208p AB - This report describes the findings of a research study of the potential for development of an intercity rail and express bus system in the state of Texas. Rather than focus on regional commuter or light rail systems radiating from urban areas, this project examined long distance intercity and interregional corridors to determine which are most likely to need additional intercity travel capacity in the coming decades. Specific corridor characteristics for 18 intercity corridors were examined. Ranking of the corridors based upon these characteristics identify those that may need added intercity transit capacity in the future. The underlying analysis of corridors is based upon several factors related to: current and future population and demographic projections along 18 intercity corridors in the state; projected future demand based upon forecasts by the Texas State Demographer and other state agencies; and current transportation network capacity and routes for intercity highway, bus, air, and rail travel. A preliminary concept plan was developed during the first year of the project, and the second year focused on determination of potential costs and benefits of implementing the concept plan or individual system components along each corridor. KW - Benefits KW - Bus transportation KW - Costs KW - Forecasting KW - Intercity passenger rail KW - Intercity travel KW - Needs assessment KW - Population forecasting KW - Rail transit KW - Texas KW - Transportation system capacity KW - Travel demand UR - http://tti.tamu.edu/documents/0-5930-2.pdf UR - https://trid.trb.org/view/920185 ER - TY - RPRT AN - 01159586 AU - Willard, Raymond G AU - Morin, James R AU - Tang, Oai K AU - Washington State Department of Transportation AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Assessment of Alternatives in Vegetation Management at the Pavement Edge PY - 2010/05//Final Research Report SP - 122p AB - The Washington State Department of Transportation (WSDOT) has historically maintained a bare ground strip (formerly referred to as Zone 1) along most state highway pavement edges with the use of non-selective herbicides. However, many other state DOTs and county road maintenance organizations do not maintain a bare-ground strip on all road shoulders. WSDOT solicited the assistance of the University of Washington in conducting a preliminary study on what other state and county departments of transportation were doing and experiencing in managing vegetation at the edge of pavement. Initial study concluded that there were a variety of methods being applied in management of vegetation at the pavement edge, but very little documented data on costs and results. This report is a follow-up to the 2005 University of Washington study, documenting the costs, outcomes and recommendations resulting from 43 individual case studies on Washington State highways between the years of 2006 and 2009. Alternative approaches are grouped into five categories: Managed Vegetation up to the Edge of Pavement, Pavement Edge Design, Cultivation, Weed Barriers, and Non-Selective Herbicides. The first two categories are focused on a vegetated treatment at pavement edge, while the last three describe various methods of providing a nonvegetated pavement edge. Both of these conditions are now referred to as a Zone 1 treatment. KW - Case studies KW - Costs KW - Cultivation KW - Herbicides KW - Pavement edge KW - Roadside KW - Vegetation control KW - Washington (State) KW - Weed control UR - http://www.wsdot.wa.gov/research/reports/fullreports/736.1.pdf UR - https://trid.trb.org/view/920146 ER - TY - RPRT AN - 01159585 AU - Buth, C Eugene AU - Williams, William F AU - Brackin, Michael S AU - Lord, Dominique AU - Geedipally, Srinivas R AU - Abu-Odeh, Akram Y AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Analysis of Large Truck Collisions with Bridge Piers: Phase 1. Report of Guidelines for Designing Bridge Piers and Abutments for Vehicle Collisions PY - 2010/05//Technical Report SP - 186p AB - The American Association of State Highway and Transportation Officials (AASHTO) Load and Resistance Factor Design (LRFD) Bridge Design Specifications require that “abutments and piers located within a distance of 30.0 ft of the edge of the roadway, or within a distance of 50.0 ft to the centerline of a railway track, shall be designed for an equivalent static force of 400 kip…” Magnitude of the design force (400 kip) was established from data available at the time the LRFD specification was prepared. Supporting documentation for this design requirement, both its applicability and magnitude of the design force, was not extensive. Further detailed guidance for the design engineer is not available. The objective of this research effort is to address the following two questions: 1. What risks warrant application of this requirement? 2. Is the magnitude of design force (400 kip) appropriate? This is a report of work performed under Phase 1 of this multi-state pooled funds project. KW - AASHTO LRFD Bridge Design Specifications KW - Bridge abutments KW - Bridge design KW - Bridge piers KW - Crashes KW - Guidelines KW - Heavy duty trucks KW - Load and resistance factor design KW - Trucks UR - http://tti.tamu.edu/documents/9-4973-1.pdf UR - https://trid.trb.org/view/920182 ER - TY - RPRT AN - 01159572 AU - Earsom, Stephen AU - Hallett, Robert AU - Perrone, Theresa AU - Poe, Carson AU - Greenfield, Maggie AU - Federal Highway Administration AU - Volpe National Transportation Systems Center TI - Estimated Land Available for Carbon Sequestration in the National Highway System PY - 2010/05//Final Report SP - v.p. AB - The potential for land managers to generate revenue from biological carbon sequestration through sustainable forestry and replacing traditional ground cover with native grasses was the genesis of the Federal Highway Administration (FHWA) Carbon Sequestration Pilot Program (CSPP). Federal statutes allow state Departments of Transportation (DOTs) to generate revenue from their land holdings. Since DOTs must retain unused buffers in their right-of-way (ROW) for safety, operations, and maintenance purposes, FHWA recognized that an opportunity might exist to shape the future of a burgeoning ecosystem service market. The National Highway System (NHS) is approximately 163,000 miles of roadway consisting of the Interstate Highway System and other roads important to the nation's economy, defense, and mobility. The NHS includes only 4% of the nation's roads but carries more than 40% of all highway traffic, 75% of heavy truck traffic, and 90% of tourist traffic. In 2007, approximately 69% of the NHS was classified as being located in rural areas. FHWA developed the CSPP to assess whether a roadside carbon sequestration effort on the NHS through modified maintenance and management practices is appropriate and feasible for DOTs when balanced against the economic and ecological uncertainties. The goals of the pilot were to: (1) Develop estimates of the amount of revenue that DOTs could earn if they undertook such a effort using native vegetation; (2) Determine the cost-effectiveness of a similar effort on a national scale; and, (3) Create decision support tools that DOTs could use to determine the efficacy of programs in their states. This paper addresses the first two purposes, refining a coarse estimate of the unpaved NHS ROW available for carbon sequestration that FHWA had made when establishing the merits of a pilot program. Results from the analysis include more accurate estimates of several variables for each state and for the nation as a whole, including: Total acres of ROW owned in fee simple; Total acres of unpaved ROW; Total acres of paved ROW; Total acres of ROW in woody vegetation; Total acres of ROW in grassland; and Total acres of ROW that could be converted to native woody vegetation. An approximation of the carbon currently sequestered in NHS ROW is also presented. It should be noted that estimates here for the amount of land that could be converted to management for carbon sequestration constitute an upper bound. Net availability will undoubtedly be less, due to considerations for safety, operations, and maintenance. The findings can inform leadership at DOTs that are considering the implications of future climate change legislation and the transportation reauthorization bill or that might independently want to evaluate the cost effectiveness of using highway ROW for carbon sequestration and carbon offset trading. KW - Carbon sequestration KW - Carbon Sequestration Pilot Program KW - Climate change KW - Cost effectiveness KW - National Highway System KW - Native plants KW - Revenues KW - Right of way (Land) KW - State departments of transportation UR - http://www.fhwa.dot.gov/hep/climate/carbon_sequestration/index.htm UR - https://trid.trb.org/view/920098 ER - TY - RPRT AN - 01159365 AU - McMullen, B Starr AU - Monsere, Christopher M AU - Oregon Department of Transportation AU - Oregon Transportation Research and Education Consortium AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Freight Performance Measures: Approach Analysis PY - 2010/05//Final Report SP - 135p AB - This report reviews the existing state of the art and also the state of the practice of freight performance measurement. Most performance measures at the state level have aimed at evaluating highway or transit infrastructure performance with an emphasis on passenger transportation. Freight performance measurement ultimately requires evaluation of performance of the entire freight transportation system, which includes highways, waterways, rail, air, and modal connections. This requires considerable expansion of thinking beyond the traditional focus of state Departments of Transportation (DOTs) on highway performance. This project builds upon past and current work in the area of freight performance measurement and incorporates recent literature on the development of these measures. A thorough review of state practices is conducted by surveying state DOT web sites and reporting on the measures most frequently recommended and used by individual states for planning purposes. The emphasis is on the application of performance measures to freight transportation, and the usefulness and limitations of these measures are discussed. Recommendations are made for potential freight performance measures for each freight mode (air, rail, trucking, and water/marine), including initial information on data availability, validity, and feasibility, given existing data for Oregon. Future research needs discussed include additional data collection and development required to support performance measures, what is needed to track system performance changes over time, and testing of measures for their sensitivity and usefulness for policy and decision-making. KW - Freight transportation KW - Literature reviews KW - Metrics (Quantitative assessment) KW - Oregon KW - Performance measurement KW - State departments of transportation KW - State of the art KW - State of the practice KW - Surveys UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/Freight_Performance_Measures.pdf UR - https://trid.trb.org/view/919923 ER - TY - RPRT AN - 01159358 AU - McCormack, Edward AU - Ma, Xiaolei AU - Klocow, Charles AU - Curreri, Anthony AU - Wright, Duane AU - TransNow, Transportation Northwest AU - Washington State Department of Transportation AU - Research and Innovative Technology Administration TI - Developing a GPS-Based Truck Freight Performance Measure Platform PY - 2010/05//Final Research Report SP - 69p AB - Although trucks move the largest volume and value of goods in urban areas, relatively little is known about their travel patterns and how the roadway network performs for trucks. Global positioning systems (GPS) used by trucking companies to manage their equipment and staff and meet shippers’ needs capture truck data that are now available to the public sector for analysis. The Washington State Department of Transportation (WSDOT), Transportation Northwest (TransNow) at the University of Washington (UW), and the Washington Trucking Associations (WTA) have partnered on a research effort to collect and analyze GPS truck data from commercial, in-vehicle, truck fleet management systems used in the central Puget Sound region. The research project is collecting commercially available GPS data and evaluating their feasibility to support a state truck freight network performance monitoring program. WSDOT is interested in using this program to monitor truck travel times and system reliability, and to guide freight investment decisions. This report discusses the steps taken to build, clean, and test the data collection and analytic foundation from which the UW and WSDOT will extract network-based truck performance statistics. One of the most important steps of the project has been to obtain fleet management GPS data from the trucking industry. Trucking companies approached by WSDOT and the UW at the beginning of the study readily agreed to share their GPS data, but a lack of technical support from the firms made data collection difficult. The researchers overcame that obstacle by successfully negotiating contracts with GPS and telecom vendors to obtain GPS truck reads in the study region. The next challenge was to gather and format the large quantities of data (millions of points) from different vendors’ systems so that they could be manipulated and evaluated by the project team. Handling the large quantity of data meant that data processing steps had to be automated, which required the development and validation of rule-based logic that could be used to develop algorithms. KW - Algorithms KW - Data collection KW - Decision making KW - Fleet management KW - Freight transportation KW - Global Positioning System KW - Information processing KW - Motor carriers KW - Performance measurement KW - Puget Sound Region KW - System reliability KW - Travel patterns KW - Travel time KW - Trucking KW - Urban areas UR - http://www.wsdot.wa.gov/research/reports/fullreports/748.1.pdf UR - http://ntl.bts.gov/lib/33000/33000/33033/TNW2010-02.pdf UR - https://trid.trb.org/view/919920 ER - TY - RPRT AN - 01159285 AU - Hanna, Refaat AU - National Highway Traffic Safety Administration AU - National Center for Statistics and Analysis TI - Children Injured in Motor Vehicle Traffic Crashes PY - 2010/05//NHTSA Technical Report SP - 27p AB - This study analyzes the incidence rates of incapacitating injuries as well as the commonly injured body regions among children under 8 years old involved in motor vehicle traffic crashes. This study provides a statistical analysis of two different databases: the National Automotive Sampling System (NASS) General Estimates System (GES) for 1999 to 2008 and the National Trauma Data Bank-National Sample Project (NTDB-NSP) for 2003 to 2007. This analysis indicates that use of child safety seats is effective in reducing the incidence rates of incapacitating injuries for the three age groups and in any crash type. The analysis indicates that children involved in rollover crashes had the highest incidence rates of incapacitating injuries. In rollover crashes, the estimated incidence rate of incapacitating injuries among unrestrained children was almost three times that for restrained children. In near-side impacts, unrestrained children were eight times more likely to sustain incapacitating injuries than children restrained in child safety seats. Head injuries were the most common injuries sustained by children in motor vehicle crashes. Children under 1 year old had higher incidence rates of head injuries than the other two age groups. Similar to head injuries, children under 1 had higher incidence rates of thoracic injuries than the other two age groups. Cerebrum injuries (contusions or lacerations) were the most common type of head injuries among all children included in the analysis. Concussion and unconsciousness were more common among children under 1 year old than the other two age groups. Skull base fractures were more common among children 1 to 3 and 4 to 7 years old than children under 1. Children under 1 were more likely to sustain rib fractures than the other two age groups. On the other hand, lung injuries (contusions or lacerations) were more common among older children than children under 1 year old. KW - Child restraint systems KW - Children KW - Crash injuries KW - Crashes KW - General Estimates System KW - Head KW - Infants KW - National Automotive Sampling System KW - National Trauma Data Bank KW - Rollover crashes KW - Side crashes KW - Statistical analysis KW - Thorax KW - Traffic crashes UR - http://www-nrd.nhtsa.dot.gov/Pubs/811325.PDF UR - https://trid.trb.org/view/919866 ER - TY - RPRT AN - 01158408 AU - Hard, Edwin N AU - Bochner, Brian S AU - Li, Yingfeng AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Guidebook on Preserving the Functionality of State Highways in Texas PY - 2010/05 SP - 38p AB - The purpose of this project was to identify the sources of deterioration of state highway functionality that occur over time and what actions can be taken to preserve, recover, and enhance functionality. Congestion and operational problems slow traffic, resulting in wasted fuel and time. Safety problems endanger goods and people and poor pavement can affect both travel speed and safety. In light of this, it is important that functionality be considered in all stages of a highway’s lifecycle and that it be protected, preserved, and where possible enhanced during the course of planning, growth and development, operations, and maintenance. This report provides guidelines through an extensive list of actions for how the Texas Department of Transportation (TxDOT), metropolitan planning organizations, local jurisdictions, and other transportation stakeholders and agencies can protect, preserve, and enhance the functionality of the state highway system. It represents product P1 of TxDOT research project 0-6208, Preserving Functionality/Asset Value of the State Highway System. Relative to the full 0-6208-1 research report, this document is intended to serve as a reference document. KW - Asset management KW - Functionality KW - Guidelines KW - Handbooks KW - Highway capacity KW - Highway maintenance KW - Highway operations KW - Highway planning KW - Highway safety KW - State highways KW - Texas UR - http://tti.tamu.edu/documents/0-6208-P1.pdf UR - https://trid.trb.org/view/919028 ER - TY - RPRT AN - 01354546 AU - Boile, Maria P AU - Theofanis, Sotirios AU - Betak, John AU - O'Connor, Stephen AU - Schneider, David AU - Center for Advanced Infrastructure and Transportation AU - Federal Transit Administration TI - A Cooperative Agreement to Evaluate and Compare Federal Formula Grant Programs PY - 2010/04/30/Final Report SP - 158p AB - The U.S. Federal Transit Administration (FTA) is undertaking efforts to improve its grant award, management and evaluation activities. This report presents the outcomes of a project aimed at assisting the FTA to move in this direction. The objectives of the project are to provide FTA with actionable steps for improving their formula grant programs in terms of the internal processes for developing, approving and administering grants that support providing excellent public transportation service, improve the performance of transit operations and systems, and lead to more fact-based, empirically-framed sets of FTA decisions about its programs and the impacts upon the ultimate recipients of those programs. To meet these objectives, other Federal government agencies' processes for awarding, managing and evaluating comparable grant programs have been reviewed to identify best practices. An assessment of how other Federal domestic formula, project and direct grant programs compare with selected FTA formula grant programs targeted for specific recipients, management processes for grant awarding, on-going oversight, post-award grant management, specific outcomes with respect to achievement of identified milestones and the performance measures used to evaluate grant program outputs and outcomes has been performed. A set of criteria for selecting comparison programs from other Federal government agencies was developed. KW - Administration KW - Awards KW - Evaluation and assessment KW - Grant aid KW - Grant selection KW - Oversight KW - Public transit KW - U.S. Federal Transit Administration UR - https://trid.trb.org/view/1118137 ER - TY - RPRT AN - 01167138 AU - Lee, K Wayne AU - Gundapuneni, Satish Kumar AU - Singh, Ajay AU - University of Rhode Island, Kingston AU - Rhode Island Department of Transportation AU - Federal Highway Administration TI - Effects of Asphalt Binder Grade on the Performance of Rhode Island Hot-Mix Asphalt PY - 2010/04/30/Final Report SP - 62p AB - The primary objective of the present study was to formulate guidelines to select an appropriate asphalt binder grade to produce high performance Hot Mix Asphalt (HMA) in Rhode Island (RI). Three different Performance Grade (PG) asphalt binders were used: PG64-28, 70-28 and 76-28. A series of volumetric mix designs utilizing the Superpave mix design process were performed. An automatic Asphalt Pavement Analyzer (APA) was acquired, to predict the performance of HMA specimens fabricated with RI asphalt binders and mineral aggregates. HMAs used in the study were dense graded asphalt mixes and wearing course mixes, i.e., dense graded friction mixes and a Paver Placed Elastomeric Surface Treatment (PPEST). Dense graded mixes studied were the RI Class I-1 surface course and Superpave mixes using Bailey gradations. APA test results indicated that asphalt binders with higher temperature grades would reduce rutting, but it should be observed to have good cracking resistance in the field. Interestingly, HMA specimens with PG76-28 binder did not produce less rutting than the PG70-28 specimens. Also, it has been observed that HMA with crushed fine aggregate had less rutting than the mixes with natural sand. It is believed that low temperature cracking occurs when the stress due to temperature change is higher than the tensile strength of the mixes. It was found that mixes with PG64-28 binder exhibited the lowest tensile strength. However, HMA specimens with PG76-28 did not provide higher strength than mixes with PG70-28. In addition, there were no significant differences in tensile strength between specimens prepared with crushed fine aggregates and natural sands. It was also observed that the specimens prepared at Optimum Binder Content (OBC) provided highest tensile strengths compared to the ones with other binder contents. The outcome of the study will provide the RI Department of Transportation and contractors with guidelines to select proper asphalt binders for HMAs. Thus, the pavement will have fewer premature distresses and will last longer. Consequently, it will reduce maintenance and rehabilitation costs, and will allow repaving of more miles. KW - Asphalt mixtures KW - Bituminous binders KW - Hot mix asphalt KW - Mix design KW - Pavement performance KW - Rhode Island KW - Superpave UR - http://www.uri.edu/cve/ritrc/10BinderReportSMBKWL4-30BEKWL5-24.doc UR - https://trid.trb.org/view/926151 ER - TY - RPRT AN - 01159488 AU - Gutierrez, Juan J AU - Vallejo, Luis E AU - Lin, Jeen-Shang AU - University of Pittsburgh AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - A Study of Highway Subsidence Due to Longwall Mining Using Data Collected From I-79 PY - 2010/04/30/Final Report SP - 429p AB - Longwall mining is a common underground coal extraction technique in Appalachia. The extraction takes the form of panels whose width and length can reach approximately 1450 ft and 13000 ft; the coal seam thickness is roughly about 7.0 ft. Typical mine depth ranges from 640 ft to 830 ft. Longwall panels were mined underneath highway I-79 in the Cumberland and Emerald mines in southwestern Pennsylvania, causing large subsidence in the range of 4.5 ft to 5.5 ft that affected traffic safety and could have potentially damaged highway structures such as pavements, culverts, and bridge abutments. Mining under the highway prompted the close monitoring by the Pennsylvania Department of Transportation of the impact of mining on the highway sections above the mines. A substantial amount of data was collected that formed the basis of this work. The data included time series of surveying data and inclinometer data in selected points. With the aid of a genetic algorithm, a three dimensional subsidence model was developed. The model gives the spatial and temporal distribution of surface subsidence in terms of the depth of mining, the panel width, the thickness of extraction, and the location relative to the face of the panels. A FEM model was developed in order to better understand the mechanisms of subsidence. The results of both empirical and numerical modeling are presented. KW - Appalachia KW - Coal mining KW - Data collection KW - Finite element method KW - Genetic algorithms KW - Mathematical models KW - Monitoring KW - Pennsylvania KW - Subsidence (Geology) KW - Traffic safety UR - http://www.dot7.state.pa.us/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Operations/Highway%20Subsidence%20Due%20to%20Longwall%20Mining.pdf UR - https://trid.trb.org/view/920048 ER - TY - RPRT AN - 01156894 AU - Research and Innovative Technology Administration TI - Achieving the Vision: From VII to IntelliDrive PY - 2010/04/30/Policy White Paper SP - n.p. AB - This white Paper traces the strategic evolution of the U.S. Department of Transportation’s (DOT’s) plans for IntelliDriveSM research. As this White Paper was being written, in Spring 2010, DOT was embarking on the ITS Strategic Research Plan, 2010-2014 - IntelliDrive research comprises a major portion of the research program. Launched in the mid 1990s, with roots stemming back to earlier DOT research in the 1960s, the U.S. DOT ITS Program adapts emerging technology innovations to the needs of the surface transportation community. The ITS Program initially focused on applying processes and technologies that had been developed by the defense community - such as surveillance technologies and systems engineering - to transportation systems. In the early 2000s, it became apparent to the DOT ITS Program and its partners that the interaction between vehicles (Vehicle to Vehicle or V2V) and between vehicles and the roadway (Vehicle to Infrastructure or V2I) held tremendous potential to address the highway safety problem and other difficult transportation challenges. Building from earlier ITS research, DOT launched the Vehicle-Infrastructure-Integration (VII) Program in 2003. The VII vision was to use wireless communication with and between vehicles to achieve dramatic safety and mobility improvements. The VII program was rebranded as IntelliDriveSM in January 2009. KW - Highway safety KW - IntelliDrive (Program) KW - Intelligent transportation systems KW - Vehicle infrastructure integration KW - Vehicle to infrastructure communications KW - Vehicle to vehicle communications KW - Wireless communication systems UR - http://152.122.41.186/connected_vehicle/508/Library/Library-Policy-Reports/White%20Paper%20-%20From%20VII%20to%20IntelliDrive%20_04_28_10_final.htm UR - https://trid.trb.org/view/916528 ER - TY - RPRT AN - 01474041 AU - Utah Department of Transportation AU - HDR Engineering, Incorporated AU - Federal Highway Administration TI - Wetland Assessment Methodology: Technical Report 8 in support of the Environmental Impact Statement: West Davis Corridor Project PY - 2010/04/29/Technical Report 8 SP - 20p AB - The Federal Highway Administration, in cooperation with the Utah Department of Transportation, is in the process of preparing an Environmental Impact Statement (EIS) on a proposed action to address projected transportation demand in western Davis and Weber Counties, Utah. Alternatives to be considered include: 1. Taking no action (no-build); 2. Transportation system management; 3. Build alternatives for various modes of transportation; and 4. Other alternatives identified during the study process. The West Davis Corridor EIS wetland study area, which is smaller than the overall project study area, covers about 15,646 acres (about 24.5 square miles) on the west side of Interstate 15 (I-15) from Centerville north to Marriott-Slaterville. As part of the EIS, direct, indirect, and cumulative impacts to wetland resources will be evaluated. KW - Davis County (Utah) KW - Environmental impact analysis KW - Environmental impact statements KW - Evaluation and assessment KW - Travel demand KW - Weber County (Utah) KW - Wetlands UR - http://utah.ptfs.com/awweb/awarchive?type=file&item=56855 UR - http://www.udot.utah.gov/westdavis/uploads/doc_pdf/Documentation_EIS_WetlandAssessmentMethodology.pdf UR - https://trid.trb.org/view/1243693 ER - TY - ABST AN - 01566749 TI - Superpave Regional Center, Southeastern Region AB - Several short-term and long-term objectives of the Southeastern Superpave Center are listed below. Several objectives deal with evaluating recently developed performance test equipment and conducting research to address materials and tests issues. Objectives of the Center are: (1) Conduct training in regard to Superpave binders, mix design, and performance testing, and provide training on special topics as requested by participating agencies; (2) Perform research, both cooperatively and agency-specific, sponsored by members of the pooled-fund; (3) Perform precision and bias testing for asphalt-related performance test equipment; (4) Conduct noise studies in an effort to develop quieter pavements; (5) Perform forensic evaluations on materials or projects that have experienced premature distress; (6) Prepare and give presentations and reports of research activities at local, state, and national meetings when invited; (7) Prepare research articles of regional and national interest; (8) Support agency personnel who attend regional and national meetings for the purpose of technology transfer or participation in special committees or task force groups; and (9) Work in close association with the Southeastern Asphalt User/Producer Group to promote technology transfer from research to implementation. KW - Asphalt mixtures KW - Asphalt pavements KW - Materials tests KW - Pavement performance KW - Regional centers KW - Research and educational facilities KW - Southeastern United States KW - Superpave UR - http://www.pooledfund.org/Details/Study/456 UR - https://trid.trb.org/view/1358405 ER - TY - RPRT AN - 01491279 AU - DeZort, Neil AU - Western Transportation Institute AU - Research and Innovative Technology Administration TI - Developing a Crash Prediction Model for Deer-Vehicle Collisions PY - 2010/04/28 SP - 33p AB - The information on the locations where deer-vehicle collisions are likely to occur is of great use to transportation safety officials. Knowing the relationship between average daily traffic, deer population density, and deer-vehicle collisions will allow officials to identify the locations of greatest concern so they can implement mitigation techniques with increased success. This study is the first to specifically investigate the joint relationship in an attempt to create a crash prediction model that will estimate the number of deer-vehicle collisions a roadway segment will experience based on the combination of traffic volumes and deer population density. Data were collected from the Montana Department of Transportation and Montana Fish, Wildlife, and Parks and used to develop several models that attempted to identify a relationship. These models were then analyzed using statistical tests to see if the models were statistically significant. The models showed, based on Montana data, that the deer population surrounding a roadway segment does not have a significant effect on the number of deer-vehicle collisions observed when used in a model combined with the average annual daily traffic. These results suggest that perhaps when a deer population stays within a certain range, the crash rate depends solely on the traffic volume observed. Understanding the relationship between average annual daily traffic, deer population, and the number of collisions observed will help transportation safety officials create a driving environment that is safer for the motorists using a road network. KW - Average daily traffic KW - Crash rates KW - Crash risk forecasting KW - Deer KW - Montana KW - Traffic volume UR - http://www.coe.montana.edu/ce/patm/pubs/files/2010dezort.pdf UR - https://trid.trb.org/view/1257428 ER - TY - ABST AN - 01463572 TI - LTPP Weigh-in-Motion Field Calibrations and Validations AB - A core objective of the Long-Term Pavement Performance (LTPP) Specific Pavement Study (SPS) is to understand and quantify the relationship between pavement performance, truck volumes, and axle loadings. The objective of this project is to improve the quality and increase the quantity of monitored traffic data (volumes, classifications, and weights) at the SPS-1, -2, -5, -6, and -8 test sites. There are a total of 64 SPS-1, -2, -5, and -6 test sites and 20 SPS-8 sites throughout North America. This multi-year study will attempt to collect research quality data by installing a Bending Plate, Load Cell, or Quartz Sensor at as many of these SPS sites as economically possible. For the purpose of this study, research quality data is defined to be at least 210 days of data (in a year) of known calibration meeting LTPP's precision requirements for steering and tandem axles, gross vehicle weight, speed, and axle spacing. This is a two-phase project that runs concurrently. This contract represents Phase I and it involves performing annual field calibrations and validations of Weigh-in-Motion systems according to LTPP field procedures. Information on the Phase II activities for this project can be found under the title “Installation, Maintenance and Repair of Weigh-in-Motion Systems at LTPP Sites.” KW - Axle loads KW - Calibration KW - Gross vehicle weight KW - Load cells KW - Long-Term Pavement Performance Program KW - Pavement design KW - Pavement performance KW - Specific Pavement Studies (LTPP) KW - Traffic data KW - Traffic volume KW - Truck traffic KW - Weigh in motion UR - https://trid.trb.org/view/1231798 ER - TY - ABST AN - 01463236 TI - Evaluation of the Quality-Related Specification Software (QRSS) Version 1.0 AB - NCHRP Project 9-22 developed a performance-related specification for hot mix asphalt (HMA) construction named the Quality Related Specification Software (QRSS) using pre-solved solutions of the Mechanistic-Empirical Pavement Design Guide (MEPDG) for permanent deformation, fatigue cracking, and thermal cracking. The QRSS is stand-alone software for the Microsoft Windows operating system; it integrates prediction of distress and International Roughness Index (IRI) with all necessary data input and output capabilities needed to compare the performance and service life of as-designed and as-built HMA pavements and calculate pay factors from service life differences. The objectives of this research are to (1) evaluate the QRSS Version 1.0 with quality assurance (QA) data obtained from state departments of transportation (DOTs) and (2) compare QRSS results obtained with various levels and types of measured mix volumetric and performance data. KW - Deformation KW - Fatigue cracking KW - Hot mix asphalt KW - International Roughness Index KW - Mechanistic-Empirical Pavement Design Guide KW - Quality assurance KW - Road construction KW - Service life KW - Software UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2998 UR - https://trid.trb.org/view/1231461 ER - TY - ABST AN - 01464577 TI - Long-Term Roadside Crash Data Collection Program AB - Roadside crashes account for 35 percent of the fatalities on the nation's highways. Safety professionals have strived to address this problem and have had some success. Continued improvement in roadside safety will depend on improved understanding of the conditions that lead to injuries and fatalities during ran-off-road crashes. There is a fundamental need to collect better and more detailed information about crashes into roadside objects and the conditions under which they occurred. Data related to roadside crashes are primarily obtained from police accident reports, but these reports lack the details needed for analyses of ran-off-road crashes, such angle of impact, impact speed, vehicle damage, type of object struck, roadway geometry, roadside features, driver behavior, and occupant injuries. Where fatalities occur, additional data are gathered to make an entry into the Fatal Accident Reporting System (FARS), but this reporting also falls short in level of detail needed. The Highway Safety Information System (HSIS) developed by the FHWA provides additional data for roadside crashes by linking crash, roadway inventory, and traffic data. This system only includes data from eight states and it is limited to the data that is gathered by the individual states, thus making comparison of data across several states difficult. In-service evaluations and research studies provide some additional data about roadside crashes, but the number of cases is very small. The National Automotive Sampling System (NASS) Crashworthiness Data Subsystem (CDS) collects detailed information on vehicles and occupants for a strategically selected sample of crashes across the country. This data collection system was designed to provide information regarding vehicle safety performance during real-world crashes and it has proven to be very valuable for developing vehicle countermeasures to reduce the risk of injury and fatality in multi-vehicle crashes. However, the NASS CDS program collects very little data on the roadway, roadside, and safety features at the site of ran-off-road crashes. Some recent research studies have supplemented the NASS data for selected roadside crashes to gather more of the needed data, but the sample sizes have been small, which consequently limits the potential for analyses. One recent study is NCHRP Project 17-22, the objective of which is to identify distributions of impact conditions, including speed, angle, and vehicle orientation, of serious injury and fatal ran-off-road crashes. The study gathered supplemental roadway and roadside data on 388 NASS CDS cases from years 2000 and 2001 and the crashes were reconstructed to estimate the impact conditions. While the study is still ongoing, preliminary results provided critical information on impact conditions that helped in the formulation of the test conditions in the update of NCHRP Report 350 crash testing guidelines. The data has also provided further insight into encroachment conditions and appropriate guardrail runout lengths. Based in large part on the additional support provided by the 17-22 data, AASHTO's Technical Committee on Roadside Safety is expected to soon adopt new guardrail length guidelines that will reduce the total costs of ran-off-road crashes and guardrail construction costs. Project 17-22 has also begun to identify the nature of longitudinal barrier crashes that lead to serious injury and fatality. Although still based upon anecdotal data, findings indicate that most fatal barrier crashes involve either vehicle rollover or high-angle redirections that lead to secondary crashes. If sufficient data become available, the identification of impact conditions that lead to this undesirable barrier performance will be possible and developers will be able to design new barriers that can significantly reduce the annual toll of approximately 1500 fatal crashes where striking a longitudinal barrier is the first harmful event. Similar studies can be undertaken for other types of roadside safety hardware and geometric features. Project 17-22 has also undertaken efforts to incorporate the data gathered in NCHRP Project 17-11 and the FHWA rollover study to increase the size of the database. It may be possible to incorporate other datasets, particularly those from new research efforts. Over time, the database will grow to several thousand crash cases that will reflect the changing fleet, road design, roadside hardware features, and traffic conditions. These data will permit identification of potential incompatibilities between vehicles and hardware that may warrant discouraging the use of some types of hardware, the need to design modifications, changes to the crashworthiness criteria, and so on. While the database from NCHRP Project 17-22 will be helpful in answering some questions, many other questions and issues remain to be addressed. For example, the data could be used to establish some of the following distributions and relationships. Identify the safety performance of all common roadside safety features to provide highway designers with more objective criteria for safety hardware selection. Develop a link between occupant compartment deformation and occupant risk in ran-off-road crashes. Quantify the occupant risk associated with partial rollovers by vehicle class. Establish a link between impact conditions and probability of injury for common safety features and roadside hazards. Identify distribution of vehicle trajectories and the effects of roadside slopes on vehicle trajectories. Identify the relationship between impact angle and crash severity for longitudinal barriers. Identify the effects of curbs, ditches, and other terrain irregularities placed in front of safety hardware on the probability of injury during a crash. Identify distributions of impact conditions, including speed, angle, and vehicle orientation, as a function of highway type or functional class. Identifying the impact conditions associated with injury and fatality for roadside features will provide hardware developers with critical information necessary for designing safer appurtenances. Further, when armed with the knowledge of the safety performance of common roadside features, highway designers will be able to select hardware systems that provide optimum safety for any given roadside situation. Many of the relationships described above would provide inputs to the development of future crash testing guidelines and to the improvement of the cost-effectiveness analysis codes, such as the Roadside Safety Analysis Program (RSAP). The improved cost-effectiveness codes would then be used to provide better assessment of issues such as guardrail runout length, flare rate, hardware performance-level selection guidelines, etc. This list of questions and issues is by no means exhaustive, but it serves to illustrate the many unanswered questions that can be addressed with in-depth crash data. The database created from the current study may provide hints to the answers for some of these questions, but the sample size and the level of detail would limit its applications. A need remains for a long-term effort to collect in-depth data on single-vehicle, ran-off-road crashes in a continuous and systematic manner. A plan for a long-term crash data collection program was also developed under NCHRP Project 17-22. The recommended approach for the long-term data collection effort is a prospective study (i.e., the cases will be sampled from new crashes) under the NASS CDS program. A subset of the cases already selected for inclusion in the NASS CDS program would be subjected to a more detailed investigation. By incorporating the data collection system in the existing NASS program, the costs of obtaining the required information is greatly reduced. Recognizing the need for such a program, the Project 17-22 panel directed the researchers to develop an implementation plan for a long-term data collection effort. The implementat KW - Crash data KW - Crash risk forecasting KW - Crashworthiness KW - Data collection KW - Ran off road crashes KW - Risk assessment KW - Roadside hazards UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1637 UR - https://trid.trb.org/view/1232808 ER - TY - ABST AN - 01464204 TI - Estimating Bicycling and Walking for Planning and Project Development AB - The need for robust methods that can accurately measure bicycle and walking activity has long been recognized, particularly in relation to land use. Many planning agencies are trying to assess the potential for smart growth and other land use options to increase bicycling and walking and reduce motor vehicle use. There is a substantial lack of credible bicycle and walking data. Existing national data sources document a particular segment of bicycling or walking trips (e.g., U.S. Census Journey-to-Work data) or document all bicycling or walking trips at large geography such as state or aggregations of metropolitan areas (e.g., the National Household Travel Survey or other household travel surveys). However, there is a lack of consistent methodologies to understand bicycling and walking activity, and relationships to demographic, social, and physical factors are not well understood. Consistent methodologies and credible data would enhance local and regional planning to evaluate bicycle and pedestrian needs. The objective of this research is to prepare a guidebook for practitioners on estimating and forecasting bicycling and walking activity. The guidebook will include transferable methods for practitioners working on regional-, corridor-, and project-level analysis to estimate and forecast bicycling and walking activity in relation to transportation infrastructure characteristics, land use, topography, weather/climate, and socio-demographic characteristics. KW - Bicycle travel KW - Bikeways KW - Cyclists KW - Economic benefits KW - Health benefits KW - Land use planning KW - Mixed use development KW - National Household Travel Survey KW - Nonmotorized transportation KW - Pedestrian areas KW - Pedestrian movement KW - Public transit KW - Smart growth KW - Transit operating agencies KW - Transit oriented development KW - Travel surveys UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2707 UR - https://trid.trb.org/view/1232432 ER - TY - ABST AN - 01464119 TI - A Transportation Guide for All-Hazards Emergency Evacuation AB - Emergency evacuations--especially of major cities--have taken on new prominence following Hurricanes Katrina and Rita. Large evacuations are not uncommon; for example, the Nuclear Regulatory Commission has documented that evacuations of 1,000-plus persons occur every 2 or 3 weeks, from diverse causes. In addition, other significant events have highlighted the need for improved, integrated evacuation planning and procedures for state and local departments of transportation (DOTs) and emergency management agencies. Most evacuation guidance is produced by state emergency management agencies. That guidance needs to be augmented with transportation specifics in order for state and local DOTs to produce viable operational plans and to provide expert technical advice within state and local Emergency Operations Centers, Transportation Management Centers, and Fusion Centers (or their equivalents) during actual events. This need has been expressed by state DOT emergency-planning personnel at USDOT-hosted exercises and in after-action reports. Research is needed to take the significant amount of completed research and documents now available and consolidate it into practical all-hazards, all-modes evacuation guidance for use at the state and local level. The objective of this research is to develop an all-hazards emergency evacuation guide for transportation and emergency management agencies that integrates the broad community of resources that are necessary to plan, train, exercise, and execute evacuations. The primary audiences are those at the state and local level who are responsible for planning (and execution or support) of an evacuation within a state, including but not limited to transportation, public safety, and emergency management. The Guide will be of interest to other entities involved in support of evacuations, including transit, paratransit, advisors on access and functional needs, fire, law enforcement, public works, and health and human services, as appropriate, to be able to mobilize evacuation resources and make well-considered tactical decisions. The Guide is designed to be applicable on a state, multi-state, or cross-jurisdictional border basis. KW - Disaster preparedness KW - Emergency evacuations KW - Emergency management KW - Evacuation KW - Guidelines KW - Handbooks KW - Hazards and emergency operations KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2607 UR - https://trid.trb.org/view/1232347 ER - TY - ABST AN - 01461550 TI - Multimodal Freight Transportation Within the Great Lakes-Saint Lawrence Basin AB - The Great Lake's Saint Lawrence Basin of the United States contains a unique transportation system with the nation's largest rail hub in Chicago; the border with our largest trading partner, Canada; a robust ports and waterways system; and an extensive highway infrastructure that all serve the major industrial and agricultural heart of the nation, as well as providing vital transportation connections to the rest of North America and the world. The economic productivity of the Basin is dependent on a well-functioning variety of transportation modes, and there has been limited investment in new transportation infrastructure, especially the marine sector. The Basin consists of eight states and two provinces, each with its own internal needs; and although there is a bi-national Great Lakes Commission, its efforts have historically focused on water quality issues. Research is needed to document the contribution of the Basin to the economic vitality of North America. The objectives of the research are to describe the current multimodal freight transportation system and its performance in the Great Lakes-Saint Lawrence Basin (i.e., Minnesota, Wisconsin, Michigan, Illinois, Indiana, Ohio, Pennsylvania, New York, Ontario, and Quebec), including the economic impact of the freight transportation system on regional, U.S., and Canadian economies, and to identify opportunities and constraints in the Basin for meeting projected freight flows.
KW - Canada KW - Economic analysis KW - Freight flow KW - Freight traffic KW - Freight transportation KW - Great Lakes Region KW - Multimodal transportation KW - Saint Lawrence River KW - United States KW - Water quality management KW - Water transportation UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2923 UR - https://trid.trb.org/view/1229769 ER - TY - ABST AN - 01464192 TI - Design Guidance for High-Speed to Low-Speed Transition Zones for Rural Highways AB - As rural and other high-speed highways approach built-up areas, there is usually a transition zone where drivers are encouraged and expected to reduce their speed to one suitable for the environment they are entering. A common example is a rural highway that passes through a small community or hamlet where 55 mph speeds are neither safe nor acceptable to the community. Design standards and policies exist for both the high-speed and low-speed environments, but differences between the two make design of the transition zone problematic. Many communities would like to use the transition zone as a gateway to the community and they often have unrealistic expectations of the magnitude of speed reduction. The design of the transition zone must attempt to meet many objectives while maintaining safety. NCHRP Project 20-05, Synthesis Topic 40-08, Effective Speed Reduction Techniques for Rural High- to Low-Speed Transitions, is summarizing known information on speed-reduction techniques for transition zones. Publication of the synthesis report is expected in early 2010, and this project will build on that effort by (1) increasing the amount of information available on the effectiveness of those techniques and (2) developing a design process for selecting appropriate techniques. The final draft of the synthesis will be provided to the contractor. Proposers should review other synthesis reports to understand the type of information that will be in the Topic 40-08 report. The objective of this research is to develop design guidance for selecting effective geometric, streetscaping, and traffic engineering techniques for transitioning from high-speed to low-speed roadways, particularly rural highways entering communities. The guidance should consider transition-zone-specific factors such as land use; community context; aesthetics; and the accommodation of trucks, parking, pedestrians, bicyclists, and public transportation services. KW - Highway safety KW - Rural areas KW - Rural highways KW - Speed reduction (Motor vehicles) KW - Superelevation KW - Traffic engineering KW - Traffic speed KW - Transition zones KW - Urban areas KW - Urban highways UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2721 UR - https://trid.trb.org/view/1232420 ER - TY - ABST AN - 01464112 TI - Methodologies to Estimate the Economic Impacts of Disruptions to the Goods Movement System AB - The goods movement system in the United States has suffered from many large-scale disruptions in the last 10 years. Examples include disruptions resulting from the terrorist events of September 11, 2001; the lockout of dock labor unions in the Ports of Los Angeles and Long Beach in 2002; infrastructure failures after Hurricane Katrina in 2005; the Baltimore rail tunnel fire in 2001; and the Midwest floods in 2008. Over the last decade, new supply chain management techniques have created demands for highly efficient delivery systems. When disruptions to the system occur, especially to critical components, they can cause significant economic damage locally, regionally, and nationally. Unfortunately, the complex interrelationship between the goods movement system and economic activity is not well understood. As such, research is needed to understand the impacts of bottlenecks and interruptions to the flow of goods through the nation's major freight corridors and intermodal connectors, the dynamics of that flow in response to disruptions, and the full economic impact on public and private entities -- beyond just the critical infrastructure and the carriers -- that depend on that flow. Such research will help to increase public understanding of the sensitivity of economic productivity to infrastructure availability, lay the groundwork for improving the resiliency of the freight transportation system, and improve the nation's ability to rapidly reconfigure the goods movement system to minimize disruptions. The objective of this research is to develop and apply one or more conceptual methodologies for identifying and estimating economic impacts, both short and long term, due to disruptions to the goods movement system. KW - Disaster preparedness KW - Economic impacts KW - Freight traffic KW - Freight transportation KW - Intermodal transportation KW - Research projects KW - Supply chain management KW - Urban goods movement UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2609 UR - https://trid.trb.org/view/1232340 ER - TY - ABST AN - 01464179 TI - Risk-Based Approach for Bridge Scour Prediction AB - Current practice for the prediction of scour depth at bridge piers and abutments uses empirical equations developed primarily from laboratory-scale studies, supplemented by limited data from field measurements. Equations for contraction scour (both clear-water and live-bed conditions) are based on an approach that combines both empirical and deterministic relationships. Additionally, the statistical analysis that was performed on the data collected from the laboratory studies and was used to create these relationships employs various statistical approaches that possibly provide more conservative results than necessary. When you also take into account the uncertainty associated with the development of key parameters used in the empirical relationships, the room for error is significant. In contrast, because of numerous advantages, bridge structural engineers, and more recently geotechnical engineers, have adopted Load and Resistance Factor Design (LRFD) which is a probabilistic approach to design. LRFD considers a probabilistic approach and allows for the possibility of assessing the level of risk associated with a given design. There is a need for the bridge scour engineer to have the option of performing scour calculations using probabilistic methods so that risk can be more appropriately assessed and the option of something other than the most conservative design considered. Current practice for determining the total scour prism at a bridge crossing involves the calculation of various scour components (e.g., pier scour, abutment scour, contraction scour, and long-term channel changes). Using the principle of superposition, the components are considered additive and the scour prism then is drawn as a single line for each frequency flood event (e.g., 50-year, 100-year and 500-year flood events). This approach does not provide an indication of the uncertainty involved in the computation of any of the additive components. Uncertainties in hydrologic and hydraulic models and the resulting uncertainty of relevant inputs (e.g., design discharge, flow duration, velocity, depth, flow direction, etc.) to the scour calculations will have a significant influence on scour prediction. To develop an overall estimate of confidence in the estimated scour magnitude, one must examine the level of confidence associated with the results of the hydrologic analysis (design discharges, flow duration, etc.), the level of confidence associated with the hydraulic analysis (depths, velocities, flow direction, etc.), and the level of confidence associated with the scour estimates (pier, abutment, contraction, long-term channel changes, etc.). Scour reliability analysis involves quantification of the uncertainties in each of these steps and then combines them in such a way that the overall estimate of confidence is known for the final prediction of scour. For the hydrologic analysis component, the desired end product could result in a probability density function (PDF) of the peak discharge. This can be done by examination of the flood flow frequency curve developed from gage records. If no gage records are available and regional regression equations are used, levels of confidence based on the results of the statistical analysis used to develop the regression equations can be used. If a single or lumped-parameter hydrologic model is used, important parameters could be identified, a PDF developed for these parameters, and a Monte Carlo simulation of these parameters could be performed to obtain the PDF of the peak discharge. The same can be performed for the hydraulic model except that the PDFs of the relevant hydraulic parameters would be developed using Monte Carlo simulations. Current practice provides an estimate of scour based on the hydrologic and hydraulic conditions associated with a specified design event (a 100- or 500-year flood, for example). The scour equations are generally understood to be conservative in nature, and have been developed as "envelope" curves for use in design. The research objective is to develop a methodology that can be used in calculating bridge scour so that the scour estimate can be linked to a probability; for example, there is a 95.0% probability that the maximum scour will be 8.3 feet or less over the life of the bridge. To achieve this objective, at a minimum the following tasks must be performed: (1) Review of existing knowledge: Some work along these lines has already been done in the area of hydrologic and hydraulic analysis. Relating the uncertainty associated with the hydrologic and hydraulic analysis to the uncertainty associated with the scour estimation techniques needs to be performed. Other disciplines where risk and reliability approaches are being integrated into engineering design also should be explored and documented by the research team (2) Identify uncertainties: This task will consist of identifying and evaluating the parameters associated with each of the various components (hydrology, hydraulics, and scour). (3) Formulate the methodology: This task will consist of combining the uncertainty associated with each of the various components (hydrology, hydraulics, and scour) into a procedure to use for scour prediction. The results of this task will ultimately lead to a probabilistic method to compute and evaluate bridge scour that will be consistent with LRFD approaches used by structural and geotechnical engineers. (4) Proof of concept: This task will consist of validating the methodology against data sets where variability in measured scour has been quantified. The new methodology must be demonstrated to be consistent with probabilistic approaches currently used by bridge structural and geotechnical engineers. >Final Report: The final report will be written in two parts. The first part will document the research performed to arrive at the methodology. The second part will be written in the form of a manual that provides design guidelines for practitioners in the field of bridge scour calculation. Currently scour estimates at bridge foundations use the best available technology, but are still roundly criticized as being overly conservative. The most common complaint is that the equations that were developed under laboratory conditions don't fit conditions at the site. Often this results in deeper foundations than necessary which leads to more costly bridge designs, which can stress already overloaded state department of Transportation budgets for bridge replacement and repair. Bridge designers and engineers are in need of a tool to make cost versus reliability tradeoff decisions with respect to scour and foundation design. A reliability-based design procedure for estimating scour at bridges will provide a consistent methodology for making decisions on design scour depth based on calculated risk instead of estimates which can be overly conservative. The pay-off is a scour estimate that will be more reliable in that it will be tied to a selected level of reliability that can be effectively communicated to the public. This type of approach will help alleviate over-conservatism in bridge design inconsistent with accepted target risk levels.
KW - Best practices KW - Bridge abutments KW - Bridge design KW - Bridge piers KW - Geotechnical engineering KW - Laboratory tests KW - Load and resistance factor design KW - Peak discharge KW - Probability density functions KW - Risk analysis KW - Scour UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2736 UR - https://trid.trb.org/view/1232407 ER - TY - RPRT AN - 01159485 AU - Landis, Amy E AU - Bilec, Melissa M AU - Shrake, Scott AU - Collinge, William AU - Xue, Xiaobo AU - University of Pittsburgh AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Bio-Diesel Fuel Feasibility Study PY - 2010/04/21/Final Report SP - 247p AB - A comprehensive feasibility study was performed for the use of B5 biodiesel fuel in the Pennsylvania Department of Transportation's (PennDOT’s) District 8 maintenance fleet. The feasibility study consisted of literature review and a survey of best practices; pre- and post-implementation data collection for fleet performance analysis; and an economic and environmental life cycle analysis for the District 8 pilot project and future extensions to statewide implementation of blends up to B20. KW - Before and after studies KW - Best practices KW - Biodiesel fuels KW - Data collection KW - Economic impacts KW - Environmental impacts KW - Feasibility analysis KW - Life cycle analysis KW - Literature reviews KW - Maintenance vehicles KW - Surveys KW - Vehicle fleets KW - Vehicle performance UR - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Smart%20Transportation%20Solutions/Biodiesel%20Fuel%20Feasibility%20Study.pdf UR - https://trid.trb.org/view/920050 ER - TY - ABST AN - 01464184 TI - Sustainable Transportation Systems and Sustainability as an Organizing Principle for Transportation Agencies AB - Increasing awareness of the environmental, economic, and social effects of the transportation system has already led to new demands on transportation agencies to be more responsive in providing transportation services. Transportation agencies are challenged to build consensus around balancing short-term cost effectiveness and long-term sustainability. While the roles and responsibilities of transportation agencies differ from state to state, there are common organizational attributes and characteristics that transportation agencies need in order for their transportation systems to support the environment, the economy, and social equity. Against this backdrop, the traditional functions of many transportation agencies are changing. As they evolve, transportation agencies will have to be resilient in the face of continuing and new demands by society, and they may need to fundamentally rethink the mission(s) and organizing principle(s) that drive them today. To assist transportation agencies in evaluating their current and future capacity to support sustainability while delivering transportation solutions in a rapidly changing social, economic, and environmental context, an analytical framework and supporting tools are needed. The objective of this research is to provide a framework for transportation agencies to use to identify and understand the future trends and external forces that will increasingly put pressure on their ability to carry out their responsibilities to (1) meet society's evolving demand for transportation services and (2) meet society's emerging need to operate on a more sustainable basis. The framework will also provide a means for agencies to assess their future capacity to meet society's demands, and provide or identify tools and approaches that agencies may use to assist them in making changes they deem appropriate and necessary to meet rapidly changing needs and conditions. The thrust of this research is to make sense, from the perspective of a transportation agency, of the considerable amount of information that portends various future social, economic, and environmental demands from its transportation system. This research will (1) identify likely alternative future scenarios in which transportation agencies will be asked to achieve sustainability goals in providing for economic vitality, social equity, and environmental integrity that reflect conditions 30 to 50 years in the future; (2) analyze how transportation agencies' existing fiscal, legal, and institutional structure(s) and decision-making processes encourage or inhibit them from optimizing their contribution to a sustainable society; (3) examine the variety of roles, and the nature of their related primary activities, that transportation agencies may be expected to play in the future; (4) explore linkages, and expectations, between transportation agencies and stakeholders, and the need to form new alliances and partnerships with other transportation providers and system users; and (5) provide or identify tools that individual agencies can use in designing their particular approach(es) to adapting to the demands and opportunities of the future and in describing, in broad terms, how "sustainable" transportation agencies might be organized. KW - Decision making KW - Ground transportation KW - Guidelines KW - Highway operations KW - Mobility KW - State departments of transportation KW - Strategic planning KW - Sustainable development KW - Sustainable transportation KW - Transportation UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2729 UR - https://trid.trb.org/view/1232412 ER - TY - RPRT AN - 01156651 AU - Hodges, Tina AU - Potter, Joanne AU - U.S. Department of Transportation AU - Cambridge Systematics, Incorporated TI - Transportation's Role in Reducing U.S. Greenhouse Gas Emissions: Volume 1: Synthesis Report and Volume 2: Technical Report PY - 2010/04/20/Report to Congress SP - 605p AB - This study evaluates potentially viable strategies to reduce transportation greenhouse gas (GHG) emissions. The study was mandated by the Energy Independence and Security Act (P.L. 110-140, December 2007). The Act directed the U.S. Department of Transportation (DOT), in coordination with the U.S. Environmental Protection Agency (EPA) and consultation with the U.S. Global Change Research Program (USGCRP), to conduct a study of the impact of the Nation’s transportation system on climate change and strategies to mitigate the effects of climate change by reducing GHG emissions from transportation. This study also examines the potential impact of these strategies on air quality, petroleum savings, transportation goals, costs, and other factors. Each GHG reduction strategy may have various positive impacts (including co-benefits) or negative impacts on these factors. Potential tradeoffs and interdependencies when reducing GHG emissions will need to be considered in order to develop balanced solutions. This study does not take a position as to which strategy, or collection of strategies, should be adopted to accomplish the Nation’s clean energy and GHG reduction goals. Rather, the study attempts to objectively examine numerous proposed strategies and assess their potential to reduce transportation GHG emissions. The assessments are based on published scientific literature, current policy studies, and best professional estimates. Each strategy is assessed relative to projections of future transportation GHG emissions based on U.S. Energy Information Administration Annual Energy Outlook (AEO) estimates. The study is presented in two parts: Volumes 1 and 2. Volume 1: Synthesis Report provides an overview of the study’s findings and discusses policy options that Congress may wish to consider to reduce transportation GHG emissions. Volume 2: Technical Report provides the technical details of the assessment. KW - Air quality management KW - Climate change KW - Evaluation and assessment KW - Greenhouse gases KW - Impacts KW - Policy KW - Strategic planning KW - Transportation UR - http://ntl.bts.gov/lib/32000/32700/32779/DOT_Climate_Change_Report_-_April_2010_-_Volume_1_and_2.pdf UR - https://trid.trb.org/view/917662 ER - TY - ABST AN - 01464195 TI - Resource Allocation Framework to Meet Highway Asset Preservation Needs AB - State departments of transportation (DOTs) and the federal government have invested significant resources in building our nation's highway system. All of the asset categories that comprise our highway system, e. g., pavements, bridges, traffic signals, drainage pipes, signs, lights, and more, must be maintained, rehabilitated, and ultimately replaced. As our transportation system has aged, system preservation needs have moved to the forefront in the funding priorities of many DOTs. However, resources for highway preservation typically have not kept pace with preservation needs. Most transportation agencies lack sufficient resources to attain and maintain desired service levels for all of their highway assets and must try to optimize the allocation of their limited resources to preserve a diverse portfolio of assets. Given large variations in service lives--e. g., the life of a bridge versus pavement markings--variations in asset class management systems, and the breadth of competing funding needs, the problem of optimizing resource allocations to preservation needs is extremely difficult. A fundamental and practical issue with optimizing resource allocations to the preservation of various asset categories is the identification of common performance objectives that can transcend all of the asset categories that comprise our highway system, and that could serve as basis for optimization. Such common objectives may include, for example, maximizing remaining service life or minimizing long-term costs. A number of optimization models have been developed to assess and help select the best strategy of preservation or replacement alternatives for a given investment level within an asset category, e.g., in pavement management and bridge management systems, but optimization criteria and practical models to allocate resources across a broad array of highway asset categories do not exist. The objectives of this research will be to develop objectives and measures of effectiveness that may be used to optimize resource allocation for preservation of assets across the entire range of highway assets for which a DOT is responsible. The research to accomplish this objective might include the following tasks: (1) preparation of an annotated literature review on optimization criteria and objectives to allocate resources across various transportation asset categories; (2) identification of optimization objectives and criteria that may be suitable to allocate preservation resources across a broad portfolio of highway asset categories; (3) assessment of the potential advantages and disadvantages of the optimization objectives and criteria for use in the intended context; (4) assessment of potential issues associated with implementing the most advantageous optimization objectives and criteria in a practical optimization model within state DOTs; (5) demonstration and documentation of the use of the recommended optimization objectives and criteria in the allocation of resources across highway asset categories through realistic case study examples; (6) identification of specific future research needed to achieve the implementation of allocation optimization models for the preservation of a broad portfolio of highway asset categories within state DOTs. KW - Asset management KW - Bridge management systems KW - Highway maintenance KW - Optimization KW - Pavement management systems KW - Preservation KW - Resource allocation KW - Road markings KW - State departments of transportation UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2718 UR - https://trid.trb.org/view/1232423 ER - TY - RPRT AN - 01159574 AU - Daniels, John L AU - Janardhanam, Rajaram AU - Anderson, J Brian AU - Lei, Shaogang AU - Baucom, I Kyle AU - DeBlasis, Nicholas J AU - Bowers, Benjamin F AU - University of North Carolina, Charlotte AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Subgrade Stabilization Alternatives to Lime and Cement PY - 2010/04/15/Final Report SP - 243p AB - This project involved four distinct research activities, (1) the influence of temperature on lime-stabilized soils, (2) the influence of temperature on cement-stabilized soils, (3) temperature modeling of stabilized subgrade, and (4) use of CaCl2 to accelerate strength gain of cement-stabilized soils. Among the findings were the following: (1) The minimum lime content of a soil increases as temperature decreases; (2) Increased curing duration leads to decreases in pore fluid pH, but this reduction in pH is less at lower temperatures, indicating that little reactivity occurs below 50°F; and (3) Exposure to freeze-thaw cycles or initial curing at 35°F resulted in significant reductions in strength gain for a given curing duration, but once the freeze-thaw cycles or temperature reduction was removed, strength gain resumed at approximately the same rate. Overall, these results suggest that current specifications may be modified to allow lime stabilization to proceed in cooler temperatures, provided a corresponding increase in curing time and/or thermal protection is provided prior to loading. The soil cement data indicate that curing soil-cement at lower temperatures will result in lower strengths. Specifications for stabilization work have often been based on air temperature measurements, however the performance of lime or cement treated soil is expected to be more closely related to the in situ temperature. These data were incorporated into a model that relates air and soil temperatures. A computer application was developed to use the model to make predictions of subgrade temperatures and cured strength. A window of efficacy was observed for Buncombe, Guilford and Johnston county soil cement mixes. However, these optimum ranges vanished or changed to levels untested at 35°F curing conditions. A field trial was conducted with CaCl2 doses of 2.3% and 8.3%, and both of these dosage levels resulted in weakening of the material, as evaluated by in situ dynamic cone penetration tests and unconfined compression testing of field-mixed samples. Laboratory mixed samples of the same material resulted in strength increases. CaCl2 modification increases the electrical conductivity and dielectric value of soil-cement mixtures which might imply increased susceptibility to longer term moisture-induced weakening at high dosage levels. The cost of CaCl2 modification at effective doses is likely to be less than 10% of cement costs. The overall body of research presented in this report suggests that CaCl2 modification of soil-cement is not a mature enough approach to serve as a method for mitigating the effects of low temperatures on strength gain. Additional data are required to probe the sensitivity of temperature, mixing method and soil type. KW - Calcium chloride KW - Calcium oxide KW - Cement KW - Compressive strength KW - Field tests KW - Laboratory tests KW - Mathematical models KW - Soil cement KW - Soil stabilization KW - Subgrade (Pavements) KW - Temperature UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2007-11finalreport.pdf UR - https://trid.trb.org/view/920086 ER - TY - ABST AN - 01464188 TI - Comprehensive Analysis Framework for Safety Investment Decisions AB - The diverse safety community in the United States continues to make substantial, incremental progress in developing and implementing cost-effective approaches. American Association and State Highway Transportation Officials (AASHTO) and Federal Highway Administration (FHWA) have provided national leadership with work such as Model Minimum Inventory of Roadway Elements (MMIRE), the Digital Highway Measurement System, the Interactive Highway Safety Design Model, SafetyAnalyst, etc.; and towards critical upcoming milestone products such as the Highway Safety Manual and SHRP2 results (especially the crash causation database which will be created). NHTSA and FMCSA, working with AASHTO/FHWA and other partners, have advanced similar improvements focusing on behavioral and heavy vehicle issues. While the range of current efforts is impressive, we are just on the cusp of creating a truly comprehensive analysis and decision-support system with the capability to compare the effectiveness of investment and policy opportunities across the 4 Es of safety (i.e., the contributions of engineering, education, enforcement, and emergency medical services). This project would create and sustain a nationally-coordinated, multi-year initiative to integrate efforts like those noted above into a Comprehensive Safety Analysis Framework. This Framework is envisioned as a 'blue print' which the full safety community will contribute to and which will provide for objective, data driven evaluation of safety programs, policies, and investments across Federal, state, and local levels. Objectives and tasks to create and sustain the Safety Analysis Framework include: (1) develop, pilot test, evaluate, fine tune, and update the model framework for estimating the effectiveness of behavioral countermeasures;(2) in-depth evaluation of existing and soon-to-be-released tools; (3) assessment of critical deficiencies in data and tools to support better comprehensive decision making; (4) development of a comprehensive, consensus strategic plan for further development and support of data systems and analytical tools to address critical deficiencies, coordination among ongoing activities, professional capacity needs, and support for investment decision making and policy analysis and development; and (5) implementation support for the multi-year program, to include tasks such as coordination of data needs across all elements, development of '4 E' policy analysis tools not currently available, quality assurance of analysis algorithms, software integration efforts as needed, communication, training, and technical assistance for at least the first several years. The intended outputs are: (1) a strategic development and deployment program coordinated across partners in the 4 Es; and (2) an initial version of a next generation of tools that permits objective analysis of investment decisions across the 4 Es. The expected benefit/outcomes are significantly more effective investment decisions and, as a result, steeper reductions in motor vehicle fatalities and serious injuries.
KW - Decision making KW - Decision support systems KW - Education KW - Emergency medical services KW - Enforcement KW - Engineering KW - Heavy vehicles KW - Policy analysis KW - Research projects KW - Safety engineering KW - Safety investigations KW - Strategic planning KW - Traffic safety UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2725 UR - https://trid.trb.org/view/1232416 ER - TY - ABST AN - 01461811 TI - Guidelines for Airport Sound Insulation Programs AB - To assist sponsor-approved noise programs, FAA published AC 150/5100-9A in July 1993 that announced the availability of the Guidelines for the Sound Insulation of Residences Exposed to Aircraft Operations (the Guidelines). The Guidelines themselves were published in 1992 for military and FAA airports programs to serve as a project management handbook for studying, initiating, and implementing sound insulation measures developed under airport noise compatibility programs. The Guidelines were updated in 2005 by the U.S. Navy for application at military airports. The Navy updated the guidelines to meet their current program objectives and to reflect current building codes and insulation product specifications. Research is needed to develop updated guidance for sponsors to effectively manage noise insulation programs of eligible structures in conformance with FAA Noise Compatibility Program (NCP) and Airport Improvement Program (AIP) funding requirements. The objective of this research is to develop updated guidelines for sound insulation of residential and other noise sensitive buildings for potential use by airport and non-airport sponsors to develop and effectively manage their aircraft noise insulation projects. Noise sensitive buildings are defined as "residences (single family and multi-family), schools, hospitals, churches, and other non-compatible structures identified in the sponsor's NCP and approved by the FAA as a project in the NCP," as defined in AIP Handbook FAA Order 5100.38C paragraph 812.A. KW - Aircraft noise KW - Aircraft operations KW - Airplanes KW - Airport noise KW - Airport operations KW - Damping (Engineering) KW - Guidelines KW - Handbooks KW - Noise KW - Noise barriers UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2795 UR - https://trid.trb.org/view/1230031 ER - TY - ABST AN - 01576003 TI - Roadway Wind-Solar Hybrid Power Generation and Distribution System Towards Energy-Plus Roadways AB - The aim of this project is to develop a novel Roadway Wind/Solar Hybrid Power Generation and Distribution System (RHPS) towards energy-plus roadways, where energy-plus stands for annual energy consumption that is less than production. The RHPS would be a low footprint, intelligent, and multilayer power system designed for integration into urban and suburban areas, which reduces the need for new distribution networks. The RHPS represents a dramatic change in the role of the public right-of-way from an energy consumer to an energy producer, and therefore will aid in reducing transportation system operating costs. KW - Energy consumption KW - Highways KW - Operating costs KW - Public utilities KW - Right of way (Land) KW - Solar power generation KW - Wind power generation UR - http://www.fhwa.dot.gov/research/tfhrc/projects/projectsdb/projectdetails.cfm?projectid=FHWA-PROJ-10-0024 UR - https://trid.trb.org/view/1369403 ER - TY - ABST AN - 01464193 TI - Superelevation Criteria for Sharp Horizontal Curves on Steep Grades AB - Sharp horizontal curves on steep grades represent a particularly dangerous situation for vehicle operators, especially heavy vehicle operators. Examples where this combination may occur are high-speed interchange movements, switchback curves on mountainous two-lane, two-way roads or high-speed downgrade curves on limited access roadways. At these locations, the complicating factors of vehicle off-tracking, pavement slope, and pavement friction fully tax the driver's ability to provide correct vehicle positioning without compromising control of the vehicle. Accident problems have arisen where, as a result of reconstruction, older highways with 12% to 17% superelevation have been rebuilt using 8% and 10% superelevation in accordance with current standards. Superelevation criteria, and other associated horizontal curve criteria, for situations where steep grades are located on sharp horizontal curves have not been developed. NCHRP Projects 15-16 and 15-16A, documented in NCHRP Report 439: Superelevation Distribution Methods and Transition Designs, evaluated and recommended revisions to the horizontal curve guidance presented in the 1994 AASHTO publication, A Policy on Geometric Design of Highways and Streets (Green Book). The two principal design elements evaluated were the use of superelevation and the transition from a tangent to a curve. The transition recommendations were incorporated into the 2001 edition of the Green Book and the superelevation recommendations were included in the 2004 edition of the Green Book. NCHRP Report 439 noted that significant roadway downgrades deplete the friction supply available for cornering. This depletion results from the use of a portion of the friction supply to provide the necessary braking force required to maintain speed on the downgrade. The report found that both upgrades and downgrades yield an increase in side friction demand and a decrease in side friction supply. This undesirable combination results in a significant decrease in the margin of safety resulting from roadway grade, especially for heavy vehicles. Superelevation criteria and horizontal curve criteria for this situation were not developed. >The 2004 Green Book contains the following: "On long or fairly steep grades, drivers tend to travel faster in the downgrade than in the upgrade direction. Additionally, research has shown that the side friction demand is greater on both downgrades (due to braking forces) and steep upgrades (due to the tractive forces). Some adjustment in superelevation rates should be considered for grades steeper than 5%. This adjustment is particularly important on facilities with high truck volumes and on low-speed facilities with intermediate curves using high levels of side friction demand." The 2004 Green Book further states that this adjustment for grade can be made by assuming a slightly higher design speed for the downgrade and applying it to the whole traveled way. There are no guidelines as to how this adjustment should be made for two-lane or multilane undivided roadways. More definitive guidance on this adjustment, as well as adjustment for other elements of the horizontal curve, is needed. The objective of this research is to develop superelevation criteria for horizontal curves on steep grades. Other criteria associated with design of horizontal curves such as tangent-to­ curve transitions, spiral transitions, lateral shift of vehicles traversing the curve, need for pavement widening, and minimum curve radii should also be considered in the development of the criteria. The criteria may be based on quantitative evidence obtained from theoretic considerations and simulations but should be supported by actual field observation. The research should include a review of current practice, development of a work plan to achieve the research objectives, collection of data and other information, evaluation of effects of various alternatives and candidate criteria, and preparation of final criteria. The recommended criteria should be documented in the final report and also presented in a form that could be used by the AASHTO Technical Committee on Geometric Design in a future edition of the Green Book. This research topic was selected by the Transportation Research Board (TRB) Committee on Geometric Design, TRB Committee on Operational Effects of Geometrics, and the AASHTO Technical Committee on Geometric Design at their combined meeting in June, 2004 as one of the five highest priorities for research. The research is needed immediately to fill a gap in current superelevation design policy. The superelevation guidance will apply to high speed interchange ramp alignments on descending grades. As such, the research findings will have applications in every State and not just to those with mountainous terrain. Considering the research will apply to interchange movements, this research topic will be of use in the design of highways nationwide.
KW - Downgrades (Roads) KW - Geometric design KW - Highway curves KW - Highway design KW - Steep grades KW - Steering KW - Superelevation KW - Switchbacks KW - Traffic crashes UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2720 UR - https://trid.trb.org/view/1232421 ER - TY - ABST AN - 01463273 TI - Synthesis of Information Related to Airport Problems. Topic S01-04. Airline and Airport-Airline Consortiums to Manage Terminals and Equipment AB - The Transportation Research Board's (TRB's) Airport Cooperative Research Program (ACRP) Synthesis 31: Airline and Airline--Airport Consortiums to Manage Terminals and Equipment discusses the current state of Airline-Airport consortiums in the United States. Issued addressed in the report include scope of responsibilities, consortium formation, membership, contractual agreements and insurance, organizational structures, performance standards, financial models, and organizing tips and lessons learned from existing consortiums. KW - Airlines KW - Airport terminals KW - Airports KW - Contract administration KW - Financial analysis KW - Insurance KW - Organizational structure UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2902 UR - https://trid.trb.org/view/1231499 ER - TY - ABST AN - 01461759 TI - Synthesis of Information Related to Airport Problems. Topic S01-03. Airport Insurance Coverage and Risk Management Practices AB - With airport operators responsible for a wide range of activities, and the potential for litigation to arise from a variety of events occurring on and off the airport premises, airports typically purchase insurance coverage to mitigate against risk of loss, as well as self-insure or obtain specific deductibles/retentions for certain risks. Since the 9/11 terrorism attack, and in the aftermath of various hurricanes and other natural disasters, significant challenges have been posed to airport authorities with regards to their property and casualty insurance needs. Airports in some locations have experienced challenges in obtaining insurance coverage. While some airport authorities have a risk manager and established practices to determine their needs for each of these coverages, others do not. In those cases, the airport authority must rely solely on the recommendations of a hired risk management consultant or insurance broker, or to simply continue to renew insurance coverage annually without any additional analysis. The objective of this project is to synthesize current practices airport operators use in deciding insurance requirements and risk management activities.. The audience for this report is airport executives and risk managers. A synthesis of practices will review literature and survey a representative sample of airports to report on airport insurance coverages. The report will document current practices and identify the key factors for airports to consider when making decisions on their own insurance requirement needs and risk management practices. KW - Airport operations KW - Aviation insurance KW - Insurance industry KW - Insurance rates KW - Litigation KW - Research projects KW - Risk assessment KW - Risk management KW - Terrorism UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2901 UR - https://trid.trb.org/view/1229979 ER - TY - ABST AN - 01461758 TI - Synthesis of Information Related to Airport Problems. Topic S01-04. Airline and Airport-Airline Consortiums to Manage Terminals and Equipment AB - Airports and airlines continue to work together to find new strategies for delivering services to passengers and maintaining operations at airports in a cost-effective manner while providing quality service to passengers or users. While frequently facilities and services at airports are managed under the control of the airport operator or individual airlines, at some airports certain services or operations are conducted through consortiums of airlines, or airlines and the airport operator. The objective of the project is to synthesize current literature and survey results from consortiums existing at airports who: (a) provide services to passengers or groups of airlines or other airport users or (b) maintain facilities at an airport. The survey will serve as an initial resource for airport operators and airlines considering the use of consortiums at their airport. The target audience for this report is airport executives responsible for airline and tenant agreements who may be interested in advocating for and supporting consortiums to provide airport services. The synthesis investigator will review literature and survey a representative sample of airport operator and consortium principals to describe the current state of the practice. KW - Airlines KW - Airport operations KW - Passenger transportation KW - Quality of service KW - Research projects KW - State of the practice KW - Strategic planning UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2902 UR - https://trid.trb.org/view/1229978 ER - TY - ABST AN - 01573548 TI - Mechanical Material Modeling and Simulation by New Multiple Length/Time-Scale Theories and Algorithms AB - This research could lead to a general multiscale algorithm for a numerical simulation and a significant shift in the ability to predict a material response in complex situations. This research could apply to highway transportation structural materials, sensors, or pavement surfaces. KW - Algorithms KW - Mechanical properties KW - Numerical analysis KW - Pavement performance KW - Sensors KW - Simulation KW - Surface course (Pavements) UR - http://www.fhwa.dot.gov/research/tfhrc/projects/projectsdb/projectdetails.cfm?projectid=FHWA-PROJ-10-0023 UR - https://trid.trb.org/view/1366740 ER - TY - ABST AN - 01461576 TI - Public-Sector Sustainability Strategies Addressing Supply Chain Air Emissions AB - Economic activity is driven by trade. Material flows, or supply chains, are highly complex, dynamic, time-sensitive, and integrated systems. Freight transportation networks are used to move goods, and must offer rapid, reliable, and efficient service to meet the demands of today's volatile global marketplace. If a transportation supply chain becomes uncompetitive, it quickly loses market share and suffers immediate economic consequences. Global supply chains also have significant impacts on the world environment and local communities. The increased recognition of the environmental and human impacts of supply chain activities has led to public pressure for rapid action, leading to fragmented, conflicting, and multi-layered regulatory structures. The complex nature of these regulations can make compliance challenging, impede supply chain innovation, and, ultimately, may not achieve the desired environmental outcomes. Because an efficient supply chain is a critical component for economic competitiveness at both a regional and national level, it must be considered when developing environmental policies and regulations; otherwise, economic growth and job creation can be hampered. There is growing recognition that the concept of sustainability is not limited to environmental issues. Sustainability requires a systemic approach that integrates environmental, economic, and social responsibility factors. This approach can result in a successful "triple-win" outcome. Research is needed to identify successes and develop strategies and tools that will help decisionmakers reach sustainable outcomes that will enhance economic development and improve the environment in a socially responsible manner. A plan for communicating key findings to decisionmakers is also important. Because of the current high level of concern and regulatory activity at all government levels regarding air quality and greenhouse gas (GHG) emissions, research should first focus on these environmental issues. KW - Air quality management KW - Economic growth KW - Environmental impacts KW - Exhaust gases KW - Freight traffic KW - Freight traffic measurement KW - Governments KW - Greenhouse gases KW - Supply chain management KW - Sustainable development UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2921 UR - https://trid.trb.org/view/1229795 ER - TY - ABST AN - 01461575 TI - Alternative Technologies for Container Freight Movements AB - Currently, container freight moving to or from ocean ports is transported by diesel trucks or diesel-powered railroad locomotives. Communities around these ports are demanding cleaner and more efficient methods to move this freight. Passenger car commuters who have to share the roads with heavy trucks moving the freight in metropolitan areas are looking for options that could remove much of the truck traffic destined for intermediate freight destinations such as off-dock rail yards and warehouse facilities. The objective of this research is to conduct an industry review of alternative technology to move ocean containers or truck trailers, such as magnetic levitation, the Texas Transportation Institute's Universal Freight Shuttle, and future concepts still on the drawing board. The outcome would be an effective methodology to provide an unbiased evaluation of current and future technologies using pr oven benefit-cost analysis techniques.
KW - Container terminals KW - Containers KW - Diesel engine exhaust gases KW - Diesel locomotives KW - Diesel trucks KW - Freight traffic KW - Freight transportation KW - Railroad transportation KW - Truck tractors KW - Trucking KW - Warehouses KW - Water transportation UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2922 UR - https://trid.trb.org/view/1229794 ER - TY - ABST AN - 01461574 TI - The Great Lakes Region Impacts on the Intermodal Freight System AB - The Great Lakes region of the country is a unique transportation system, with the nation's largest rail hub in Chicago; the border with our largest trading partner, Canada; numerous waterways and ports; an extensive highway infrastructure, that all serve the major industrial and agricultural heart of the nation. However, there is a need to clearly understand the Great Lakes' current contribution to the intermodal freight system. The proposed research would describe the current state of freight transportation in the Great Lakes region, the impediments that lead to inefficiencies, and practical steps that could raise intermodal freight performance in the region.
KW - Canada KW - Chicago Metropolitan Area KW - Freight transportation KW - Great Lakes Region KW - Intermodal terminals KW - Intermodal transportation KW - Port operations KW - Truck tractors KW - Trucking KW - Water transportation UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2923 UR - https://trid.trb.org/view/1229793 ER - TY - ABST AN - 01464206 TI - Guidelines for Conducting Forensic Investigation of Highway Pavements AB - Forensic investigations of highway pavements are generally conducted to (1) investigate underlying causes of premature pavement failures; (2) understand the factors contributing to exceptional pavement performance and longevity; and (3) collect data to support development and/or calibration of performance prediction models. Although forensic investigations have frequently been conducted by highway agencies, these investigations have often been conducted following different practices and have focused on a specific issue making it difficult to use the generated data in other studies. There are no widely accepted guidelines for conducting these investigations that consider relevant factors, such as functional and structural performance, material-related distress, pavement type, sampling and testing requirements, and sequence of activities. Research is needed to develop guidelines for conducting forensic investigations of highway pavements that consider relevant factors and facilitate implementation. These guidelines will help highway agencies conduct cost-effective investigations that will enhance understanding of pavement performance and provide the necessary data for improving pavement design and analysis procedures. The objective of this research is to develop guidelines for conducting forensic investigations of highway pavements. These investigations will be concerned with acquiring and evaluating data to (1) identify the cause(s) of premature pavement failure; (2) understand the factors contributing to longevity of pavements; and (3) document/understand observed performance and support development and/or calibration of performance prediction models [e.g., for use in local calibration of the Mechanistic-Empirical Pavement Design Guide (MEPDG)]. KW - Asset management KW - Cost effectiveness KW - Data collection KW - Mechanistic-Empirical Pavement Design Guide KW - Pavement design KW - Pavement management systems KW - Pavement performance UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2705 UR - https://trid.trb.org/view/1232434 ER - TY - ABST AN - 01464205 TI - Developing Regional Historic Contexts for Post-World War II Housing: A Model for Identification and Evaluation AB - Large numbers of post-World War II houses located in cities, towns, suburbs, and rural areas are potentially eligible--or may soon become eligible--for listing in the National Park Service's National Register of Historic Places (National Register), by virtue of their age as well as other attributes. The Federal Highway Administration (FHWA) and state departments of transportation (DOTs) must take into account, primarily through a survey, the effects that their transportation projects may have on properties that are eligible for listing in the National Register, pursuant to Section 106 of the National Historic Preservation Act. Properties eligible for listing in the National Register are also protected under Section 4(f) of the Department of Transportation Act. In light of the large and steadily increasing numbers of post-World War II single family houses that are potentially affected by highway construction projects, developing an effective framework for determining National Register eligibility and non-eligibility of post-World War II housing is critical. As post-World War II houses and suburbs approach 50 years of age, state DOTs are including these properties in local surveys and evaluating them according to National Register criteria; individual houses as well as neighborhoods from this period are already listed in the National Register. Because of the passage of time, the number of post-World War II properties potentially eligible for listing in the National Register will increase dramatically in the next decade, presenting a major challenge to decision makers. Post-World War II housing is ubiquitous across the country, consisting of millions of properties. Research is needed to develop a model regional or state historic context (a compilation of information about historic properties that share a common theme, geographic area, and time period) that can provide a standard framework for state DOTs to use to effectively and efficiently evaluate the National Register eligibility of post-World War II housing. Such a model context would facilitate interagency cooperation and decisionmaking, resulting in lower future project costs and expedited project schedules. The objectives of this research are to (1) develop a methodology for identifying and evaluating the National Register eligibility and non-eligibility of (a) post-World War II single family housing built between 1946 and 1975 that is not part of a planned or unplanned subdivision or neighborhood and (b) post-World War II single family housing developments built between 1946 and 1975 as a planned or unplanned subdivision or neighborhood; (2) develop a model historic context for a state or region for these types of properties; and (3) apply and test the model historic context in a state or region to demonstrate its utility to state DOTs and state historic preservation offices. KW - Dwellings KW - Historic preservation KW - History KW - Housing KW - Housing development KW - Residential areas KW - State departments of transportation KW - World War, 1939-1945 UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2706 UR - https://trid.trb.org/view/1232433 ER - TY - ABST AN - 01464181 TI - Attracting, Recruiting, and Retaining Skilled Staff for Transportation System Operations and Management AB - Transportation system operations and management (SOM) draws on the knowledge of many disciplines--including, for example, traffic engineering, intelligent transportation systems, maintenance, emergency response and incident management, performance measurement, and system planning--applied in a comprehensive approach to increase the efficiency and safety of the transportation system. SOM encompasses interactions among transportation modes and between the transportation system and other functions such as emergency management, public safety, and the concerns of the general public. SOM contributes to the creation and maintenance of livable communities, improving public health by reducing air pollution, saving energy, and supporting economic development, as well as promoting efficient traffic flow. The AASHTO Highway Subcommittee on Systems Operations and Management defines SOM specifically as "an integrated program designed to make the best use of existing highway infrastructure through provision of systems and services that preserve and improve performance." State departments of transportation, metropolitan planning organizations, corridor coalitions, and other transportation agencies are being called on increasingly to expand their activities beyond the more traditional design and construction functions most closely associated with civil engineering to the broader and more diverse tasks of SOM. While many transportation agencies view SOM as an increasing priority, they are encountering a shortage of management, professional, and technical staff with appropriate skills and knowledge. Retirement of transportation practitioners will deplete the ranks of qualified transportation professionals. Many students emerging from currently available education programs lack the cross-disciplinary perspective and multi-disciplinary skills needed for SOM. The transportation agencies are coming to recognize the need to support development of the supply of SOM management, professional, and technical staff. NCHRP Project 20-77, "Transportation Operations Training Framework," was undertaken to develop a training and capacity-building framework for SOM management, professional, and technical staff. That project identified the core functions and employment positions that characterize SOM activities, as well as many currently available SOM education and training resources for transportation professionals. It seems likely, however, that if transportation agencies are to meet their needs, they must work to expand the pool of workers with SOM expertise by reaching out to students at all levels preparing to enter the workforce, to older workers seeking to extend their careers past traditional retirement ages, and to workers of all ages seeking to change their career paths. Research is needed to define more clearly the needs for SOM management, professional, and technical staff and resources for attracting, retaining, and enhancing the skills of SOM staff. The objective of this research is to provide transportation agencies with strategies and resources to meet their needs for SOM staff. The research will consider the potential demand for and supply of SOM workforce; the actions transportation agencies may take to attract, recruit, develop, and retain skilled staff with SOM capabilities; and the tools that are available or may be developed to assist agencies to take action. KW - Civil engineering KW - College students KW - High school students KW - Personnel retention KW - State departments of transportation KW - System operations KW - Transportation careers KW - Transportation professionals UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2732 UR - https://trid.trb.org/view/1232409 ER - TY - ABST AN - 01464186 TI - Highway Infrastructure and Operations Safety Research Needs AB - Reducing the number of fatalities and injuries from highway traffic crashes is a high-priority goal shared by the American Association of State Highway and Transportation Officials (AASHTO), Federal Highway Administration (FHWA), and the States. While fatality rates have steadily decreased over time, the number of fatalities has remained unacceptably high. While increased safety funding under SAFETEA-LU and States' development and implementation of strategic highway safety plans can be expected to significantly improve highway safety, research is needed to develop innovations that will be needed to achieve AASHTO's goal of halving fatalities in 20 years. Achieving the greatest benefits from research will require well-targeted and coordinated research investment. FHWA and AASHTO, and the Transportation Research Board (TRB) convened an expert committee to provide an independent review of current processes for establishing research priorities and coordinating highway safety research activities. In TRB Special Report 292, the committee presented its findings and recommended that "an independent scientific advisory committee should be established and charged with (1) developing a transparent process for identifying and prioritizing research needs and opportunities in highway safety, with emphasis on infrastructure and operations; and (2) using the process developed to recommend a national research agenda focused on highway infrastructure and operations safety." This problem statement proposes an NCHRP project to implement expert committee's recommendation. Development of a national research agenda would support the Safety Management Subcommittee of the AASHTO Standing Committee on Highway Traffic Safety in carrying out its highway safety research oversight and advocacy responsibilities. The objectives of this project are to: (1) develop a transparent process for identifying and prioritizing research needs and opportunities in highway safety; and (2) using the process developed to recommend a national research agenda focused on highway infrastructure and operations safety. Specific tasks necessary to achieve these objectives include: (1) Develop a process for identifying and prioritizing safety research needs that includes the following features: (a) a quantitative analytical approach that examines clearly defined criteria to determine the value of a research project or topic, and (b) the involvement of a mix of experts to formulate an agenda that is informed by the quantitative analysis results. (2) Develop research priorities by applying the process to identify critical safety problems, identify potential research issues, assess the status of data and methodologies to conduct research that addresses the problems, estimate the costs and timeframes for research, and assess the likely outcome of alternative research topics. KW - Fatalities KW - Highway operations KW - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users KW - Strategic Highway Safety Plan KW - Strategic planning KW - Traffic crashes KW - Traffic safety UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2727 UR - https://trid.trb.org/view/1232414 ER - TY - ABST AN - 01461314 TI - FHWA Cosponsor Ship for the Partnership for the National Trails System for the 2010 National Historic Trails Workshop AB - The Federal Highway Administration (FHWA) cosponsored with the Partnership for the National Trails System (PNTS), the 2010 National Historic Trails Workshop that was held May 12-14, 2010, in San Antonio TX. This included production and dissemination of preworkshop materials, development of workshop materials, and support for workshop sessions and speakers. PNTS recognized the U.S. Department of Transportation, Federal Highway Administration, as an agency sponsor of the workshop in preworkshop information and planning materials and at the workshop. Sponsorship included exhibit space for an FHWA display. KW - Historic preservation KW - Partnerships KW - Planning and design KW - Trails KW - Workshops UR - https://trid.trb.org/view/1229533 ER - TY - ABST AN - 01577863 TI - Development and Characterization of Microsatellite Markers for Puccinia Emaculata, a Rust Pathogen of Switchgrass (Panicum Virgatum) AB - No summary provided. KW - Genetics KW - Grasses KW - Pathology KW - Rusting UR - https://trid.trb.org/view/1371104 ER - TY - ABST AN - 01573573 TI - Use of Nanoporous Thin Films (NPTF) to Improve Aggregate-Cement Interface AB - Synthesize sol-gel nanoaluminosilicates with various Si/Al ratios and characterize the effect on hydration of Alite and Portland cement. Develop characterization procedures for characterizing paste samples, and tailor solubility of nanoaluminosilicate thin films through inorganofunctionalization to optimize performance. KW - Aluminates KW - Hydration KW - Nanostructured materials KW - Optimization KW - Portland cement KW - Silicates UR - https://trid.trb.org/view/1366814 ER - TY - ABST AN - 01464194 TI - Effective Removal of Pavement Markings AB - During construction projects, it is often necessary to implement lane shifts in order to detour traffic around work zones or establish a new alignment. Shifting lanes requires obscuring or removing the existing pavement markings and applying new markings along the new alignment. The Manual on Uniform Traffic Control Devices (MUTCD) requires that all visible traces of the existing marking be removed or obliterated, and it does not allow for removal methods that will cause unacceptable scarring of the pavement. However, there is no specification for a level of scarring that is acceptable. Among the primary requirements of pavement marking systems is to create a durable, strongly bonded material. Pavement markings have to be capable of withstanding several years of wear due to heavy traffic at highway speeds and resist the environment (UV exposure, freeze/thaw, chemicals, etc.). Many of the new systems are epoxy-based and adhere adamantly to the pavement. Black tapes that are applied to obscure the existing markings tend not to last long enough and/or have different reflective properties than the pavement and may confuse drivers as to the correct path to follow. The problem may be exacerbated at night and in wet weather. Chemical systems that are aggressive enough to remove epoxies and other products may raise safety and environmental concerns. As a result, removal generally requires grinding of the markings, which leaves undesirable scarring that is often mistaken for actual pavement markings under low-light or wet conditions. Consequently, the owners of public highways are faced with a very difficult problem. The objective of this research is to determine best practices for the safe, cost-effective, and environmentally acceptable removal of work zone and permanent pavement markings with minimal damage to the underlying pavement or visible character of the surface course. KW - Interstate highways KW - Lane lines KW - Manual on Uniform Traffic Control Devices KW - Paint removal KW - Road markings KW - Striping materials KW - Traffic control devices KW - Work zone safety KW - Work zone traffic control UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2719 UR - https://trid.trb.org/view/1232422 ER - TY - ABST AN - 01464183 TI - Improved Right-of-Way Procedures and Business Practices AB - Several State Departments of Transportation (DOTs) are considering revising their right-of-way business practices with the goal of simplifying and streamlining processes. Current right-of-way practice and procedure manuals are the products of 40 years of statutes, case law, regulations, management styles and best practices. The procedural manuals have chapters to cover elements such as: a) appraisal; b) appraisal review; c) relocation planning and assistance; d) relocation eligibility and supplemental payments; e) nonresidential relocations; f) acquisition and negotiations; g) legal settlements; h) eminent domain; i) titles and closing; j) property management; k) leasing; l) sale of excess property; m) mapping and geographic information systems (GIS); n) encroachments; o) contracting for services; and p) administrative costs. Procedures and guidelines are often an accumulation of historical practice or those adopted from other agencies. State procedures vary widely because of differences in State laws. Local agencies are required to follow State DOT procedural manuals when they use State or Federal funding. Questions arise as new staff try to understand the reason or underlying basis for requirements. Contractors and consultants face a wide array of requirements and forms among the various States. This research is in support of the AASHTO Highway Subcommittee Right-of-Way and Utility strategic plan to provide leadership and support to member agency right-of-way staff. This research will provide new direction and lead to immediate cost savings by reducing the hours required to accomplish certain functions. This research will result in streamlined business practices that are easier to maintain, cost effective and result in delivery of projects sooner. Research is needed to provide information to State DOTs and local agencies to rationally evaluate current right-of-way procedures and business practices; to determine what function is served by each procedure; to determine the need for each procedure, i.e. statute or practice; to document the benefits and operational logic for continuing a procedure, modifying, or eliminating it, evaluate the cost of maintaining current procedures and to quantify the benefits from them. This includes, but is not limited to, the current cost of agents, training new agents and administrative costs on a parcel or tract basis. Determine what processes are essential to providing a consistent product and comply with statutory requirements, such as the Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970 (Uniform Act), as well as the most common elements of State eminent domain laws, identify institutional, political, and economic barriers to the adoption of procedures that will be easier to maintain for the next 20 years, and examine and compare several common types of existing FHWA approved right-of-way manuals used by State DOTs and local agencies and common State regulations. Agencies will be contacted and staff will be interviewed to ascertain what are the origins, purpose and authorities for the existing procedures; what criteria and procedures are needed, as a minimum, to protect owner and tenant rights; what procedures would work if the agency could start anew; how and/or whether procedures might be modified for local agency use, i.e., a stand alone manual for local agencies; what are the issues in administering procedures that need to be addressed to assure consistent application; and what are the institutional, political, and economic barriers to implementation? A major objective of the research will be to develop a rationale or basis for a new or modified approach. This will include an objective analysis of all key elements mentioned above, i.e., appraisal, appraisal review, relocation, etc. This research would culminate by analyzing the typical right-of-way business model for the four major elements of appraisal, acquisition, relocation, and property management, and developing a revised model that is less costly to maintain. It would outline a sample procedural manual with forms that could be used to administer a simplified and cost-effective right-of-way program that is responsive to national statutes and the Uniform Act. The resulting business model would be accompanied by a cost/benefit analysis and recommended roll-out implementation plan that could be readily adopted and applied by State DOTs and local agencies for national consistency. One of the initial goals of the Uniform Act was to create a fair and consistent process for the acquisition of real property by public agencies. This research would help us assure the continued uniformity of the process. This research will be a direct follow-on to the 2008 International Scan for ROW and Utilities called "Integrating & Streamlining Right of Way and Utility Processes with Planning, Environment, and Design." Ideas and strategies derived from the 2008 International Scan will feed directly into revised business practices. State DOTs who undertake pilot projects in 2009 will be able to use lessons learned and provide input to this research effort. The timing is beneficial for all parties in that this research product will bring about full implementation of the 2008 streamlining strategies. This research will provide new direction and lead to immediate cost savings by reducing the hours required to accomplish certain functions. This research will result in streamlined business practices that are easier to maintain, cost effective and result in delivery of projects sooner. The effort devoted to training new right-of-way agents, who may or may not stay with the agency, is becoming cost prohibitive and is time consuming. It is anticipated that there will be many institutional barriers to overcome. Many right-of-way agents have adapted to the current procedures and will be resistant to change. State DOT legal staff also may resist changes, thinking that revised procedures may affect property owner rights. In order to address these barriers, the final research report should contain an outline of a revised procedural manual that would be sufficient to meet Federal regulations and laws, allowing each State to augment this information with specifics to address that particular State's laws.
KW - Acquisitions KW - Appraisals KW - Eminent domain KW - Encroachment KW - Geographic information systems KW - Leasing KW - Mapping KW - Negotiations KW - Relocation (Facilities) KW - Relocation assistance KW - Research projects KW - Right of way (Land) KW - State departments of transportation KW - Strategic planning KW - Streamlining UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2730 UR - https://trid.trb.org/view/1232411 ER - TY - ABST AN - 01461619 TI - University Transportation Centers FY 2009 AB - This interagency agreement provides continued support to the U.S. Department of Transportation's University Transportation Centers Program (UTC)--the only program in the United States that provides higher education for the next generation of transportation professionals and connects them to career opportunities in the industry. The Research and Innovative Technology Administration (RITA) administers the UTC program in accordance with the provisions of 49 U.S.C. Section 5506, as amended by the Safe, Accountable, Flexible, Efficient Transportation Equity Act (SAFETEA-LU), Public Law 109-59. This legislation reauthorized the UTC program, designated eight universities to be funded by Federal Transit Administration (FTA) in FY 2006 and the following three years, and eliminated the 50 percent local match for those universities. The UTC Program has evolved from 10 regional centers in 1987 to 60 centers in 42 states in 2005. SAFETEA-LU significantly increased the total number of UTCs and established five categories with funding levels ranging from $500,000 to $3,500,000 annually. The objectives of the grants awarded to the UTCs are to advance the state-of-the-art in transportation research and expand the workforce of transportation professionals through research, education, and technology transfer programs. KW - Education and training KW - Research KW - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users KW - State of the art UR - https://trid.trb.org/view/1229838 ER - TY - ABST AN - 01461312 TI - Travel Model Improvement Program Support AB - The purpose of this Intra-Agency Agreement (IAA) is for the Volpe Center to support the Travel Model Improvement Program (TMIP) activities related to webinars and its web site, travel forecasting and peer reviews and peer exchanges. The Federal Highway Administration (FHWA) TMIP relies heavily on webinars to promote good practices in travel demand modeling. The Volpe Center will provide technical support for its Knowledge Information Exchange webinar series. This will include support for two webinars per month. The Volpe Center will coordinate the administrative activities necessary to deliver and document each of these 24 Knowledge Information Exchange webinars. KW - Information dissemination KW - Information technology KW - Technical assistance KW - Technical support KW - Traffic forecasting KW - Travel demand KW - Travel Model Improvement Program KW - Websites (Information retrieval) UR - https://trid.trb.org/view/1229531 ER - TY - RPRT AN - 01335383 AU - National Biodiesel Board AU - Federal Transit Administration TI - Biodiesel Mass Transit Demonstration PY - 2010/04/01/Final Report SP - 53p AB - The Biodiesel Mass Transit Demonstration report is intended for mass transit decision makers and fleet managers considering biodiesel use. This is the final report for the demonstration project implemented by the National Biodiesel Board under a grant from the Federal Transit Administration. This report evaluates the extended in-use performance of biodiesel (a blend of 20% biodiesel and 80% ultra low sulfur diesel) in an independent engine test and two separate field demonstrations, specifically: a 1,000 hour engine durability test conducted by Southwest Research Institute (SWRI); an over-the-road field test with the St. Louis Metro Bus Transit System implemented by the National Renewable Energy Laboratory (NREL); and an over-the-road field test with the Kansas City Area Transportation Authority led by the National Biodiesel Board (NBB). The results from the demonstration indicate that on-spec biodiesel can serve as a drop-in replacement fuel in existing diesel equipment. This report provides an introduction, a background, and a summary of the methodology and the research approach; reviews the results; and presents conclusions and lessons learned. This report also summarizes federal and state regulations that may impact fuel choice by transit agency operators. The project also produced a comprehensive report, printed under separate cover and titled, "Biodiesel Fuel Management Best Practices for Transit." KW - Alternate fuels KW - Biodiesel fuels KW - Demonstration projects KW - Diesel engines KW - Field tests KW - Laboratory tests KW - Lessons learned KW - Public transit KW - Regulations UR - http://www.fta.dot.gov/documents/Biodiesel_Mass_Transit_Demonstration_Final_Report.pdf UR - https://trid.trb.org/view/1098699 ER - TY - RPRT AN - 01160556 AU - Mogawer, Walaa S AU - Austerman, Alexander J AU - Daniel, Jo Sias AU - University of Massachusetts, Dartmouth AU - New England Transportation Consortium AU - Federal Highway Administration TI - Relating Hot Mix Asphalt Pavement Density to Performance PY - 2010/04/01/Final Report SP - 42p AB - The purpose of this study was to evaluate the effect of Hot Mix Asphalt (HMA) density on the overall mixture performance in terms of fatigue cracking and rutting. Two plant produced Superpave mixtures, a 9.5 mm and 12.5 mm, were fabricated to target density levels of 88%, 91%, 94% and 97% of the theoretical maximum specific gravity. These specimens were then used to evaluate the mixtures’ stiffness, fatigue cracking characteristics, and rutting potential. The impact of density on mixture stiffness was evaluated by measuring the complex dynamic modulus (E*) of each mixture at varying temperatures and frequencies in the Asphalt Mixture Performance Test (AMPT) device. Fatigue cracking evaluations were completed using the beam fatigue test and the Overlay Test (OT) fatigue cracking analysis based on fracture mechanics theory. Rutting evaluations were completed using the Asphalt Pavement Analyzer (APA) and the flow number test in the AMPT device. Additionally, the Mechanistic-Empirical Design Guide (MEPDG) distress prediction equations were used to predict the mixture performance as function of density by varying the master curve data inputs at each target density level while keeping the remaining inputs constant. The E* data showed that increasing the mixtures' density increased the measured E*. Beam fatigue testing provided inconclusive trends relating HMA density to fatigue cracking potential. The OT based fatigue cracking analysis showed that the number of equivalent single axle loads (ESALs) required to reach the fatigue cracking failure criteria of 50% area cracked increased as the mixture density increased for both mixtures tested. APA and flow number testing indicated that the rutting potential of the mixtures decreased as HMA density increased. The MEPDG Level 1 analysis results showed a fatigue cracking trend similar to the OT fatigue cracking analysis based on fracture mechanics theory. Finally, the MEPDG Level 1 analysis exhibited the same rutting trends as the laboratory testing derived trends. KW - Asphalt pavements KW - Density KW - Dynamic modulus of elasticity KW - Fatigue cracking KW - Hot mix asphalt KW - Mechanistic-Empirical Pavement Design Guide KW - Pavement performance KW - Rutting KW - Superpave UR - http://www.netc.umassd.edu/netcr76_02-1.pdf UR - http://www.uvm.edu/~transctr/pdf/netc/netcr76_02-1.pdf UR - https://trid.trb.org/view/921350 ER - TY - RPRT AN - 01158540 AU - Department of Transportation AU - Federal Aviation Administration TI - Review of Screening, Placement, and Initial Training of Newly Hired Air Traffic Controllers PY - 2010/04/01 SP - 21p AB - This report provides the results of The U.S. Department of Transportation Office of Inspector General's (OIG's) audit of the Federal Aviation Administration’s (FAA’s) policies and procedures for screening, placing, and initially training newly hired air traffic controllers. Over the next decade, FAA plans to hire and train nearly 15,000 new controllers to replace those who were hired after the 1981 strike and are now retiring. With this large influx of new hires planned, examining and improving its processes for integrating new controllers into the current workforce will be a significant challenge for FAA. OIG's audit objectives were to (1) evaluate how FAA determines whether candidates have the requisite abilities to become successful controllers, (2) determine what procedures FAA uses to place controllers at air traffic facilities, and (3) assess whether the initial training provided by the FAA Academy adequately prepares new controllers for facility on-the-job training (OJT). Briefly, FAA’s process for selecting and placing new controllers does not sufficiently evaluate candidates’ aptitudes before placing them at facilities. Currently, FAA does not use results of its controller aptitude test (the Air Traffic Selection and Training test, or AT-SAT) to determine the level of facility in which new controllers are placed. Instead, FAA assigns new controllers to locations based primarily on their facility choice and available vacancies. As a result, new controller candidates are being assigned to some of the busiest air traffic control facilities in the Nation with little consideration of whether they have the knowledge, skills, and abilities necessary to become certified controllers at those locations. These include critical facilities within the National Airspace System, such as the Southern California Terminal Radar Approach Control and the Chicago O’Hare and Atlanta Hartsfield Air Traffic Control Towers. FAA also does not use candidates’ initial performance at the Academy to determine the level of facility in which new controllers are placed. Although all controller candidates must attend 2 to 3 months of initial training at the Academy after passing AT-SAT, controller candidates are assigned to a facility before entering Academy training. Initial training at the FAA Academy is currently focused more on short-term memorization rather than developing a long-term skill set and, according to facility managers, does not adequately prepare candidates to begin facility training at their assigned locations. Facility managers OIG spoke with stated that candidates arrive after passing Academy training unprepared to begin facility training, often requiring additional time and resources to refresh them on subjects previously taught at the Academy. FAA internal studies have noted similar concerns. In an internal analysis conducted in November 2007, FAA found that Academy training needed to focus more on basic air traffic control concepts—such as phraseology, issuing clearances, and aircraft characteristics—and less on retaining knowledge just long enough to pass a test. The study recommended numerous changes to initial training, but more than 2 years since its completion, changes have not been implemented. OIG is making recommendations to FAA on actions needed to improve its controller screening, placement, and initial training programs. KW - Air traffic control KW - Air traffic controllers KW - Employee screening KW - Hiring policies KW - Personnel performance KW - Selection and appointment KW - Training UR - http://www.oig.dot.gov/sites/dot/files/Controller%20training%204.1.10.pdf UR - https://trid.trb.org/view/917942 ER - TY - RPRT AN - 01565449 AU - Previti, Anthony J AU - Cyrus, Holly AU - Gallagher, Donald W AU - Hi-Tec Systems, Incorporated AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Airborne Evaluation of Retro-Reflective Beads PY - 2010/04//Technical Note SP - 56p AB - This project was undertaken by the Federal Aviation Administration (FAA) Airport Safety Technology Research and Development Sub-Team as part of an effort to determine the relative conspicuity, from an aircraft on approach, of Type I and Type III retro-reflective beads. Retro-reflective beads are designed to redirect and return light back to its source. The inclusion of retro-reflective beads in painted surface markings can increase their conspicuity. It has been suggested that Type III retro-reflective beads, which have a higher index of refraction (IOR) compared to Type I beads, will substantially increase the conspicuity of paint markings and could help prevent runway incursions. The FAA uses Federal Specification TT-B-1325D, “Beads (Glass Spheres) Retro-Reflective,” to specify retro-reflective beads. Previous studies by the United States Air Force and the FAA have shown that in cases where the light source is not in close proximity to the observer’s line of sight, the benefit of using higher IOR beads is negligible. Since 1994, all research on retro-reflective beads has been focused on surface markings from the ground to improve the conspicuity of taxiway hold position markings, which aid in the prevention of runway incursions. Due to advances in bead technology, it has been suggested that additional tests be conducted from the pilot’s perspective on approach to a runway. Type I and Type III retro-reflective beads were installed on the same type of airport pavement markings at opposite ends of Runway 13/31 at Atlantic City International Airport (ACY) for a period of 8 months and side by side on Runway 10 at Savannah/Hilton Head International Airport (SAV) for a period of 2 months. Subjective data was collected in the form of questionnaires completed by test subjects from aircraft approaching the runway at both locations. The test subjects were queried concerning ease of marking detection and conspicuity. Objective measurements were taken at the beginning and the end of the evaluation. The majority of the test subjects involved in the tests at both ACY and SAV stated they do not use runway markings as a visual cue on approach to a runway at night. They focus on the runway lights. Of the subjects participating, all but one reported no difference in ease of detection between Type I and Type III bead markings. The chromaticity and retro-reflectivity characteristics of the bead markings were acceptable following initial application and throughout the evaluation period. While the Type III beads had a greater retro-reflectivity reading after initial installation, the effects on conspicuity from a pilot’s perspective on approach to the runway were minimal. Also, the higher retro-reflectivity readings of the Type III beads only lasted a few months at ACY then leveled out to the same retro-reflectivity values as the Type I beads for the remainder of the markings’ useful life. This study revalidates the airborne research performed in 1994 and is consistent with other ground-based research performed to date including research completed in 2009. KW - Airport runways KW - Approach KW - Atlantic City International Airport KW - Evaluation KW - Glass beads KW - Retroreflectivity KW - Road markings KW - Runway incursions KW - Savannah/Hilton Head International Airport KW - Visibility UR - http://www.airporttech.tc.faa.gov/DesktopModules/FlexNews/DownloadHandler.ashx?id=d1181518-1484-4087-9da4-0fe5525ad9e8&f=TN10-8.pdf UR - https://trid.trb.org/view/1354997 ER - TY - RPRT AN - 01563891 AU - Boodlal, L AU - Emery, J AU - Souleyrette, R AU - KLS Engineering AU - Iowa State University, Ames AU - Federal Highway Administration TI - Crash Data Improvement Program Guide PY - 2010/04 SP - 64p AB - The purpose of this Crash Data Improvement Program Guide (CDIP Guide) is to assist state crash database managers and other traffic safety professionals in identifying, defining and measuring the characteristics of the data quality within the state crash database. The quality characteristics consist of the timeliness, accuracy, completeness, consistency, integration and accessibility of the crash data. The CDIP Guide will assist States to establish baseline measures that reflect the current status of the quality characteristics and to conduct periodic updates to assess progress in improving crash data quality. The CDIP Guide uses examples of good practices to help illustrate the use of the quality measures. Most of the examples of good practices cited in the Guide are drawn from practices adopted by the states of Michigan, Iowa and Kentucky. All three states are among the leaders in developing, maintaining and managing crash databases that are capable of providing good quality crash data to users. Their ability to provide this quality data is in large part due to the constant vigilance with which they scrutinize the information (data) being provided to the database and the actions they take to maintain and improve the quality of their crash data. KW - Best practices KW - Crash data KW - Data quality KW - Databases KW - Iowa KW - Kentucky KW - Michigan KW - States UR - http://safety.fhwa.dot.gov/cdip/finalrpt04122010/finalrpt04122010.pdf UR - https://trid.trb.org/view/1354423 ER - TY - RPRT AN - 01544598 AU - Byrne, Bernard AU - Vermont Agency of Transportation AU - Federal Highway Administration TI - Vermont Trip Generation Manual PY - 2010/04//Final Report SP - 90p AB - The Traffic Research Unit of the Vermont Agency of Transportation (VTrans) is charged with, among other duties, the review of Traffic Impact Studies for proposed developments in the State of Vermont. In reviewing studies for repeated developments in the same area, it has been noted that measures of current traffic do not necessarily show the anticipated level of traffic projected in previous Traffic Impact Studies. Therefore, the purpose of the research reported herein is to measure Trip Generation for the most widely proposed types of development in Vermont and relate it to some measures of the intensity of the particular land uses. The result of this research is this Vermont Trip Generation Manual, to be used in conjunction with the preparation and review of Traffic Impact Studies within the state. For the most part, the Institute of Transportation Engineers (ITE) Manual will overestimate Trip Generation outside Chittenden County, i.e., in rural and small urban areas. Exceptions should be made for LUC 820 (Shopping Centers), LUC 912 (Drive-up Bank) and LUC 881 (Pharmacy with Drive-up window). Within Chittenden County overestimation occurs, but not to the same extent as outside Chittenden County. KW - Chittenden County (Vermont) KW - Development KW - Impact studies KW - Land use KW - Traffic KW - Transportation planning KW - Trip generation KW - Vermont UR - http://vtransplanning.vermont.gov/sites/aot_program_development/files/documents/materialsandresearch/completedprojects/VermontTripGenerationReportforweb.pdf UR - https://trid.trb.org/view/1331779 ER - TY - RPRT AN - 01535761 AU - Volpe National Transportation Systems Center AU - Federal Highway Administration TI - New Trends in Transportation and Land Use Scenario Planning: Five Case Studies of Regional and Local Scenario Planning Efforts PY - 2010/04 SP - 48p AB - This report summarizes important findings from a literature review on scenario planning processes and a scan of stakeholders. It also presents case studies on innovative, ‘next generation’ scenario planning efforts. The project team defined next generation scenario planning efforts as those that seek to capture a broader range of issues and challenges than previously considered in transportation and land use scenario creation and analysis. The purpose of the report is to identify key issues and practices to provide direction for future scenario planning workshops. The Federal Highway Administration (FHWA) Office of Planning sponsors scenario planning workshops for staff of metropolitan planning organizations (MPOs), state Departments of Transportation (DOTs), and other transportation agencies. The workshops have been offered around the country since 2004. FHWA now seeks to update the workshop agenda and workshop content to highlight new best practices and show how scenario planning can address emerging challenges facing state DOTs, MPOs, and other transportation agencies. In support of this effort, the Volpe Center: (1) Conducted a brief literature review and scan of key stakeholders to identify recent trends in transportation planning (particularly long-range transportation planning) at transportation agencies, focusing on MPOs. Chapter 2 details the trends findings from this review and scan. The trends are grouped into three categories: regional development, risks, and reporting. (2) Conducted a literature review and scan of key stakeholders to identify recent scenario planning processes at transportation agencies, focusing on MPOs, which address the recent planning trends. (3) Documented through case studies innovative scenario planning efforts at five transportation agencies. The scan of trends and review of scenario planning practices conducted were not intended to be an exhaustive review. Rather, the scan and review sought to identify key issues and practices to provide direction for future workshops. KW - Best practices KW - Case studies KW - Land use planning KW - Literature reviews KW - Metropolitan planning organizations KW - Regional planning KW - Stakeholders KW - State departments of transportation KW - Transportation planning KW - Workshops UR - http://ntl.bts.gov/lib/51000/51700/51740/New_trends_ngscenplanrpt.pdf UR - https://trid.trb.org/view/1317673 ER - TY - RPRT AN - 01506806 AU - Nadermann, Anna AU - Greimann, Lowell AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Instrumentation and Monitoring of Precast Bridge Approach Tied to an Integral Abutment Bridge in Bremer County PY - 2010/04//Final Report SP - 48p AB - Approach slab pavement at integral abutment (I-A) bridges are prone to settlement and cracking, which has been long recognized by the Iowa Department of Transportation (DOT). A commonly recommended solution is to integrally attach the approach slab to the bridge abutment. This study sought to supplement a previous project by instrumenting, monitoring, and analyzing the behavior of an approach slab tied to a integral abutment bridge. The primary objective of this investigation was to evaluate the performance of the approach slab. To satisfy the research needs, the project scope involved reviewing a similar previous study, implementing a health monitoring system on the approach slab, interpreting the data obtained during the evaluation, and conducting periodic visual inspections of the bridge and approach slab. Based on the information obtained from the testing, the following general conclusions were made: the integral connection between the approach slab and the bridge appears to function well with no observed distress at this location and no relative longitudinal movement measured between the two components; the measured strains in the approach slabs indicate a force exists at the expansion joint and should be taken into consideration when designing both the approach slab and the bridge and the observed responses generally followed an annual cyclic and/or short term cyclic pattern over time; the expansion joint at one side of the approach slab does not appear to be functioning as well as elsewhere; much larger frictional forces were observed in this study compared to the previous study. KW - Bridge approaches KW - Bridge decks KW - Instrumentation KW - Jointless bridges KW - Precast concrete KW - Structural health monitoring UR - http://lib.dr.iastate.edu/intrans_reports/27/ UR - http://publications.iowa.gov/15995/1/IADOT_InTrans_SPR_0000-005_Bremer_County_integral_abut_precast_approach.pdf UR - https://trid.trb.org/view/1290197 ER - TY - RPRT AN - 01490602 AU - National Highway Traffic Safety Administration TI - Report to Congress. NHTSA’s Crash Data Collection Programs PY - 2010/04 SP - 36p AB - This National Highway Traffic Safety Administration (NHTSA) report is prepared in accordance with House Appropriations Report HR109-153, page 39, that states, “…the Committee directs NHTSA to conduct a comprehensive review of data collection activities and report back to the Committees on Appropriations of the House of Representatives and Senate by March 31, 2006, with respect to the specific types of data collected in each of its data collection and analysis programs and any opportunities to consolidate these data into a system or systems that require less annual operating support yet retain critical safety information.” In response to this directive, NHTSA conducted an internal review of its data systems and has identified the unique characteristics of each system that fully justifies their continuance. Additionally, efficiency measures are routinely adopted within NHTSA's National Center for Statistics and Analysis (NCSA), such as sharing a database structure among several systems. This information was provided to the Appropriations staff in a briefing given by NCSA at the end of 2005, and more details on these systems are included in the body of this report. Also, as part of a larger review that is being conducted by NHTSA of all of its systems, the NCSA data systems were specifically reviewed over the past month by the contractor, G&B Solutions, Inc. A summary of the G&B Solutions, Inc. report recommendations on the NCSA data systems are included in section VIII of this report. This independent report is being reviewed by NHTSA and will be incorporated into NHTSA's future Information Technology planning. NHTSA is cognizant of the budget appropriation constraints and strives to assure the highest level of efficiency and effectiveness in all of its programs. KW - Appropriations KW - Budgeting KW - Data collection KW - Databases KW - Information technology KW - National Center for Statistics and Analysis KW - Traffic crashes KW - U.S. National Highway Traffic Safety Administration UR - http://www-nrd.nhtsa.dot.gov/Pubs/811337.pdf UR - https://trid.trb.org/view/1259524 ER - TY - RPRT AN - 01478209 AU - Nebraska Department of Roads AU - Federal Highway Administration TI - 2009 Continuous Traffic Count Data and Traffic Characteristics on Nebraska Streets and Highways PY - 2010/04 SP - 294p AB - The Nebraska Department of Roads, in cooperation with the Federal Highway Administration, collected and analyzed data at 61 continuous traffic count locations in 2009. Of these 61 locations, 38 are on rural state and federal highways, 8 on low volume rural roads, 2 on city streets in Grand Island, 3 on city streets in Lincoln, 7 on city streets in Omaha, 1 on the Interstate in South Sioux City, 1 on a 'city street in Scottsbluff, and 1 on a city street in Holdrege. Most of our machines have been converted to collect data on vehicle type, not just volume. As a result, continuous classification data is available at the majority of our stations. Short-term manual vehicle classification data was collected during 2009 at many of the remaining permanent continuous traffic counters. A traffic counter detects each passing vehicle and records hourly totals electronically. This information is retrieved periodically over the telephone lines by the Planning and Project Development Division of the Nebraska Department of Roads. Here the information is processed into Average Daily Traffic (ADT) figures. Some of the uses of these ADT values are determination of design standards, classification of highways, development of improvement programs and safety programs. Another important use of the information provided by these permanent traffic counters is to adjust many statewide 24 and 48 hour machine counts and 8-hour manual counts to annual average daily traffic volumes. The tables and graphs on the following pages are a summarization of the more detailed data presented in this report. KW - Average daily traffic KW - Design standards KW - Nebraska KW - Safety programs KW - Traffic counts KW - Traffic volume KW - U.S. Federal Highway Administration KW - Vehicle classification UR - http://ntl.bts.gov/lib/34000/34400/34497/NES009-2009.pdf UR - https://trid.trb.org/view/1247228 ER - TY - RPRT AN - 01472525 AU - Hastings, Aaron L AU - Rochat, Judith L AU - Volpe National Transportation Systems Center AU - Federal Highway Administration TI - Ground and pavement effects using FHWA's Traffic Noise Model 2.5 PY - 2010/04//Final Report SP - 41p AB - The Volpe Center Acoustics Facility, in support of the Federal Highway Administration (FHWA) has been conducting a study to investigate the effects of using different ground types based on an improved understanding of the characteristics of the ground types defined in FHWA’s Traffic Noise Model (TNM) version 2.5. This study also investigates the effects of using specific pavement types, as opposed to Average pavement, when the pavement type is known. The results of this study indicate that improvements in the correlation between predicted and measured results can be achieved by selecting the best ground type and pavement type for the model. KW - Ground KW - Pavements KW - Soils by properties KW - Sound absorption KW - Sound transmission KW - Traffic noise KW - Traffic Noise Model UR - http://www.fhwa.dot.gov/environment/noise/traffic_noise_model/model_validation/ground_and_pavement_effects/gpeffects.pdf UR - http://ntl.bts.gov/lib/46000/46400/46465/DOT-VNTSC-FHWA-10-01.pdf UR - https://trid.trb.org/view/1239154 ER - TY - ABST AN - 01461504 TI - Strategic and Program Plan for Research Communication and Information Dissemination AB - This project seeks the professional technical services of the Volpe Center in analysis, evaluation and development of a comprehensive strategic plan and program for communicating and disseminating information about the Federal Transit Administration's research and results of that research. The services include enhancing the content and design of the public website--the portal for communicating FTA research and technology program and project results worldwide. Services also include an evaluation defining and describing the functional responsibilities of the FTA staff assigned to the communication and information dissemination function within the Office of Research, Demonstration and Innovation (TRI), with recommendations for improving performance of those functions. Ultimately, the plan will reflect Federal Transit Administration (FTA) interest in federal research and development and its continuing commitment of facilitate the dissemination and implementation of transit research results to the transportation community and the general public. KW - Communication systems KW - Implementation KW - Information dissemination KW - Knowledge KW - Public transit KW - Research KW - Strategic planning UR - https://trid.trb.org/view/1229723 ER - TY - RPRT AN - 01457965 AU - Radlinski, Mateusz AU - Olek, Jan AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - High-Performance Concrete Bridge Decks: A Fast-Track Implementation Study, Volume 2: Materials PY - 2010/04//Final Report SP - 253p AB - The purpose of this research was to examine the applicability of ternary binder systems containing ordinary portland cement (OPC), class C fly ash (FA) and silica fume (SF) for bridge deck concrete. This was accomplished in two parts, the laboratory part and a field application part. During the laboratory studies, four ternary mixtures, each containing either 20% or 30% FA and either 5% or 7% SF were subjected to four different curing regimes (air drying, 7 days curing compound application and 3 or 7 days wet burlap curing). In general, all four ternary mixtures exhibited very good water and chloride solution transport-controlling properties (resistance to chloride-ion penetration, chloride diffusivity and rate of water absorption). However, it was concluded that in order to ensure adequate strength, good freezing and thawing resistance, satisfactory resistance to salt scaling, and adequate shrinkage cracking resistance the FA content should not exceed 20%, SF content should not exceed 5% (by total mass of binder) and paste content should be kept below 24% by volume of concrete. Further, wet burlap curing for a minimum of 3 days was required to achieve satisfactory performance and to obtain a reliable assessment of in-situ compressive strength (up to 28 days) using maturity method. The second part of this research examined the performance of ternary concrete containing 20% FA and 5% SF in the pilot high-performance concrete bridge deck constructed in northern Indiana. Using maturity method developed for the purpose of this study, it was determined that the unexpectedly high rapid chloride permeability (RCP) values of concrete placed late in the construction season were mostly attributed to low ambient temperature. Additional applications of the developed maturity method were also demonstrated. These include assessment of risk of scaling and reduction in time to corrosion initiation as a function of construction date, as well as estimation of long-term RCP values of concrete subjected to accelerated curing. KW - Binders KW - Bridge decks KW - Concrete bridges KW - Cracking KW - High performance concrete KW - Indiana KW - Portland cement KW - Shrinkage KW - Waste products UR - http://dx.doi.org/10.5703/1288284314307 UR - https://trid.trb.org/view/1218778 ER - TY - RPRT AN - 01456644 AU - Wittwer, Ernie AU - Gollnik, Robert AU - National Center for Freight and Infrastructure Research and Education (CFIRE) AU - Minnesota Department of Transportation AU - Research and Innovative Technology Administration TI - North/West Passage Corridor-Wide Commercial Vehicle Permitting PY - 2010/04//Final Report SP - 23p AB - The efficient movement of freight is a key to the economic success of any state, region, or nation. Rising transport costs will tend to make products from the region more expensive and less competitive in the national and global markets. This trend can be addressed by adding capacity, a very expensive and long-term solution; improving the management of the highway and rail systems; and by easing the regulatory burden on carriers. Some states have organized themselves into compacts or coalitions to issue permits for these routine loads on a regional basis. While permitting is one of the issues often raised by truckers as a costly and frustrating process, a number of concerns over exactly how individual state rules can be harmonized to facilitate regional permitting must be resolved before multi-state agreements can be put into place. To better understand the nature of regional permitting processes, existing compacts or agreements must be reviewed and their rules, processes, and administrative procedures documented. In addition, members of those compacts must be interviewed to measure their perceptions of the costs and benefits entailed in regional agreements. This project team aims to identify how the North/West Passage states might pursue a regional permitting agreement, what such an agreement would mean for each state’s Department of Transportation, and the level of industry demand in the eight states of the North/West Passage Corridor for regional permitting services. KW - Coalitions KW - Commercial vehicles KW - Freight traffic KW - Highway corridors KW - Interstate 90 KW - Interstate 94 KW - Interstate compacts KW - North/West Passage Corridor KW - Northwestern United States KW - Oversize loads KW - Overweight loads KW - Permits KW - Regional transportation KW - Trucking UR - http://www.wistrans.org/cfire/documents/CFIRE_03-09_Final_Report.pdf UR - https://trid.trb.org/view/1224928 ER - TY - RPRT AN - 01453718 AU - Kim, Daehyeon AU - Shin, Younjin AU - Siddiki, Nayyar AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Geotechnical Design Based on CPT and PMT PY - 2010/04//Final Report SP - 95p AB - This research presents the correlation of undrained shear strength based on the cone resistance from the cone penetration test (CPT) for clayey soils in Indiana. It utilized the field cone penetration test program including the CPT, the index test, the one dimensional test and the triaxial test. The cone factor, which is essential to reliable estimation of undrained shear strength from cone resistance, has been evaluated considering the plasticity index of soils. The cone factor is influenced by the penetration rate during the CPT and test methods that are used for obtaining the undrained shear strength. The rate effect of the CPT has been examined to ensure undrained penetration, and the isotropic consolidated undrained compression test for shear strength assessment has been used to effectively reflect in-situ strength. Following the field cone penetration test program, clayey soils from 4 sites in Indiana have been investigated and cone factor ranges for over-consolidated clays are identified. An equation is suggested for estimating the cone factor in geotechnical design. KW - Clay soils KW - Compression tests KW - Cone penetrometers KW - Geotechnical engineering KW - Indiana KW - Pressure gages KW - Undrained shear strength UR - http://dx.doi.org/10.5703/1288284314264 UR - https://trid.trb.org/view/1218730 ER - TY - RPRT AN - 01453704 AU - Kim, Hobi AU - Prezzi, Monica AU - Salgado, Rodrigo AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Use of Dynamic Cone Penetration and Clegg Hammer Tests for Quality Control of Roadway Compaction and Construction PY - 2010/04//Final Report SP - 275p AB - Soil compaction quality control presently relies on the determination of the in-place compacted dry unit weight, which is then compared with the maximum dry unit weight obtained from a laboratory compaction test. The Indiana Department of Transportation (INDOT) requires that the in-place dry unit weight for compacted soil be over 95% of the laboratory maximum dry unit weight. In order to determine the in-place dry unit weight, INDOT engineers generally use nuclear gauges, which are hazardous and also costly because of the required safety precautions. Thus, several alternative tests such as the Dynamic Cone Penetration Test (DCPT) and the Clegg Hammer Test (CHT) were introduced as testing tools for soil compaction quality control. However, no reliable correlations are available in the literature to employ these tests for soil compaction quality control. The main objectives of this research were to evaluate the use of the DCPT and the CHT results to develop criteria for soil compaction quality control. A number of DCPTs and CHTs was performed on Indiana road sites, in a test pit, and in the soil test chamber at Purdue University. Since soil compaction varies from place to place, a statistical approach was applied to account for the compaction variability in the development of the criteria for soil compaction quality control. Based on the DCP tests performed on several INDOT road sites, as well as in the test pit at Purdue University, and the requirement that the in-place dry unit weight of the fill material be over 95% of the laboratory maximum dry unit weight, minimum required DCP blow counts (NDCP)req were proposed for soils belonging to three groups of the AASHTO (American Association of State Highway and Transportation Officials) soil classification system. For the DCPT, the minimum required blow count for 0-to-12 inch penetration, (NDCP)|0~12” associated with an RC of 95% for A-3 soil varied from 7 to 10; it is a function of the coefficient of uniformity. For A-1 soil and A-2 soils except those containing gravel, the (NDCP)|0~12” was a function of the optimum moisture content. For silty clays, the minimum required blow counts, (NDCP)|0~6” and (NDCP)|6~12” were a function of the plasticity index and the soil percentage passing the #40 sieve. Since the relationship of Clegg Impact Value (CIV) with relative compaction exhibited considerable variability, no criterion for CHT was proposed. Dynamic analyses hold promise in forming the basis for interpretation of the DCPT and CHT results since predictions of the penetration process (DCPT) and accelerations (CHT) for sand under controlled conditions were very reasonable. KW - Clegg impact hammer KW - Compacted soils KW - Compaction KW - Cone penetrometers KW - Indiana KW - Quality control KW - Soil compaction UR - http://dx.doi.org/10.5703/1288284314246 UR - https://trid.trb.org/view/1218712 ER - TY - RPRT AN - 01453692 AU - DeWoody, J Andrew AU - Nogle, Jamie M AU - Hoover, Melissa AU - Dunning, Barny AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Monitoring and Predicting Traffic Induced Vertebrate Mortality Near Wetlands PY - 2010/04 SP - 121p AB - Animal-vehicle collisions are undesirable to the general public, to drivers, to insurance providers, to biologists, and presumably to the animals themselves. However, traffic-induced mortality ("roadkill") is difficult to mitigate in large part because scientists lack the empirical data required to understand the patterns and processes associated with roadkill. Roadkill is not randomly distributed in space or in time, but what are the primary determinants of roadkill? And do they differ across organismal groups? The authors monitored vertebrate roadkill at 6 wetland and 6 upland sites in Indiana twice a week for a period of 20 months to determine whether roadkill occurs predominantly near one habitat compared to the other. They documented 14,439 vertebrate carcasses that were mostly distributed near wetlands. A significant fraction of the roadkill was not identifiable based on morphology alone, so the authors used DNA barcoding as a key element of species assignment. A large proportion of the carcasses (88%) were amphibians, a taxonomic group that has declined precipitously in recent years. Overall, these roadkill data were used along with road and habitat characteristics to develop analytical models that, in the absence of field monitoring, should be useful for predicting sites where roadkill is expected to be substantial. In the case of future highway construction, the models have the potential to help reduce the overall levels of roadkill, and that has the added benefit of translating into fewer human injuries and monetary losses caused by human-wildlife collisions. KW - Animal vehicle collisions KW - Crashes KW - Habitat (Ecology) KW - Indiana KW - Roadside fauna KW - Vertebrates KW - Wetlands UR - http://dx.doi.org/10.5703/1288284314256 UR - https://trid.trb.org/view/1218722 ER - TY - RPRT AN - 01444572 AU - Ahearn, Emily B AU - Puckett, Jay A AU - University of Wyoming, Laramie AU - Wyoming Department of Transportation AU - Federal Highway Administration TI - Reduction of Wind-Induced Vibrations in High-Mast Light Poles PY - 2010/04//Final Report SP - 121p AB - High-mast light poles are frequently used in areas where widespread illumination is required, such as along interstates and at major highway interchanges. The structures' heights are large relative to their cross-sectional dimensions, and, consequently, they are flexible and sensitive to wind loading. A number of failures of high-mast structures have occurred due to fatigue cracking. These failures have been linked to buffeting and vortex shedding loads. The primary study objective is to characterize the dynamic effects of wind-induced vibrations on high-mast structures in Laramie, Wyoming, and to propose several retrofits that increase the aerodynamic damping, thereby reducing vibrations. A 120-ft tall high-mast pole was monitored to determine its dynamic characteristics. The pole was then retrofitted with helical strakes, ribbon dampers, a perforated shroud, and surface roughness, and the difference in the dynamic response of the retrofitted and unretrofitted pole under similar wind conditions was examined. The perforated shroud covering approximately 13% of the pole prevented lock-in under the wind conditions tested. A second pole was monitored and exhibited a drastically different response. It was observed that traffic vibrations exciting the pole at higher frequencies prevented lock-in from occurring. This phenomenon has not previously been observed as reported in the literature. KW - Buffeting KW - Damping (Physics) KW - Fatigue cracking KW - High mast lighting KW - Poles (Supports) KW - Retrofitting KW - Traffic KW - Vibration KW - Vortex shedding KW - Wind KW - Wyoming UR - http://www.dot.state.wy.us/files/live/sites/wydot/files/shared/Planning/Research/WYDOT%20-%20High-Mast%20Report%20-%205-27-10.pdf UR - http://ntl.bts.gov/lib/44000/44300/44324/WYDOT_-_High-Mast_Report_-_5-27-10.pdf UR - https://trid.trb.org/view/1212123 ER - TY - ABST AN - 01382396 AU - United States. Federal Highway Administration (FHWA). Federal Transit Administration AU - United States. Federal Highway Administration (FHWA). Federal Transit Administration TI - Reducing congestion & funding transportation using road pricing: international scan PY - 2010/04 SP - 17p AB - The purpose of the international scan was to identify new ideas and practical, workable models for integrating road pricing approaches into state, local, and regional policies, programs, and practices. The findings are intended to inform the U.S. road pricing research agenda and identify best practices from international experience that will assist U.S. practitioners. The scan team visited with representatives from Sweden, the United Kingdom, Singapore, Germany, the Czech Republic, and the Netherlands in December 2009. KW - Czech Republic KW - Germany KW - Highway traffic control KW - International comparison KW - International comparison KW - Netherlands KW - Policy KW - Policy KW - Road pricing KW - Road pricing KW - Singapore KW - Sweden KW - Traffic management KW - United Kingdom UR - http://international.fhwa.dot.gov/pubs/roadpricing/roadpricing.pdf UR - https://trid.trb.org/view/1150317 ER - TY - RPRT AN - 01365340 AU - Cotton, Benjamin AU - Clark, Michael AU - Research and Innovative Technology Administration AU - National Park Service TI - Captain John Smith Chesapeake National Historic Trail: Alternative Transportation Study Support to Comprehensive Management Plan PY - 2010/04//Technical Support SP - 38p AB - This study utilizes a geographic information systems (GIS) inventory to evaluate alternative transportation feasibility throughout the Captain John Smith Chesapeake National Historic Trail region. KW - Alternatives analysis KW - Feasibility analysis KW - Geographic information systems KW - National Historic Trails KW - National parks KW - Regional planning UR - http://ntl.bts.gov/lib/44000/44100/44190/DOT-VNTSC-NPS-10-09.pdf UR - https://trid.trb.org/view/1133947 ER - TY - RPRT AN - 01358532 AU - Fitch, Jennifer AU - Vermont Agency of Transportation AU - Federal Highway Administration TI - Pavement Life and Annualized Cost Study, Statewide PY - 2010/04//Interim Report SP - 57p AB - In 1992, the Vermont Agency of Transportation engaged in a statewide study to document the equivalent study life and cost effectiveness of the pavement treatments including level and overlays, cold plane and overlay, cold recycled pavements and full depth reclamation. This was accomplished by establishing pavement studies to characterize the current condition of the various treatments prior to and following construction on an annual basis in terms of cracking and rutting. Following extensive analytical analysis, including an examination of data variability and potential explanatory variables, performance curves were developed. A total of 298 test sites from 92 projects were incorporated into the analysis. Overall, fatigue cracking was found to be the most significant form of cracking accounting for approximately 31% of overall cracking 10 years following construction. Modeled equivalent study lives in terms of total, fatigue and transverse cracking were found to be 6.5 to 8.7 years for level and overlay projects, 7.6 to 8.8 years for cold plane and overlay projects, 12.7 to 25.8 years for cold recycled treatments, and 11.2 to 16.5 for full depth reclamation projects. The Vermont Agency of Transportation will continue to monitor these roadway segments until such time when predicted equivalent study lives of each treatment can be verified by field measurements. In addition, an equivalent study life cost analysis will be performed to calculate average life cycle costs. The final report will include subsequent recommendations for the most cost effective treatment for optimum performance with respect to existing conditions on specific highway segments. KW - Cold in-place recycling KW - Cost effectiveness KW - Fatigue cracking KW - Full-depth reclamation KW - Life cycle costing KW - Overlays (Pavements) KW - Pavement cracking KW - Pavement performance KW - Rehabilitation (Maintenance) KW - Rutting KW - Service life KW - Transverse cracking KW - Vermont UR - http://vtransengineering.vermont.gov/sites/aot_program_development/files/documents/materialsandresearch/completedprojects/PavementLifeReportsemifinal421.pdf UR - https://trid.trb.org/view/1124025 ER - TY - RPRT AN - 01358003 AU - Fitch, Gregory M AU - Blanco, Myra AU - Morgan, Justin F AU - Rice, Jeanne C AU - Wharton, Amy AU - Wierwille, Walter W AU - Hanowski, Richard J AU - Virginia Polytechnic Institute and State University, Blacksburg AU - National Highway Traffic Safety Administration TI - Human Performance Evaluation of Light Vehicle Brake Assist Systems: Final Report PY - 2010/04//Draft Final Report SP - 279p AB - The Brake Assist System (BAS) is a safety feature that supplements drivers’ inadequate braking force during panic braking maneuvers upon the detection of a rapid brake pedal application. This report presents an evaluation of drivers’ panic braking performance using BAS. Two vehicles with electronic BASs were selected: a 2006 Mercedes-Benz R350 and a 2007 Volvo S80. Sixty-four participants, balanced for age and gender, drove one of the instrumented vehicles at 45 mph and stopped at an unexpected barricade. Following debriefing, drivers performed another braking maneuver at the barricade, were shown how to perform a hard stop, and performed hard-braking maneuvers in which BAS was either enabled or disabled. Twenty-eight percent of drivers activated BAS subsequent to the demonstration. In the most conservative analysis, where the effect of BAS activation was isolated from driver panic-braking variability, it was found that BAS-active stopping distances were on average 1.43 ft (s.e. = 1.19 ft) shorter than BAS-disabled stopping distances. Yet, two drivers, who differed in age, sex, and vehicle driven, exhibited reductions in stopping distance exceeding 10 ft. Overall, the as-tested BAS has potential safety benefit that could be accrued from reduced stopping distance, but were not realized in this evaluation. Moreover, BAS implementations that do not completely rely on the driver may offer greater safety benefits. KW - Brake assist system KW - Braking KW - Braking performance KW - Driver support systems KW - Hard braking KW - Highway safety KW - Light vehicles KW - Panic braking KW - Performance measurement UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2010/811251.pdf UR - https://trid.trb.org/view/1122855 ER - TY - RPRT AN - 01353060 AU - McNeil, Sue AU - Li, Qiang AU - Oswald, Michelle AU - Gallis, Michael AU - Kreh, Erik AU - Peterson, Zach AU - Trimbath, Susanne AU - Flaxman, Michael AU - Skancke, Tom AU - Delaware Center for Transportation AU - Research and Innovative Technology Administration TI - Developing an Infrastructure Index – Phase I PY - 2010/04//Final Report SP - 112p AB - The Phase I work focused on concepts for sector specific infrastructure indices for transportation, energy, water and broadband, exploring strategies to combine the sector specific indices into a composite infrastructure index, identifying possible sources of data, and developing a prototype index for transportation. Significant barriers were identified and ways were found to overcome them. KW - Broadband KW - Energy KW - Infrastructure KW - Performance measurement KW - Transportation KW - Water UR - http://www.ce.udel.edu/UTC/current%20Research/McNeil_Li_Oswald_FinalReport.pdf UR - https://trid.trb.org/view/1117580 ER - TY - RPRT AN - 01352917 AU - Hodge, Daniel AU - Bekka, Khalid AU - Lee, Jon AU - Abedrabbo, Johnny AU - Parkins, Geoff AU - Kramer, Fred AU - HDR/HLB Decision Economics Incorporated AU - Montana Department of Transportation AU - Federal Highway Administration TI - Impact of Canadian Economic Development on Northern Montana Highways PY - 2010/04//Final Report SP - 273p AB - Recent economic development in the Canadian provinces of Alberta and Saskatchewan is generating changes in commercial traffic across border crossings into Montana and along associated north-south highway corridors. Most notably, oil and gas exploration, generation and refinement in Canada tend to lead to a wide mix of auto, truck, and pipeline activity across the Montana-Canada border. This report covers Phase I of a potential two-phase study where Phase I is an assessment of current and future economic conditions and an estimate of related commercial vehicle traffic growth with and without expanded port operations. Phase II, if warranted, would identify highway impacts of the future traffic and necessary improvements along the highway corridors leading to the ports. This research study focused on examining current and future economic conditions to estimate future commercial traffic growth at the border crossings and connecting north-south highways in Montana. In addition, the research assessed the impacts of expanding port of entry operating hours and estimates induced and re-distributed traffic volumes. Key elements of the study included: 1) literature review of regional economic and transportation studies, and similar border crossing analyses; 2) assessment of current traffic and infrastructure conditions, and border crossing policies and security; 3) evaluation of existing economic conditions and projections of future industry growth; and 4) forecasts of future traffic volumes at Montana border crossings and connecting highways. The research employed a risk analysis to account for future uncertainties in key driving factors and industry growth trends, thus producing a range of likely future traffic volumes by facility. The study findings indicate that historical border crossing traffic volumes vary significantly depending on factors such as oil prices, and the value of the Canadian dollar. Further, traffic volumes, other than at Sweet Grass, are relatively low and well-below capacity. The current economic recession and expected gradual recovery means flat to modest growth in the near-term. There is some potential for stronger long-term traffic growth due to anticipated expansion in the energy industries and the potential for expanded port operations. KW - Alberta KW - Border crossings KW - Border regions KW - Canada KW - Commercial vehicle operations KW - Economic conditions KW - Economic development KW - Evaluation and assessment KW - Forecasting KW - Highway corridors KW - Impacts KW - Infrastructure KW - International trade KW - Literature reviews KW - Montana KW - Saskatchewan KW - Security KW - Traffic growth KW - Traffic volume KW - United States-Canada Border UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/canada_impact_nhwy/final_report.pdf UR - http://www.mdt.mt.gov/research/projects/mcs/canada_impact_nhwy.shtml UR - http://ntl.bts.gov/lib/45000/45800/45854/final_report76.pdf UR - https://trid.trb.org/view/1117498 ER - TY - RPRT AN - 01341253 AU - Bhoem, Kurtis M AU - Barnes, Robert W AU - Schindler, Anton K AU - Auburn University AU - Alabama Department of Transportation AU - Federal Highway Administration TI - Performance of Self-Consolidating Concrete in Prestressed Girders PY - 2010/04//Technical Report SP - 213p AB - A structural investigation of self-consolidating concrete (SCC) in AASHTO Type I precast, prestressed girders was performed. Six test girders were subjected to transfer length and flexural testing. Three separate concrete mixtures, two girders per mixture, were used to construct these specimens. A moderate-strength, conventional-slump concrete mixture, similar to the concrete used in typical ALDOT girders was evaluated versus moderate-strength SCC and high-strength SCC. No significant difference in transfer bond behavior was found between the full-scale SCC girders and the conventional concrete girders. High-strength SCC girders had shorter transfer lengths than moderate-strength (SCC and conventional) girders. After normalization to account for the difference in prestress magnitude and concrete strength, there was no discernible difference in the magnitude of the transfer lengths between the concrete types. After a composite, cast-in-place concrete deck was added to each girder, flexural testing was performed near each girder end, resulting in two flexural tests per girder. Embedment lengths were varied for each test in order to bracket the AASHTO strand development length. Results indicated that the use of SCC had no adverse effects on the overall flexural performance, and the flexural bond lengths were conservatively predicted by the relevant ACI and AASHTO expressions. Similarly, the SCC girders exhibited comparable service-level performance to the conventional girders. Based on the work performed in this study SCC should perform well in prestressed concrete girder applications. KW - Flexural strength KW - Girders KW - Prestressed concrete KW - Self compacting concrete KW - Transfer lengths UR - http://ntl.bts.gov/lib/37000/37900/37997/ALDOT_930-602_FINAL_REPORT.pdf UR - https://trid.trb.org/view/1103168 ER - TY - RPRT AN - 01334235 AU - Briglia, Peter M AU - Fishkin, Emily AU - Hallenbeck, Mark E AU - Wu, Yao-Jan AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - An Analysis of the Puget Sound In-Vehicle Traffic Map Demonstration PY - 2010/04//Research Report SP - 186p AB - The purposes of this project were to gain a better understanding of the benefits of providing in-vehicle congestion information and to determine whether any detectable congestion level changes resulted from providing this information. The project tested an in-vehicle traffic map device (TrafficGauge) using 2,215 participants from the Puget Sound region. Three rounds of surveys (Entry, Daily and Exit) took place between November 2007 and May 2008 in which participants used the TrafficGauge for six months. The project also analyzed a roadway corridor to determine, in instances of unusual freeway congestion, how traveler’s behavior affects congestion on alternative roadways. The analysis looked for correlations between the performance of the study corridor’s three freeways and four arterials using conditional probability tables. Most of the survey participants were young to middle-age males, well educated with middle or high incomes. The entry survey demographic data indicated that the participants were not representative of the general population but they were probably representative of those most likely to seek and pay for traveler information, particularly information delivered by an in-vehicle congestion map device. On half the occasions when participants reported changing routines in the daily surveys, they reported not receiving any benefits. For the entire study, 25 percent of participants reported not benefiting at all from the device. Participants who changed routines saved time a mean number of 1.6 times. The mean amount of time saved on those instances was a little over 30 minutes. Thirty-two percent of participants indicated that they did not save any time by using the device. Over 59 percent of the participants indicated that the information provided by the device reduced their level of stress. The study participants could be divided into three groups. One (about 20 percent) thought highly of the device, were confident that it had saved them considerable time and stress, and would purchase the device. Another (between 21 percent and 26 percent) saw little value in either the device or the information that it conveyed and would not purchase the device. The third, and largest, group saw value in the device and occasionally benefited from the information it provided. They did not, however, think that these benefits warranted purchasing the device. The corridor analysis indicated that even without arterial performance information, some travelers seek alternative routes when the freeway becomes congested. The corridor analysis confirmed that many travelers diverted either on the basis of what they see on the roadway or what they get from en-route traffic information sources. Even the modest levels of diversion observed in this study increased arterial congestion, especially near freeway ramps. This visible arterial congestion near the freeway discouraged diversion. Consequently, providing arterial performance information on the entire arterial via in-vehicle devices is likely to increase initial diversion, thereby degrading arterial performance. Roadway agencies will, therefore, need to make traffic management of the ramps and arterial segments that connect the alternate routes a priority. KW - Arterial highways KW - Demonstration projects KW - Driver information systems KW - Freeways KW - Highway traffic control KW - In-vehicle devices KW - Puget Sound Region KW - Stress (Psychology) KW - Surveys KW - Time savings KW - Traffic congestion KW - Traffic diversion KW - Travel behavior KW - Travelers UR - http://www.wsdot.wa.gov/research/reports/fullreports/737.1.pdf UR - https://trid.trb.org/view/1097583 ER - TY - RPRT AN - 01333257 AU - Research and Innovative Technology Administration TI - 2007 Economic Census. Transportation. 2007 Commodity Flow Survey PY - 2010/04 SP - 254p AB - The 2007 Commodity Flow Survey (CFS) is undertaken through a partnership between the U.S. Census Bureau, U.S. Department of Commerce and the Research and Innovative Technology Administration (RITA), Bureau of Transportation Statistics (BTS), U.S. Department of Transportation. This survey produces data on the movement of goods in the United States. It provides information on commodities shipped, their value, weight, and mode of transportation, as well as the origin and destination of shipments of commodities from manufacturing, mining, wholesale, and select retail and services establishments. The CFS data are used by policy makers and transportation planners in various federal, state, and local agencies for assessing the demand for transportation facilities and services, energy use, and safety risk and environmental concerns. Additionally, business owners, private researchers, and analysts use the CFS data for analyzing trends in the movement of goods, mapping spatial patterns of commodity and vehicle flows, forecasting demands for the movement of goods, and determining needs for associated infrastructure and equipment. The CFS was conducted previously in 2002, 1997, and 1993. KW - 2007 Commodity Flow Survey KW - Commodity flow KW - Data collection KW - Freight traffic KW - Freight transportation KW - Mapping KW - Origin and destination KW - Transportation modes UR - http://ntl.bts.gov/lib/35000/35400/35455/CFS2007.pdf UR - https://trid.trb.org/view/1096608 ER - TY - RPRT AN - 01329756 AU - Worth, Phill AU - Bauer, Jocelyn AU - Grant, Michael AU - Josselyn, Jessica AU - Plaskon, Terence AU - Candia-Martinez, Mario AU - Chandler, Brian AU - Smith, Michael C AU - Wemple, Beth AU - Wallis, Elizabeth AU - Chavis, Anna AU - Rue, Harrison AU - Science Applications International Corporation AU - Kittelson and Associates, Incorporated AU - ICF International AU - Federal Highway Administration TI - Advancing Metropolitan Planning for Operations: The Building Blocks of a Model Transportation Plan Incorporating Operations - A Desk Reference PY - 2010/04 SP - 162p AB - This publication is a resource designed to enable transportation planners and their planning partners to build a transportation plan that includes operations objectives, performance measures, and strategies that are relevant to their region, that reflect the community’s values and constraints, and that move the region in a direction of improved mobility and safety. It offers practitioners a menu of options for incorporating operations into their plans through an organized collection of sample operations objectives and performance measures. It also features excerpts from a model metropolitan transportation plan, illustrating the results of an objectives-driven, performance-based approach to planning for operations. KW - Metropolitan areas KW - Performance measurement KW - Regional planning KW - Strategic planning KW - Transportation operations KW - Transportation planning UR - http://ops.fhwa.dot.gov/publications/fhwahop10027/fhwahop10027.pdf UR - https://trid.trb.org/view/1090889 ER - TY - RPRT AN - 01328113 AU - Vasconez, Kimberly C AU - Kehrli, Mark AU - Federal Highway Administration TI - Highway Evacuations in Selected Metropolitan Areas: Assessment of Impediments PY - 2010/04//Technical Report SP - 108p AB - Almost 5 years after hurricanes Katrina and Rita battered Louisiana and Texas, respectively, public officials remain focused on the Nation’s ability to safely evacuate large numbers of people. As a part of the Fiscal Year 2010 U.S. Department of Transportation (DOT) appropriations (Public Law 111-117), the U.S. Congress requested the DOT, in cooperation with the Department of Homeland Security (DHS), to: (1) assess mass evacuation plans for the country’s high-threat, high-density areas and identify and prioritize deficiencies on those routes that could impede evacuations and (2) conduct an analysis of how national highway system (NHS) projects under construction west of the National Capital Region (NCR) could increase the NCR’s evacuation capacity and provide a detailed plan to accelerate such projects. The following information addresses both assessments and involves a broad view of what local authorities in 26 metropolitan areas view as the greatest impediments of their NHS routes in supporting a mass evacuation within their region, as well as a section dedicated to assessing construction and options for accelerating work along NHS routes west of the NCR that would facilitate the movement of NCR evacuees from danger as necessary. The Federal Highway Administration (FHWA) led the multiagency effort to gather and consolidate information. The planning, interview and review teams included representatives of various FHWA offices, the Office of the Secretary of Transportation, the DHS Office of Infrastructure Protection, and the Federal Emergency Management Agency (FEMA) offices of Response and of the National Capital Region Coordination (NCRC). KW - Communications KW - Disaster preparedness KW - Disasters and emergency operations KW - Evacuation KW - Evaluation KW - Highway capacity KW - Highway traffic control KW - Highway travel KW - Metropolitan areas KW - Transportation planning KW - United States KW - Washington Metropolitan Area UR - http://www.ops.fhwa.dot.gov/eto_tim_pse/reports/2010_cong_evac_study/fhwahop10059.pdf UR - https://trid.trb.org/view/1086327 ER - TY - RPRT AN - 01325022 AU - Yu, Lei AU - Wang, Ziqianli AU - Shi, Qinyi AU - Texas Southern University, Houston AU - Southwest Region University Transportation Center AU - Research and Innovative Technology Administration TI - PEMS-Based Approach to Developing and Evaluating Driving Cycles for Air Quality Assessment PY - 2010/04//Research Report SP - 94p AB - A driving cycle is the fundamental concept in conducting emission testing and modeling. The quality of a driving cycle is directly associated with the accuracy of any air quality analysis, and therefore whether the emission reductions can be achieved. However, the widely used driving cycles bring considerable uncertainties when the emission estimation is carried out for a specific city or region. Further, the existing driving cycles have been developed based only on the driving activities, without capturing the characteristics of emission profiles. In this context, this research is intended to achieve two primary objectives. The first objective is to develop driving cycles for classified roads incorporating both a vehicle’s driving activities and its emission characteristics, using the data collected by Portable Emission Measurement System (PEMS), which was neither available nor has ever been used in developing driving cycles. A comprehensive database is established for the collected data and a sophisticated computer program is developed to generate the specific driving cycles. The second objective is to develop an evaluation approach of driving cycles in which Vehicle Specific Power (VSP), a parameter that can readily connect the driving modes with emissions, is used to evaluate how well the driving cycles can represent the driving and emission characteristics on real roads. The proposed methodology for generating driving cycles is then evaluated for its effectiveness on the emission estimation based on a comparative analysis with the current emission inventory and traditional methodologies. KW - Air quality management KW - Data collection KW - Driving cycles KW - Emissions testing KW - Exhaust gases KW - Portable Emissions Measurement System KW - Vehicle specific power UR - http://swutc.tamu.edu/publications/technicalreports/169300-1.pdf UR - https://trid.trb.org/view/1085903 ER - TY - RPRT AN - 01321152 AU - Vasconez, Kimberly C AU - Kehrli, M AU - Federal Highway Administration TI - Highway Evacuations in Selected Metropolitan Regions: Assessment of Impediments PY - 2010/04 SP - 108p AB - Almost 5 years after hurricanes Katrina and Rita battered Louisiana and Texas, respectively, public officials remain focused on the Nation's ability to safely evacuate large numbers of people. As a part of the Fiscal Year 2010 U.S. Department of Transportation (DOT) appropriations (Public Law 111-117), the U.S. Congress requested the DOT, in cooperation with the Department of Homeland Security (DHS), to: (1) assess mass evacuation plans for the countrys high-threat, high-density areas and identify and prioritize deficiencies on those routes that could impede evacuations and (2) conduct an analysis of how national highway system (NHS) projects under construction west of the National Capital Region (NCR) could increase the NCR's evacuation capacity and provide a detailed plan to accelerate such projects. The following information addresses both assessments and involves a broad view of what local authorities in 26 metropolitan areas view as the greatest impediments of their NHS routes in supporting a mass evacuation within their region, as well as a section dedicated to assessing construction and options for accelerating work along NHS routes west of the NCR that would facilitate the movement of NCR evacuees from danger as necessary KW - Disasters and emergency operations KW - Evacuation KW - Hazards and emergency operations KW - Hurricanes KW - Traffic control KW - Transportation planning UR - http://ops.fhwa.dot.gov/eto_tim_pse/reports/2010_cong_evac_study/fhwahop10059.pdf UR - https://trid.trb.org/view/1075666 ER - TY - RPRT AN - 01226740 AU - Department of Transportation TI - Consumer Assistance to Recycle and Save Program: Most Transactions Met Program Requirements, But Program Completion Activities Continue: National Highway Traffic Safety Administration PY - 2010/04 SP - 35p AB - The Consumer Assistance to Recycle and Save (CARS) Act of 2009 required the National Highway Traffic Safety Administration (NHTSA) to establish and administer a program that would encourage consumers to trade in their vehicles for new, more fuel-efficient vehicles. The primary objectives of the program were to stimulate the economy and promote sales of vehicles with higher fuel economy. The CARS Act established an aggressive schedule for NHTSA to implement this complex program, and 12 days into implementation, Congress tripled program funding from $1 billion to $3 billion. After 1 month, dealers requested payment for over 690,000 vehicle sales, nearly exhausting program funds To provide oversight of this high risk program, Congress required the Government Accountability Office (GAO) and the Department of Transportation (DOT) Office of Inspector General (OIG) to review and report on the administration of the program. KW - Average fuel economy KW - Economic factors KW - Fuel efficient cars KW - Motor vehicle dealers KW - Motor vehicles KW - Trade KW - Vehicle design UR - https://trid.trb.org/view/987540 ER - TY - RPRT AN - 01219909 AU - Burkheimer, Dennis AU - Jackson, Tim AU - Thompson, Gregory AU - Thompson, Todd AU - Thompson Engineering Company AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Development of Interface Specifications for Mobile Data Platforms on DOT Vehicles: Final Report PY - 2010/04//Final Report SP - 43p AB - AVL/GPS/Sensor Data Collection Systems are typically deployed within transportation maintenance fleets. All too often, highway maintenance engineers invest resources into automatic vehicle location (AVL) and global positioning systems (GPS) along with several types of sensors, only to find that the systems are proprietary and that it is difficult to incorporate new technology. Developing a set of standards to develop interoperable components becomes essential. This Clear Roads project developed a set of generic specifications and proposes an implementation plan to standardize them at the national level. The specification designates a standard modem/GPS unit that employs cellular and Wi-Fi communications to transmit to a web based server. In-vehicle, the modem/GPS unit connects to the engine bus of each transportation vehicle using the SAE J1939 interface. All onboard sensors are connected to the engine bus and the modem/GPS unit listens for sensor data. It is remotely programmed to collect and transmit the desired information for each unique user community to a transportation database. The implementation plan is built upon petitioning a standard granting organization such as SAE or IEEE through the use of a national sponsor such as APWA or FHWA with the Clear Roads proposed specification. By adopting a standard interface, vendors can remain competitive, offer unique services, yet provide a wide range of interoperable products for the transportation industry. KW - Automatic vehicle location KW - Data collection KW - Global Positioning System KW - Highway maintenance KW - IEEE 802.11 (Standard) KW - Interoperability KW - SAE J1939 KW - Sensors KW - Specifications KW - Standardization KW - Winter maintenance UR - http://wisdotresearch.wi.gov/wp-content/uploads/09-09mobiledataplatforms-f.pdf UR - http://www.clearroads.org/research-projects/downloads/09-09mobiledataplatforms-final-report.pdf UR - https://trid.trb.org/view/976095 ER - TY - RPRT AN - 01207189 AU - University of Southern California, Los Angeles AU - METRANS Transportation Center AU - University Transportation Centers Program TI - Fiber-Optic Smart Structures for Monitoring and Managing the Health of Transportation Infrastructures PY - 2010/04 SP - 26p AB - This report explores the possibility of using fiber-optic sensor technology to continually and automatically monitor the structural health and integrity of transportation infrastructures. The advantages of such monitoring include minimized downtime, avoidance of catastrophic failure, and a reduction in maintenance labor. The author suggests that real-time, computer automated monitoring of the health of bridges and overpasses is essential for safety. The long-term, in-service aging of a structure can be monitored and evaluated, as well as any acute damage from earthquakes, natural disasters, or terrorist attacks. The author describes the development of fiber-optic sensors for bridge monitoring, as well as the development of design for a sensor network prototype. He includes a discussion of Michelson interferometer sensors, fiber Bragg grating sensors, and distributed fiber sensors. This study includes a literature search, research of the state of practice in bridge monitoring, and interviews with experts. KW - Bridges KW - Fiber optics KW - Infrastructure KW - Monitoring KW - Structural health monitoring UR - http://www.metrans.org/research/09-13-fiber-optic-smart-structures-monitoring-and-managing-health UR - https://trid.trb.org/view/935560 ER - TY - RPRT AN - 01206850 AU - Dixon, Michael AU - Abdel-Rahim, Ahmed AU - Kyte, Michael AU - National Institute for Advanced Transportation Technology AU - Research and Innovative Technology Administration TI - Improved Simulation of Stop Bar Driver Behavior at Signalized Intersections PY - 2010/04//Final Report SP - 62p AB - The Federal Highway Administration’s Next Generation Simulation (NGSIM) program has identified a set of priority algorithms that are yet to be developed. These algorithms include starting/stopping behavior and permitted left turns at signalized intersections. The project has two objectives: 1. Document characteristics of stop bar behavior at both the beginning and ending of green and 2. Determine the level of precision with which car following algorithms can be expected to represent vehicle headways and speed. Some errors were found and corresponding corrections were made, resolving most of the errors. However, problems exist for individual driver stop bar behavior data. It was found that the primary cause for this shortcoming is the accuracy of the phase status time stamps. Efforts to correct these time stamps did not remove errors and, as a result, driver behavior measurements, such as the response to the onset of yellow, were unrealistic. Overall, for each of the errors found, suggestions are given to control or remove these errors in future data collection efforts. Fortunately, the data do seem to relate vehicle-vehicle interactions realistically. This is especially the case after filtering out spurious changes in velocity. KW - Algorithms KW - Car following KW - Data collection KW - Drivers KW - Headways KW - Next Generation Simulation program KW - Operating speed KW - Signalized intersections KW - Starting (Driving) KW - Stopping KW - Traffic simulation UR - http://www.webs1.uidaho.edu/niatt/research/Final_Reports/KLK712_N10-07.pdf UR - https://trid.trb.org/view/967865 ER - TY - RPRT AN - 01173902 AU - Council, Forrest M AU - Reurings, Martine AU - Srinivasan, Raghavan AU - Masten, Scott AU - Carter, Daniel AU - University of North Carolina, Chapel Hill AU - Federal Highway Administration TI - Development of a Speeding-Related Crash Typology PY - 2010/04//Final Task Report SP - 112p AB - Speeding, the driver behavior of exceeding the posted speed limit or driving too fast for conditions, has consistently been estimated to be a contributing factor to a significant percentage of fatal and nonfatal crashes. The U.S. Department of Transportation has instituted the Speed Management Strategic Initiative to seek more effective ways to manage the crash-related effects of speeding. In support of this initiative, this study conducted a detailed examination of recent crash data through the development of a speeding-related (SR) crash typology to help define the crash, vehicle, and driver characteristics that appear to result in a higher probability of SR crashes. Thus, the goal is to determine variables associated with SR crashes—such as what, where, when, and who—in order to provide guidance to the future development of new treatments and to more effectively target new and existing treatments. Recent Fatality Analysis Reporting System (FARS) and National Automotive Sampling System General Estimates System (NASS GES) data were used to answer these questions. Because these national databases only allow the use of a definition of SR that combines both exceeding the speed limit and too fast for conditions, two State databases (North Carolina and Ohio) were used to determine if different findings resulted from using the combined definition versus the exceeding the speed limit definition. Two analysis methodologies were used: (1) single-variable table analysis and (2) classification and regression tree (CART). In the first, for a series of both crash-related and vehicle/driver-related variables (e.g., crash type and age of driver), individual codes within each variable were examined to determine which showed an overrepresentation of SR crashes or SR vehicles/drivers (e.g., rear-end crashes for 16–19-year-old drivers). The second method involved CART analyses which automatically define which factors/variables are the most critical with regard to SR crashes or drivers and which combinations of variables/codes are the most important. Similar single-variable and CART analyses were also conducted for five high-priority subsets of the data (e.g., pedestrian crashes and intersection crashes). As might be expected, the results differed between fatal and total crashes, national and State, and among States. Few differences were seen in the results based on the two definitions. The single-variable table results were consistent with two earlier studies in indicating higher SR percentages in single-vehicle crashes, rural crashes, crashes on curves, nighttime crashes, motorcycle crashes, as well as crashes involving young drivers, male drivers, drivers not using restraints, and drivers under the influence of alcohol. No consistent pattern of speeding was seen in either pedestrian or bicycle crashes or in work zone crashes. The CART results from the different databases were less consistent and more difficult to interpret. The crash-based results consistently identified single-vehicle crashes during adverse weather as a high-priority subgroup. The vehicle-based findings indicated almost no consistency across databases, with young male showing up more than other descriptors. KW - Crash characteristics KW - Crash data KW - Crash types KW - Highway safety KW - Speed control KW - Speeding KW - Traffic crashes UR - http://www.fhwa.dot.gov/publications/research/safety/10024/10024.pdf UR - http://ntl.bts.gov/lib/35000/35100/35154/FHWA-HRT-10-024.pdf UR - https://trid.trb.org/view/934328 ER - TY - RPRT AN - 01173834 AU - Carlson, Paul AU - Park, Eun-Sug AU - Andersen, Carl AU - Kuhn, Beverly AU - Pike, Adam AU - Miles, Jeffrey AU - Brydia, Robert AU - Ealding, Wendy AU - Porter, R J AU - Texas Transportation Institute AU - Science Applications International Corporation AU - Federal Highway Administration TI - Pavement Marking Demonstration Project: State of Alaska and State of Tennessee—Report to Congress PY - 2010/04//Final Report SP - 118p AB - Under Public Law 109-59, the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU), the Secretary of the U.S. Department of Transportation was directed to conduct a demonstration project in Alaska and Tennessee to study the safety impacts, environmental impacts, and cost effectiveness of different pavement marking systems and the effect of State bidding and procurement processes on the quality of pavement marking material employed in highway projects. This report outlines the development of the demonstration projects and the research findings to date. Preliminary findings indicate that States are pursuing alternative procurement strategies to provide high-quality durable markings in a cost-effective manner, often as part of their Strategic Highway Safety Plans, while industry has responded to requirements for more environmentally benign materials. A multistate retrospective analysis suggests that the use of 6-inch edge lines does result in a reduction in several crash types on rural two-lane two-way roads, as compared to 4-inch edge lines. As of the date of this report, pavement markings installed as part of the demonstration project in Tennessee have not yet degraded to the point where comparisons of the cost effectiveness of alternative pavement markings can be made. KW - Alaska KW - Cost effectiveness KW - Environmental impacts KW - Highway safety KW - Procurement KW - Quality control KW - Road marking materials KW - Tennessee UR - http://www.fhwa.dot.gov/publications/research/safety/09039/09039.pdf UR - https://trid.trb.org/view/934327 ER - TY - RPRT AN - 01173821 AU - Sauthoff, Anjali P AU - Meier, Paul J AU - Holloway, Tracey A AU - National Center for Freight and Infrastructure Research and Education (CFIRE) AU - Research and Innovative Technology Administration TI - Assessment of Biodiesel Scenarios for Midwest Freight Transport Emission Reduction PY - 2010/04//Final Report SP - 25p AB - There are trade-offs when attempting to reduce both greenhouse gas and criteria air pollutants for freight transport, as the control strategies are not necessarily complimentary. While emission controls can remove ozone precursors and particulate from vehicle exhaust streams, greenhouse gas emission can only be mitigated by either reducing fuel consumption or switching to lower carbon-content fuel.. One near-term alternative that can readily reduce fuel consumption is the reduction of freight vehicle speed. To lower the carbon-content of freight transportation fuel, the primary near-term alternative is to increase blending of biodiesel. The cost-effectiveness of the emission reduction strategy will be characterized from the freight carriers viewpoint, by comparing the direct costs to estimates of indirect costs and fuel savings. Multiple scenarios will be modeled using EPA’s MARKAL model to simulate implementation of the proposed measures. MARKAL will be used to quantify the system-wide effects of changes in resource supply, technology availability, and account for CO2, SO2, NOX, PM, and VOC emissions. KW - Biodiesel fuels KW - Diesel engine exhaust gases KW - Diesel trucks KW - Environmental mitigation KW - Exhaust gases KW - Freight transportation KW - Fuel consumption KW - Greenhouse gases KW - Speed UR - http://www.wistrans.org/cfire/documents/CFIRE_02-10_Final_Report.pdf UR - https://trid.trb.org/view/927768 ER - TY - RPRT AN - 01173200 AU - Scarpone, Christopher J AU - Hastings, Aaron L AU - Fleming, Gregg G AU - Lee, Cynthia S Y AU - Roof, Christopher J AU - U.S. Department of Transportation AU - National Park Service TI - Exterior Sound Level Measurements of Snowcoaches at Yellowstone National Park PY - 2010/04//Final Report SP - 198p AB - Sounds associated with oversnow vehicles, such as snowmobiles and snowcoaches, are an important management concern at Yellowstone and Grand Teton National Parks. The John A. Volpe National Transportation Systems Center’s Environmental Measurement and Modeling Division (Volpe Center) is supporting the National Park Service (NPS) with its on-going Winter Use Plan (WUP) program. As part of this support, acoustic measurements of twenty-five snowcoaches were made at three locations in Yellowstone National Park in January 2009. Measurement methodologies were guided by SAE J1161 with recommended improvements from 2008 measurements also performed for NPS by the Volpe Center. Data collected will be used to 1) refine and finalize snowcoach sound level testing procedures recommended from the 2008 Volpe Study, 2) determine which snowcoaches have the Best Available Technology (BAT) with respect to noise emissions, 3) determine any site-specific measurement bias, 4) develop a sound level versus speed relationship to determine if any measures could be taken for vehicles exceeding BAT requirements, and 5) develop OSV noise-distance relationships for use in a modified version of Federal Aviation Administration’s (FAA) Integrated Noise Model (INM) developed for NPS in a previous study. KW - Environment KW - Ground effect KW - INM (Integrated Noise Model) KW - National parks KW - Noise sources KW - Snowmobiles KW - Sound level KW - Sound transmission KW - Yellowstone National Park KW - Yellowstone-Teton region UR - http://ntl.bts.gov/lib/33000/33700/33710/Exterior_Sound_Level_Snowcoaches.pdf UR - https://trid.trb.org/view/930625 ER - TY - RPRT AN - 01173198 AU - Reinhardt, J W AU - Federal Aviation Administration TI - Development of an Improved Fire Test Method and Criteria for Aircraft Electrical Wiring. PY - 2010/04//Final Report SP - 95p AB - The Federal Aviation Administration (FAA), as part of its hidden in-flight fire mitigation program, developed an improved flammability test method for aircraft electrical wiring insulation materials (including jackets and other wire protective materials). A comprehensive fire test research and development (R&D) project was conducted on aircraft electrical wiring insulation materials in an effort to continue mitigating the threat of in-flight fires. Previous work at the FAA and the National Fire Protection Association have indicated that the current FAA-required 60-degree Bunsen burner test for electric wire was inadequate to qualify wire when bundled and subjected to a severe ignition source. A literature search and in-house fire tests were conducted during this effort. The results of the literature search indicated that there was no small-scale flammability test standard available that considered radiant heat and wire bundling in its specifications or acceptance criteria that included burn length and after-flame extinguishing time; therefore, an improved flammability test standard for aircraft wiring was required. In-house fire tests were conducted to develop an improved flammability test and provide support data; tests included the current FAA-required 60-degree Bunsen burner test, the microscale combustion calorimetry test (ASTM D 7309-07), the thermogravimetric analysis (ASTM E 2550-07), the intermediate-scale fire test, and the radiant heat panel test. From this R&D effort, an alternative radiant heat panel test method was developed. This method was effective in evaluating the in-flight fire resistance qualities of aircraft electrical wiring insulation. KW - Aircraft KW - Electrical wiring KW - Fire causes KW - Fires KW - Flammability tests KW - Test procedures UR - http://www.fire.tc.faa.gov/pdf/10-2.pdf UR - https://trid.trb.org/view/927752 ER - TY - RPRT AN - 01167033 AU - California High-Speed Rail Authority AU - Federal Railroad Administration AU - Department of Transportation TI - California High-speed Train Project : San Francisco to San Jose Section Project EIR/EIS : Preliminary Alternatives Analysis Report PY - 2010/04 SP - 135p AB - The California High-Speed Rail Authority (CHSRA) is studying alternative alignments and design options for a high-speed train section between San Francisco and San Jose. This report informs the project description for the EIR/EIS, and sets parameters for the next level of design and environmental analysis. This process will provide CHSRA, the Federal Railroad Administration, Caltrain, and communities along the corridor with more information about the design options for this section of the proposed bullet train that will run from the Bay Area to Los Angeles and Anaheim. The report addresses primarily potential horizontal and vertical configurations of high-speed train alternatives along the San Francisco Bay Peninsula, as well as elements such as stations and a maintenance facility. It confirms that a four-track, grade-separated, shared Caltrain and high-speed train system is feasible and is the preferred alternative between San Francisco and San Jose. KW - Alternatives analysis KW - California High Speed Rail Authority KW - Context sensitive design KW - Environmental impact statements KW - High speed rail KW - Routing KW - San Francisco Bay Area KW - San Jose (California) UR - http://www.hsr.ca.gov/docs/programs/statewide_rail/proj_sections/SanFran_SanJose/SF_SJ_Preliminary_Alternatives_Analysis_Report_4_8_10.pdf UR - https://trid.trb.org/view/924841 ER - TY - RPRT AN - 01167026 AU - California High-Speed Rail Authority AU - Department of Transportation AU - Federal Railroad Administration TI - California High-speed Train Project : Merced to Fresno Section : Preliminary Alternatives Analysis Report PY - 2010/04 SP - 49p AB - California High-Speed Rail Authority (CHSRA) is studying alternative alignments for a high-speed train section between Merced and Fresno. Four alternative alignments were considered and those the Authority considers most feasible to present for environmental review and evaluation are identified. Departing from existing transportation corridors would have a negative impact on highly productive farmlands, and might give way to other development resulting in unwanted growth patterns. The analysis demonstrated that two of the four alternatives--one that parallels State Route 99 and Union Pacific Railroad tracks, and another that parallels Burlington Northern Santa Fe, and avoids most of the urban areas between Modesto and Fresno--would be better than other alternatives. KW - Alternatives analysis KW - California High Speed Rail Authority KW - Environmental impact statements KW - Farms KW - Fresno (California) KW - High speed rail KW - Land use KW - Merced (California) KW - Regional planning UR - http://www.hsr.ca.gov/docs/programs/statewide_rail/proj_sections/Merced_Fresno/Merced_Fresno_Preliminary_Alternatives_Analysis_Report_4_8_10.pdf UR - https://trid.trb.org/view/924843 ER - TY - SER AN - 01164280 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Hajbabaie, Ali AU - Benekohal, Rahim F AU - Medina, Juan C AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Evaluation of Performance of Solar Powered Flashing Beacons at Room Temperature Conditions PY - 2010/04//Research Report SP - 40p AB - This report presents the results of five tests on JSF flashing beacons and the results of 10 tests on Carmanah flashing beacons under room temperature conditions. Each test determined the time each module flashed in the Manual on Uniform Traffic Control Devices (MUTCD) flashing pattern, the battery voltage over time, and the outputted light intensity over time. The results of the tests showed that for JSF flashing beacons, the voltage drops gradually over time. The red color of JSF flashed in the MUTCD flashing pattern for at least 24 days. The yellow color of JSF beacon flashed in the MUTCD flashing rate for at least 16 days. For both colors of JSF beacons, the outputted light intensity remained at an almost constant level over time at 22-27 foot-candles for the red color and 25-30 foot-candles for the yellow color. In the fall months, the JSF flashing beacons needed around three days to get fully charged. The six uninterrupted tests conducted on Carmanah modules proved the company’s claim that both modules would flash in the MUTCD flashing pattern for one day and then switch to the power saving mode if they do not receive any charge from the solar panel. On the other hand, the results of the four interrupted tests revealed that the red color of Carmanah beacon can flash in the MUTCD flashing pattern for 11.5 to 12.5 days. The yellow color of Carmanah can flash in the MUTCD pattern for 8.6 to 10.1 days. The Carmanah modules produced a high light intensity of approximately 100 ft-candle for red and 160 ftcandle for yellow at the beginning of the discharge period, but the intensity for the red module decreased to 20 ft-candle in 8 to 10 days and to 40 ft-candle for yellow in six to eight days. In the fall, Carmanah flashing beacons need around six days to become fully charged. KW - Charge time KW - Color KW - Evaluation KW - Flashing beacons KW - Luminous intensity KW - Performance KW - Solar collectors KW - Temperature UR - http://hdl.handle.net/2142/45890 UR - https://trid.trb.org/view/923780 ER - TY - SER AN - 01164240 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Slattery, Dianne K AU - Slattery, Kerry T AU - Southern Illinois University, Edwardsville AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Evaluation of 3-D Laser Scanning for Construction Application PY - 2010/04//Research Report SP - 97p AB - The objective of the project was to evaluate cost-effective means to implement laser scanning technology in the construction phase of IDOT projects. The primary goal was to study the use of a laser scanner for evaluating pay quantities for earthwork operations. The feasibility of using a scanner for other applications such as monitoring settlement due to pile driving, providing initial survey data for design, evaluating gravel and pavement thickness, assessing pavement roughness, surveying damaged bridges, and documenting archaeological investigations was also evaluated. Laser scans of ongoing construction projects were performed, and the workflow for operation of the scanner in the field was developed and documented. Software was developed using Visual Basic 2005 to process the data and to compare scanner data to a conventional survey. The research showed that laser scanning technology is a feasible means to measure earthwork quantities for payment in highway construction projects. Used in conjunction with traditional surveying techniques and equipment to establish horizontal and vertical control, the laser scanner can quickly map the terrain and provide data for earthwork quantity calculations. KW - 3-D laser scanning KW - Construction management KW - Earthwork KW - Evaluation KW - Feasibility analysis KW - Illinois KW - Road construction UR - http://hdl.handle.net/2142/45889 UR - https://trid.trb.org/view/923692 ER - TY - RPRT AN - 01163054 AU - Brown, Stephen B AU - Rock, Stephen J AU - Puffer, Raymond H AU - Brown Coach, Incorporated AU - Rensselaer Polytechnic Institute AU - New York State Energy Research and Development Authority AU - New York State Department of Transportation AU - Federal Highway Administration TI - Demonstration of Diesel Fired Coolant Heaters in School Bus Applications PY - 2010/04//Final Report SP - 50p AB - Engine block pre-heating can reduce fuel consumption, decrease pollution, extend engine life, and it is often necessary for reliably starting diesel engines in cold climates. This report describes the application and experience of applying 36 diesel fired coolant heaters in a demonstration school bus fleet. This demonstration was conducted at Brown Coach facilities in Amsterdam, New York and Scotia, New York. Benefits beyond those obtainable when using more traditional immersion electric block heating were experienced, including: Pre-heating to near full operating temperature without need for engine idling; Inter-run cabin auxiliary heating to facilitate anti-idling; and Supplemental heat during the drive cycle for better engine efficiency, reduced emissions, and increased passenger comfort. KW - Air quality management KW - Auxiliary power units KW - Cylinder blocks KW - Demonstration projects KW - Diesel engines KW - Diesel fired coolant heaters KW - Engine efficiency KW - Engine idling KW - Exhaust gases KW - Heating KW - Passenger comfort KW - Preheating KW - School buses UR - http://www.nysdot.gov/divisions/engineering/technical-services/trans-r-and-d-repository/NYSERDA%20Agreement%209818%20DFCH%20Final%20Report.pdf UR - https://trid.trb.org/view/923566 ER - TY - RPRT AN - 01163051 AU - Sheckler, Ross D AU - iCone Products LLC AU - New York State Energy Research and Development Authority AU - New York State Department of Transportation AU - Federal Highway Administration TI - Prototyping and Testing of a Fully Autonomous Road Construction Beacon, the iCone® PY - 2010/04//Final Report SP - 44p AB - A revolutionary portable traffic monitoring device is developed, extensively prototyped and thoroughly tested throughout the State of New York as well as several other states. The resulting device, trademarked as the iCone®, simplifies the process of traffic monitoring to the point where the entire process of data collection, transmission, and distribution is executed at the flip of a single switch. The iterative prototyping and testing process is centered around a public/private partnership including iCone Products LLC (iPL), the Calmar companies, the Federal Highway Administration (FHWA), the New York State Energy Research and Development Authority (NYSERDA), and the New York State Department of Transportation (NYSDOT) and eventually involves departments of transportation from several states and expands to include participation from law enforcement, contractors, and private sector traffic information services. The highly inclusive nature of the test program led to a solution that addresses needs in traffic information, construction management, and law enforcement. The overall program has launched a new corporation and a new product that is in regular use in six states. KW - Intelligent transportation systems KW - Prototype tests KW - Traffic law enforcement KW - Traffic surveillance KW - Work zone traffic control KW - Work zones UR - http://www.nysdot.gov/divisions/engineering/technical-services/trans-r-and-d-repository/C-05-05%20iCone_Final%20Report_April%202010.pdf UR - https://trid.trb.org/view/923581 ER - TY - RPRT AN - 01162964 AU - Chambers, M AU - Bureau of Transportation Statistics TI - International Piracy and Armed Robbery at Sea: Hindering Maritime Trade and Water Transportation Around the World PY - 2010/04 SP - 4p AB - Over the 11-year period, 1998-2008, more than 3,600 acts of international piracy and armed robbery at sea have occurred. Piracy affects all corners of the globe-from the Caribbean, to the Mediterranean, to the South China Sea. In 2008, East Africa accounted for the greatest number of incidents with 134, followed by the South China Sea (72 incidents) and West Africa (50 incidents). The overall number of attacks has been on the decline in many parts of the world with acts of piracy occurring at a rate of about 25 per month in 2008, down from a peak of nearly 40 incidents per month in 2000. This decline was global in nature with one notable exception-the waters surrounding East Africa (e.g., Gulf of Aden, Red Sea) saw a 123 percent (74-incident) increase from the prior year. KW - Incidents KW - International trade KW - International transportation KW - Maritime safety KW - Ocean travel KW - Piracy KW - Robbery KW - Security KW - Water transportation UR - http://www.bts.gov/publications/bts_special_report/2010_04_22/ UR - http://www.bts.gov/publications/bts_special_report/2010_04_22/pdf/entire.pdf UR - http://ntl.bts.gov/lib/35000/35300/35389/Piracy.pdf UR - https://trid.trb.org/view/920686 ER - TY - RPRT AN - 01162437 AU - Federal Highway Administration TI - Pelissippi Parkway extension (SR 162) from SR 33 (Old Knoxville Highway) to US 321/SR 73/Lamar Alexander Parkway, Blount County : environmental impact statement PY - 2010/04//Volumes held: Draft KW - Environmental impact statements KW - Tennessee UR - https://trid.trb.org/view/923423 ER - TY - RPRT AN - 01162433 AU - Federal Highway Administration TI - Hollister to Gilroy State Route 25 widening and route adoption, San Benito and Santa Clara counties : environmental impact statement PY - 2010/04//Volumes held: Draft KW - California KW - Environmental impact statements UR - https://trid.trb.org/view/923419 ER - TY - RPRT AN - 01162033 AU - Federal Highway Administration TI - East Lake Sammamish master plan trail : environmental impact statement PY - 2010/04//Volumes held: Draft(3v), Final(3v), Wetland biology and surface water and water quality discipline reports B1 KW - Environmental impact statements UR - https://trid.trb.org/view/923017 ER - TY - RPRT AN - 01162012 AU - Federal Highway Administration TI - Conway western arterial loop, Faulkner County : environmental impact statement PY - 2010/04//Volumes held: Draft, Final KW - Arkansas KW - Environmental impact statements UR - https://trid.trb.org/view/922996 ER - TY - RPRT AN - 01160568 AU - Doan, John Q AU - Federal Highway Administration AU - Federal Transit Administration AU - American Association of State Highway and Transportation Officials (AASHTO) AU - National Cooperative Highway Research Program TI - International Scan: Reducing Congestion & Funding Transportation Using Road Pricing PY - 2010/04 SP - 20p AB - The purpose of the International Scan was to identify new ideas and practical, workable models for integrating road pricing approaches into state, local, and regional policies, programs, and practices. The scan team focused on two primary purposes of road pricing: (1) to manage demand and (2) to generate revenue. The findings are intended to inform the U.S. road pricing research agenda and identify best practices from international experience that will assist U.S. practitioners. The scan team visited with representatives from Sweden, the United Kingdom, Singapore, Germany, the Czech Republic, and the Netherlands in December 2009. The team was composed of representatives from the Federal Highway Administration (FHWA) and Federal Transit Administration (FTA); the Georgia, Minnesota, Virginia, and Washington State Departments of Transportation; the Port Authority of New Jersey and New York; and SRF Consulting Group, Inc. A list of scan team members is presented on the back cover. KW - Best practices KW - Congestion pricing KW - Czech Republic KW - Finance KW - Germany KW - Netherlands KW - Revenues KW - Road pricing KW - Singapore KW - Study tours KW - Sweden KW - Traffic congestion KW - Traffic mitigation KW - Travel demand management KW - United Kingdom UR - http://international.fhwa.dot.gov/pubs/roadpricing/roadpricing.pdf UR - https://trid.trb.org/view/921362 ER - TY - RPRT AN - 01160552 AU - Hoppe, Edward J AU - Yoon, Jaewan AU - Whitehouse, Derek H AU - Kodger, Lester E AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Geotechnical Data Management at the Virginia Department of Transportation PY - 2010/04//Final Report SP - 21p AB - This report describes the development and implementation of the geotechnical data management system at the Virginia Department of Transportation (VDOT). The purpose of this project was to develop a practical, comprehensive, enterprise-wide system for entry, storage, and retrieval of subsurface data. The resulting product satisfies the work flow requirements of VDOT and streamlines the delivery of geotechnical information. Main components consist of gINT software for geotechnical data processing and the ESRI Arc Internet Map Server (ArcIMS) for distributed GIS data delivery via a web browser. These programs are currently widely adopted by the geotechnical and GIS user community. Custom command scripts and configuration files were developed in the form of an extensible applet framework called GDBMS (Geotechnical Database Management System) to manage and process geotechnical data. The project was built on the extensive interaction among VDOT geologists, engineers, and information technology personnel. Their expertise was harnessed to create a system that is user-friendly, rugged, relatively easy to maintain, and capable of delivering the required data in a consistent format across operating divisions. GDBMS is flexible enough to be employed by both VDOT designers and VDOT consultants (free access is provided to these groups). Its greatest advantage is that it greatly improves the efficiency of geotechnical data management and delivery on large transportation projects, typically those initiated under Virginia’s Public-Private Transportation Act of 1995. A free customized set of support files can be downloaded from the website of VDOT’s Materials Division for use on all VDOT projects. The study recommends that GDBMS and the associated methodology be mandated for use on all VDOT geotechnical projects. Significant cost savings can be realized on large new projects planned in the vicinity of the existing infrastructure, where the proximate subsurface data are already available. Additional exploration is often very expensive, with many over-water drilling projects costing more than $10,000 per day to carry out. GDBMS can provide a more comprehensive picture of local conditions and thus reduce the expense of drilling additional boreholes. This technology can be applied to all transportation projects involving subsurface exploration, including bridges, retaining walls, and sound walls. It is estimated that on the average, the use of this technology would cut in half the time required to gather and process borehole data, resulting in approximately 16 person-hours of savings at an average rate of $100 per hour (including overhead). For the past 15 years, VDOT has been approving an average of 102 bridges per year for construction. Therefore, the potential cost savings are on the order of $160,000 per year, excluding the consideration of retaining walls, sound walls, and megaprojects. KW - ArcIMS (Software package) KW - Bridges KW - Cost effectiveness KW - Geographic information systems KW - Geotechnical database management system KW - Geotechnical engineering KW - gINT (Software) KW - Google Earth KW - Information storage and retrieval systems KW - Retaining walls KW - Subsurface data KW - Subsurface exploration KW - Virginia Department of Transportation UR - http://vtrc.virginiadot.org/PUBDetails.aspx?Id=298122 UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/10-r21.pdf UR - https://trid.trb.org/view/921313 ER - TY - RPRT AN - 01159706 AU - Jin, Jun AU - Jeong, Chankwon AU - Chang, Kuang-An AU - Song, Youn Kyung AU - Irish, Jennifer AU - Edge, Billy AU - Texas Transportation Institute AU - Texas A&M University, Galveston AU - Texas Department of Transportation AU - Federal Highway Administration TI - Site Specific Wave Parameters for Texas Coastal Bridges: Final Report PY - 2010/04//Technical Report SP - 124p AB - There are about 20 coastal bridges located in hurricane evacuation routes in the State of Texas that are vulnerable to hurricane surge and wave action. Damage to these bridges could hamper emergency response and other services, and also cause tremendous economic loss. In recent devastating hurricane seasons of 2004, 2005, and 2008, several coastal highway bridges along the U.S. coast of Gulf of Mexico suffered severe structural damages. To prevent structural failure of coastal bridges, the magnitude of wave load on coastal bridges must be determined. The objective of this research was to determine site-specific design wave parameters (i.e., wave height and wave period) that are needed in computation of wave loads and evaluation of wave effects on coastal bridges. In this project, the authors determined storm surge and wave parameters for four bridges using numerical models ADCIRC and SWAN. Simulations of water level including storm surge were performed with program ADCIRC, which also provides input to wave simulation. Wave parameters were determined by statistical analysis on simulation results performed with wave model SWAN at different storm surge and wind speed levels. Both wave and water level/storm surge simulations were vigorously validated with observed wave and water level data. The results of this research project will enable the Texas Department of Transportation (TxDOT) to quickly implement the design methodology produced by an AASHTO/FHWA pooled fund study. KW - Bridge design KW - Coastal engineering KW - Gulf of Mexico KW - Highway bridges KW - Hurricanes KW - Ocean waves KW - Properties of water waves KW - Simulation KW - Storm surges KW - Texas KW - Wave height KW - Wind speed UR - http://tti.tamu.edu/documents/0-6063-1.pdf UR - https://trid.trb.org/view/920197 ER - TY - RPRT AN - 01159592 AU - Qiao, Pizhong AU - McLean, David I AU - Zhuang, Jianmin AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Mitigation Strategies for Early-Age Shrinkage Cracking in Bridge Decks PY - 2010/04//Final Research Report SP - 91p AB - Early-age shrinkage cracking has been observed in many concrete bridge decks in Washington State and elsewhere around the U.S. The cracking increases the effects of freeze-thaw damage, spalling, and corrosion of steel reinforcement, thus resulting in premature deterioration and structural deficiency of the bridges. In this study, the main causes of the early-age cracking in the decks are identified, and concrete mix designs as a strategy to prevent or minimize the shrinkage cracking are evaluated. Different sources (eastern and western Washington) and sizes of aggregates are considered, and the effects of paste content, cementitious materials (cement, fly ash, silica fume, slag), and shrinkage reducing admixture (SRA) are evaluated. A series of fresh, mechanical and shrinkage property tests were performed for each concrete mix. The outcomes of this study identify optimum concrete mix designs as appropriate mitigation strategies to reduce or eliminate early-age shrinkage cracking and thus help minimize shrinkage cracking in the concrete bridge decks, potentially leading to longer service life. KW - Aggregate gradation KW - Aggregate sources KW - Bridge decks KW - Cement KW - Concrete KW - Cracking KW - Early age concrete KW - Fly ash KW - Mix design KW - Shrinkage cracking KW - Shrinkage reducing admixtures KW - Silica fume KW - Slag KW - Washington (State) UR - http://www.wsdot.wa.gov/research/reports/fullreports/747.1.pdf UR - https://trid.trb.org/view/920150 ER - TY - RPRT AN - 01159569 AU - Western Transportation Institute AU - Research and Innovative Technology Administration TI - IntelliDriveSM Rural Risk Warning System (IRRWS): A North/West Passage Rural Vehicle Infrastructure Integration Demonstration Project PY - 2010/04//Final Report SP - 43p AB - This document is the final report for the North/West Passage Rural Vehicle Infrastructure Integration Demonstration Project. It summarizes the work conducted by the Western Transportation Institute at Montana State University to develop a demonstration concept for the IntelliDriveSM Rural Risk Warning System (IRRWS), on behalf of the North/West Passage Pooled Fund States. The primary components of this report include: A background section that provides an introduction to the concept of Vehicle Infrastructure Integration (VII), a description of the North/West Passage Pooled Fund, and an overview of previous research that served as a foundation to this project; The goals and objectives of the research; A summary of the initial literature review; A summary of the use case analysis, including a listing of the VII use cases identified as potentially appropriate for deployment in a rural setting; The outcomes of the North/West Passage pooled fund meeting, at which researchers presented the initial concept and solicited input for further development; Operational scenarios, which describe how the system could benefit a range of users under a variety of circumstances; A summary of impacts and benefits; and Subsequent development and deployment efforts by project stakeholders. KW - Applications KW - Benefits KW - Demonstration projects KW - Impacts KW - IntelliDrive (Program) KW - Literature reviews KW - Rural areas KW - Vehicle infrastructure integration UR - http://www.westerntransportationinstitute.org/documents/reports/4W2489_Final_Report.pdf UR - https://trid.trb.org/view/920078 ER - TY - RPRT AN - 01159483 AU - Corotis, Ross B. AU - Beams, Bill AU - Hattan, David E AU - University of Colorado, Boulder AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Comprehensive Risk Analysis for Structure Type Selection PY - 2010/04//Final Report SP - 64p AB - Optimization of bridge selection and design traditionally has been sought in terms of the finished structure. This study presents a more comprehensive risk-based analysis that includes user costs and accidents during the construction phase. Costs for bridge projects include actual comprehensive costs, both to the funding agency, the Colorado Department of Transportation (CDOT), and to the public at large, including assessments associated with accidents and user delay times during the construction phase. Bridges were selected to represent a cross section of structure types, ADT (average daily traffic volumes), bridge overall length and CDOT region. A total of 43 bridges were targeted for study, and data were able to be compiled on 20 of these. A questionnaire was developed and sent to CDOT bridge personnel, in order to collect general project information as well as detailed information on construction duration, construction traffic control plans (including detour types and mileposts, time of day scheduling and speed reductions), observed congestion and accidents during construction). Graphs compare the delay costs and bridge costs for each structure, and the trends by region, ADT, construction duration and bridge type. Accident rates were also compared during construction with those before and after (examining property damage, injuries and fatalities). Statistical factor analysis was used to isolate the key factors describing the differences among the bridges studied. Structure type and construction duration are the important decision variables with respect to user costs, and these two are related. User cost can be reduced by shortening the construction duration for a particular type of structure, or selecting a type that inherently has shorter construction duration. For those bridges with an ADT value less than 10,000, the user cost was no more than about 10% of the construction cost. Also, for construction durations under 20 months the user cost was no more than 30% of the construction cost. For CDOT, concrete box girder prestressed bridges built with current construction practices exhibited user costs more than twice as large as construction costs. The difficulty in obtaining past data suggests that for projects involving high values of ADT, a policy should be implemented of contemporaneous records of construction traffic control, including congestion and accidents. These records should become a permanent part of the closeout documentation for these projects. KW - Bridge design KW - Construction KW - Crashes KW - Decision making KW - Factor analysis KW - Risk analysis KW - Traffic congestion KW - Traffic delays KW - User costs UR - http://www.coloradodot.info/programs/research/pdfs/2010/riskanalysis.pdf/at_download/file UR - https://trid.trb.org/view/920061 ER - TY - RPRT AN - 01159409 AU - Braceras, Carlos M AU - Tally, Robert F AU - Proctor, Gordon D AU - Bremmer, Daniela AU - Hank, Leon E AU - Hayse, Jane D AU - Kane, Anthony R AU - Leiphart, Kristine L AU - March, James W AU - Pickrell, Steven M AU - Stanley, J Woody AU - van der Velde, Jenne AU - Yew, Connie P AU - Federal Highway Administration AU - American Association of State Highway and Transportation Officials (AASHTO) AU - National Cooperative Highway Research Program TI - Linking Transportation Performance and Accountability PY - 2010/04 SP - 95p AB - It is becoming essential in the United States for transportation agencies to demonstrate credibility with elected officials and the public. The Federal Highway Administration, American Association of State Highway and Transportation Officials, and National Cooperative Highway Research Program sponsored a scanning study of how transportation agencies in other countries apply performance management programs. The scan team found that the nations it studied (Australia, Great Britain, New Zealand and Sweden) articulate a limited number of national transportation policy goals; negotiate intergovernmental agreements on how state, regional, and local agencies will achieve the goals; and evaluate performance by tracking the measures and reporting them in clear language appropriate to the audience. The team developed an implementation plan that includes outreach efforts to disseminate scan findings and put international best practices into use in the United States and research efforts to translate some aspects of the best practices into useful American context. KW - Accountability KW - Australia KW - Best practices KW - New Zealand KW - Performance management systems KW - Performance measurement KW - Study tours KW - Sweden KW - Transportation departments KW - Transportation programs KW - United Kingdom UR - http://international.fhwa.dot.gov/pubs/pl10011/pl10011.pdf UR - https://trid.trb.org/view/919951 ER - TY - RPRT AN - 01159405 AU - Hughes, Warren AU - Jagannathan, Ramanujan AU - Sengupta, Dibyendu AU - Hummer, Joseph E AU - Vanasse Hangen Brustlin, Incorporated AU - Federal Highway Administration TI - Alternative Intersections/Interchanges: Informational Report (AIIR) PY - 2010/04//Technical Report SP - 344p AB - Today’s transportation professionals are challenged to meet the mobility needs of an increasing population with limited resources. At many highway junctions, congestion continues to worsen. Drivers, pedestrians, and bicyclists experience longer delays and greater exposure to risk. Today’s traffic and safety problems are more complex and complicated. Conventional intersection/interchange designs are sometimes found to be insufficient to mitigate transportation problems. Consequently, many engineers are investigating and implementing innovative treatments in an attempt to think outside the box. This report covers four intersection designs and two interchange designs that may offer additional benefits compared to conventional at-grade intersections and grade-separated diamond interchanges. The six alternative treatments covered in this report are displaced left-turn (DLT) intersections, restricted crossing U-turn (RCUT) intersections, median U-turn (MUT) intersections, quadrant roadway (QR) intersections, double crossover diamond (DCD) interchanges, and DLT interchanges. The information presented in this report provides knowledge of each of the six alternative treatments including salient geometric design features, operational and safety issues, access management issues, costs, and construction sequencing and applicability. KW - Access control (Transportation) KW - Construction KW - Costs KW - Displaced left turn interchanges KW - Displaced left turn intersections KW - Double crossover diamond interchanges KW - Geometric design KW - Highway safety KW - Interchanges and intersections KW - Median U-turn intersections KW - Quadrant roadway intersections KW - Restricted crossing U-turn intersections UR - http://www.fhwa.dot.gov/publications/research/safety/09060/09060.pdf UR - http://ntl.bts.gov/lib/55000/55700/55764/FHWA-HRT-09-060.PDF UR - https://trid.trb.org/view/919971 ER - TY - RPRT AN - 01159284 AU - Battaglia, Irene K AU - Bischoff, Debra L AU - Ryan, Judie AU - Reichelt, Signe AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Evaluation of a Hot Mix Asphalt Perpetual Pavement PY - 2010/04//Final Report SP - 83p AB - In 2003, the Wisconsin Department of Transportation (WisDOT) constructed two perpetual pavement test sections on the entrance ramp to I-94 from the Kenosha Safety and Weigh Station Facility in Southeastern Wisconsin. Test section 1 (TS1) hot mix asphalt (HMA) layers were constructed as follows: 2-in. surface layer (PG 76-28, 6% air voids); 4.5-in. middle layer (PG 70-22, 6% air voids); 4.5-in. lower layer (PG 64-22, 4% air voids). Test section 2 HMA layers were constructed as follows: 2-in. surface layer (PG 70-28, 6% air voids); 4.5-in. middle layer (PG 70-22, 6% air voids); 4.5-in. lower layer (PG 64-22, 6% air voids). The test sections were subjected to nearly 100% truck traffic with a projected 75 million equivalent single axle loads (ESALs) over 20 years. After seven years in service, premature longitudinal and alligator cracking was present in the wheel paths of both test sections, with TS1 displaying a slightly higher level of distress. No rutting was observed in either test section. Forensic coring showed that the cracking was top-down. The early distresses were likely due to segregation and over-compaction that occurred during construction. Strain induced by trucks with known loads was measured using strain gages installed during construction. Strain at the bottom of the HMA pavement was typically lower than 70 x 10 to the -6 power, the currently-accepted HMA fatigue endurance limit. Strains up to 100 x 10 to the -6 power were measured with high axle loads (47 kips), slow travel speeds (32 mph) and high pavement temperatures (90-103°F). The perpetual pavement performance was acceptable overall. Distresses were limited to the surface HMA layer, which can be milled and replaced without affecting the lower layers. Strains were low at the bottom of the HMA pavement, indicating that the pavement system adequately resisted fatigue damage. Mechanistic analysis showed that low air voids (4 to 5%) in the lower layer provided the longest fatigue life. Low air voids are therefore recommended in the bottom layer to achieve maximum service life. KW - Air voids KW - Alligator cracking KW - Asphalt pavements KW - Compaction KW - Hot mix asphalt KW - Longitudinal cracking KW - Pavement distress KW - Pavement performance KW - Perpetual pavements KW - Segregation (Aggregates) KW - Service life KW - Strain (Mechanics) KW - Test sections UR - http://wisdotresearch.wi.gov/wp-content/uploads/fep-01-10hmaperppave.pdf UR - https://trid.trb.org/view/919870 ER - TY - RPRT AN - 01159279 AU - Wu, Jingshu AU - Fleming, Charles AU - Covell, Claudia AU - National Highway Traffic Safety Administration AU - National Center for Statistics and Analysis TI - Analysis of Helmet Impact Velocity Experimental Data and Statistical Tolerance Design PY - 2010/04//Technical Report SP - 19p AB - Helmet impact velocity experimental data are analyzed and various factors that influence the impact velocity are studied. One of the main goals of this report is to verify whether a tolerance of +/- 3 percent of mean velocity is feasible and will allow at least 95 percent of impacts to fall within the proposed impact velocity range. Statistical methods are applied to the design of impact velocity tolerances. Calibration procedures and data variances from several laboratories are also incorporated into this analysis. KW - Calibration KW - Impact tests KW - Motorcycle helmets KW - Statistical analysis KW - Testing equipment KW - Tolerances (Engineering) KW - Velocity UR - http://www-nrd.nhtsa.dot.gov/Pubs/811305.PDF UR - https://trid.trb.org/view/919864 ER - TY - RPRT AN - 01159278 AU - Chaudhary, Neil K AU - Tison, Julie AU - Casanova, Tara AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - Evaluation of Maine's Seat Belt Law Change from Secondary to Primary Enforcement PY - 2010/04//Draft Final Report SP - 40p AB - Maine upgraded its seat belt law to primary enforcement on September 20, 2007. Both daytime and nighttime observed belt use increased in the months following implementation of the law (daytime 77% to 84%; night 69% to 81%). Although daytime belt use was generally higher, nighttime belt use showed a greater increase than daytime belt use. Awareness surveys indicated that Maine motorists were clearly aware of the law change and its consequences. Survey respondents also indicated having heard both messages about enforcement and messages encouraging belt use. Focus groups with representatives of a number of police departments showed that police responded positively to the change in law. Police also reported a positive change in motorists' belt use behavior in the months following the law change. KW - Awareness KW - Daylight KW - Focus groups KW - Maine KW - Night KW - Police KW - Primary seat belt laws KW - Publicity KW - Seat belt use KW - Seat belts KW - Secondary seat belt laws KW - State laws KW - Surveys UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811259.pdf UR - https://trid.trb.org/view/919862 ER - TY - RPRT AN - 01158805 AU - Connelly, John P AU - Hoel, Lester A AU - Miller, John S AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Access Management Performance Measures for Virginia: A Practical Approach for Public Accountability PY - 2010/04//Final Report SP - 70p AB - In order to develop performance measures to communicate the effect of Virginia’s access management program, five tasks were performed: (1) the appropriate literature was reviewed, (2) a catalog of potential performance measures was developed, (3) potential users of the performance measures were surveyed, (4) promising measures were tested, and (5) measures were recommended. The literature review yielded a catalog of 42 potential performance measures. These measures are based on five goals and nine objectives related to the desired outcomes of the access management program. The five goals are reduce congestion, enhance safety, support economic development, reduce the need for new highways, and preserve the public investment in highways. Seven objectives are design elements: reduce conflict points, provide adequate distance between signals, provide adequate distance between unsignalized access points, add medians and two way left turn lanes, add dedicated turn lanes, restrict median openings, and use frontage roads and supporting streets. Two objectives are administrative elements: to enhance cooperation between agencies, and to plan for future development. Professionals engaged in access management provided their views regarding aspects of performance measures. Performance measures that reflected improved safety, measures related to goals, and measures related to design elements were favored. The literature review and comments from Virginia Department of Transportation (VDOT) staff and other professionals yielded 23 candidate measures that were tested for ease of data collection and computation. The results showed substantial variation in the time required to estimate each measure. Five criteria were used to determine performance measures for implementation: (1) Does VDOT control the measure? (2) Is improvement likely? (3) Is the measure an outcome, output, or input? (4) Does the survey support the measure? and (5) How much data collection effort is required? Each of the 23 measures was evaluated against the five criteria, and 7 measures were selected for review and refinement by the steering committee. Five performance measures were recommended for implementation: crashes per million vehicle miles traveled, percentage of signals with spacing at or above standard distance, percentage of commercial entrance permits issued that meet access management standards, percentage of median openings with left turn lanes, and percentage of localities with a corridor access management plan. Appendix A describes how each of the five measures may be computed. KW - Access control (Transportation) KW - Highway design KW - Highway traffic control KW - Literature reviews KW - Measures of effectiveness KW - Performance measurement KW - Virginia UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/10-r2.pdf UR - https://trid.trb.org/view/919386 ER - TY - RPRT AN - 01158548 AU - Johnson, Robert D AU - Federal Aviation Administration AU - Federal Aviation Administration TI - General Unknown Screening by Ion Trap LC/MS/MS PY - 2010/04//Final Report SP - 22p AB - During the investigation of aviation accidents, postmortem specimens from accident victims are submitted to the Federal Aviation Administration’s Civil Aerospace Medical Institute (CAMI) for toxicological analysis. The first, and perhaps most important, step in the analysis process is the initial screening of biological specimens for illicit, medically prescribed, and over-the-counter compounds that may be present and could have been the cause of the accident. Currently, our General Unknown Screening (GUS) procedure involves both gas chromatography/mass spectrometry (GC/MS), liquid chromatography/diode array detection (LC/DAD) and fluorescence detection techniques. Both techniques have inherent limitations that prevent the detection of certain types of compounds. LC/DAD, however, is more limited due to poor sensitivity and specificity. Therefore, our laboratory developed and validated an LC/MS/MS procedure that provides far superior sensitivity and specificity to that of LC/DAD. The combination of GC/MS with LC/MS/MS will allow for the detection of more compounds at lower concentrations than our current techniques. KW - Air transportation crashes KW - Crash investigation KW - Forensic medicine KW - Toxicology UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201008.pdf UR - https://trid.trb.org/view/917962 ER - TY - RPRT AN - 01158534 AU - Prinzo, O Veronika AU - Campbell, Alan AU - Hendrix, Alfred M AU - Hendrix, Ruby AU - Federal Aviation Administration AU - HCS Consulting Services AU - Federal Aviation Administration TI - United States Airline Transport Pilot International Flight Language Experiences Report 2: Word Meaning and Pronunciation PY - 2010/04//Final Report SP - 48p AB - In 1998, the International Civil Aviation Organization (ICAO) took a heightened interest in the role of language in airline accidents. Its Air Navigation Commission was directed to strengthen relevant ICAO provisions concerning language requirements. Member states agreed to take steps to ensure air traffic control (ATC) 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. Since then, ICAO developed its English Language Proficiency (ELP) requirements and urged its members to document their ELP test implementation plans by March 8, 2008. Until all ATC personnel and flight crews involved in flight operations obtain a passing level of ELP, the language-based problems international pilots face is not known. This report is a compilation of written responses and comments by a small focus group of 48 U.S. pilots of their difficulties in international operations. The focus group consisted of 12 international U.S. pilots each from American, Continental, Delta, and United Airlines. Each focus group met with two interviewers to discuss their language experiences flying into countries where English may or may not be the local or national language among its radio operators, controllers, and pilots. In this report, the pilots’ responses to questions 24-30 and their comments from discussions of those questions with interviewers are presented as a compiled narrative. The pilots’ responses had eight major thrusts: (1) Once pilots get past the controller’s accented English, understanding is not a problem during routine operations; (2) the lack of standardized pronunciation of NAVAIDs, waypoints, intersections, etc. complicates understanding what was said; (3) Currency in flight time in the theater of operation is critical to understanding accented English and will influence how easily controllers from different countries are understood; (4) Poor radios and transmission quality contribute to the unintelligibility of some controller transmissions; (5) Variations in pronunciation can detract from flying, as pilots must listen intently to clearances; (6) Training is essential for crews lacking currency going into a foreign country; (7) Differences associated with U.S. and ICAO phraseology need to be resolved and procedural ambiguities eliminated; and (8) Technological advancements such as controller pilot datalink communications (CPDLC) and automatic dependent surveillance (ADS) can mitigate some of the problems associated with accented English. The authors offer 10 recommendations to improve communication practices, which include development of a standardized phraseology, its presentation, delivery technique, and meaning, training, and implementation of ICAO’s ELP by all member states. KW - Air traffic control KW - Air traffic controllers KW - Comprehension KW - English language KW - International KW - Proficiency KW - Pronunciation KW - Voice communication UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201007.pdf UR - https://trid.trb.org/view/917961 ER - TY - RPRT AN - 01158420 AU - Charara, Hassan A AU - Chaudhary, Nadeem A AU - Sunkari, Srinivasa R AU - Longmire, Ryan R AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - PIA Installation and User Guide: 2009 Update PY - 2010/04 SP - 60p AB - A significant number of Texas Department of Transportation's signalized intersections operate under isolated control. At many of these signals, it is not uncommon for an approaching platoon of vehicles to face a red signal when it arrives at the stopbar. Often, these platoons are forced to stop because of a single vehicle on one of the side-street approaches. This condition results in driver aggravation, excessive stops, higher delay and fuel consumption, and excessive pavement wear and tear. The objective of enhanced platoon identification and accommodation (PIA) system developed and field-tested by the Texas Transportation Institute in this research project is to remedy this situation without unnecessarily taxing traffic on minor approaches. This document describes the PIA system and presents guidelines for installing and operating this system. KW - Computer program documentation KW - Guidelines KW - Highway operations KW - Installation KW - Isolated intersections KW - Platoon identification and accommodation KW - Texas KW - Traffic platooning UR - http://tti.tamu.edu/documents/5-5507-01-P3.pdf UR - https://trid.trb.org/view/919064 ER - TY - RPRT AN - 01158416 AU - Middleton, Dan AU - Longmire, Ryan AU - Charara, Hassan AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Video Library for Video Imaging Detection at Intersection Stop Lines PY - 2010/04 SP - 24p AB - The objective of this activity was to record video that could be used for controlled evaluation of video image vehicle detection system (VIVDS) products and software upgrades to existing products based on a list of conditions that might be difficult to find in a timely manner. This library allows the user to present a wide range of weather, roadway, and lighting conditions to a VIVDS product in real time. The idea involves capturing the video and playing the recorded video through a VIVDS processor to determine the accuracy or change in accuracy to compare against a test protocol and/or verify claims of manufacturers. The test conditions include situations that are not easily obtainable and that might be particularly challenging for current detectors. This research task anticipates that the Texas Department of Transportation (TxDOT) will encounter situations fairly often in which the desired conditions for full-scale field testing of VIVDS are not available or where quick turnaround tests are needed. There may be a need for a quick decision on a firmware upgrade or on a new product to establish at least an initial and preliminary basis for forming a decision on success or failure. There will probably be occasions where these initial results using the video library need to be verified by field testing if the desired conditions become available or if time and other resources allow such testing. TxDOT might want to establish a formal policy for the use of the library and conditions in which field testing might be desirable. KW - Field tests KW - Intersections KW - Lighting KW - Software KW - Traffic counts KW - Video imaging detectors KW - Video libraries KW - Weather conditions UR - http://tti.tamu.edu/documents/0-6030-P1.pdf UR - https://trid.trb.org/view/919062 ER - TY - RPRT AN - 01158410 AU - Bochner, Brian AU - Higgins, Laura AU - Frawley, William AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Handbook: Guidelines for Successful Location and Accommodation of Major Distribution Centers on Texas Highways PY - 2010/04 SP - 82p AB - Distribution centers (DC) have become more common in Texas over the past decade. As major generators of large truck traffic, DCs can increase design and maintenance requirements of Texas highway facilities. This handbook contains guidelines for use by Texas Department of Transportation (TxDOT) staff and others to help to successfully locate major DCs without adversely affecting Texas highways. This handbook describes characteristics that are important to DC owners and developers. It contains guidelines on how TxDOT can assist DC owners, developers, or their agents in finding acceptable sites while avoiding the need for extensive improvements to state highways site selection. Also included are additional guidelines on related topics associated with DC location, design, and operation along state highways including geometric design of roadways, pavement selection, traffic impact studies, and site plan reviews. KW - Distribution centers KW - Freight transportation KW - Guidelines KW - Handbooks KW - Location KW - Texas KW - Trucking UR - http://tti.tamu.edu/documents/0-5335-P1.pdf UR - https://trid.trb.org/view/919063 ER - TY - RPRT AN - 01158409 AU - Aldrete-Sanchez, Rafael AU - Shelton, Jeffrey AU - Cheu, Ruey Long AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Integrating the Transportation System with a University Campus Transportation Master Plan: A Case Study PY - 2010/04//Technical Report SP - 138p AB - University campuses are considered major trip attractors. This intense level of activity generates significant congestion levels within the campuses and in their vicinity, particularly in urban campus settings. With university enrollment trends expected to increase substantially in the next decade, this problem can only be expected to become worse. In addition, university campus settings are multi-modal and complex in nature, incorporating vehicular traffic, transit, and pedestrians into one transportation system. This creates a significant challenge for university campus planners when trying to incorporate their campus master plan into the overall regional or metropolitan transportation system. Systematic approaches to planning for the interaction of the various transport modes (including auto, transit, bicycle, and pedestrians) within the university campus system, and for the integration of these different modes with the larger transportation system, have not been documented. The mix of concentrated levels of pedestrian and bicycle traffic with vehicular congestion in a campus setting creates a number of significant conflict areas that range from pedestrian and cyclist safety to traffic and transit operations. These conflicts are exacerbated by the multijurisdictional nature of these interactions, which involve authorities at the campus, city, and state level. The objective of this research is to document a systematic approach to analyze the problems associated with the interaction and integration between university campus transportation systems and the larger metropolitan transportation system, in order to develop solutions to these problems. KW - Bicycle safety KW - Bicycles KW - Campus transportation KW - Cyclists KW - Highway traffic KW - Integrated transportation systems KW - Master plans KW - Metropolitan areas KW - Pedestrian safety KW - Pedestrian traffic KW - Pedestrians KW - Public transit KW - Traffic congestion KW - Traffic safety KW - Transportation planning UR - http://tti.tamu.edu/documents/0-6608-2.pdf UR - https://trid.trb.org/view/919065 ER - TY - RPRT AN - 01156912 AU - Department of Transportation AU - Department of Housing and Urban Development AU - Environmental Protection Agency TI - Leveraging the Partnership: DOT, HUD, and EPA Programs for Sustainable Communities PY - 2010/04 SP - 16p AB - In June 2009, the Partnership for Sustainable Communities was formed by the U.S. Department of Housing and Urban Development (HUD), the U.S. Department of Transportation (DOT), and the U.S. Environmental Protection Agency (EPA). These three agencies have pledged to ensure that housing and transportation goals are met while simultaneously protecting the environment, promoting equitable development, and helping to address the challenges of climate change. The following Livability Principles are guiding their work: (1) Provide more transportation choices. (2) Promote equitable, affordable housing. (3) Enhance economic competitiveness. (4) Support existing communities. (5) Coordinate and leverage federal policies and investment. (6) Value communities and neighborhoods. KW - Climate change KW - Environmental protection KW - Equity (Justice) KW - Housing KW - Intergovernmental partnerships KW - Partnership for Sustainable Communities KW - Sustainable development KW - Transportation planning KW - U.S. Department of Housing and Urban Development KW - U.S. Department of Transportation KW - U.S. Environmental Protection Agency UR - http://www.epa.gov/smartgrowth/partnership/index.html UR - https://trid.trb.org/view/917293 ER - TY - RPRT AN - 01156881 AU - Young, Peg AU - Research and Innovative Technology Administration TI - Upward Trend in Vehicle-Miles Resumed During 2009: A Time Series Analysis PY - 2010/04 SP - 2p AB - After a 2-year interruption to a long-term upward trend, the number of vehicle-miles traveled (VMT) on the Nation’s highways appears to have resumed a pattern of upward growth in 2009. While VMT rises and falls seasonally, the years 2007 and 2008 showed significant monthly declines in VMT after the effects of seasonal fluctuations were extracted from the data. This report looks at recent shifts in the long-term upward trend in monthly U.S. vehicle-miles traveled (VMT). KW - Statistical analysis KW - Time series analysis KW - Travel behavior KW - Trend (Statistics) KW - United States KW - Vehicle miles of travel UR - http://www.bts.gov/publications/bts_transportation_trends_in_focus/2010_04_01/pdf/entire.pdf UR - http://ntl.bts.gov/lib/35000/35400/35448/Upward.pdf UR - https://trid.trb.org/view/917556 ER - TY - RPRT AN - 01156867 AU - Department of Agriculture AU - Department of Transportation TI - Study of Rural Transportation Issues PY - 2010/04 SP - 607p AB - This report is in response to Section 6206 of the Food, Conservation, and Energy Act of 2008 (PL 110-246), which directs the Secretaries of Agriculture and Transportation jointly to conduct a study of rural transportation issues. The report reviews transportation and its effect on rural communities, with an emphasis on agricultural transportation. It looks in depth into each of the four major modes of transportation commonly used by agriculture in the United States: trucking, railroads, barges, and ocean vessels, examining each in the light of its ability to meet rural America’s transportation needs now and in the future. It identifies some broad issues that merit attention from policy makers. KW - Agricultural equipment KW - Agriculture KW - Barges KW - Farm roads KW - Freight transportation KW - Multimodal transportation KW - Railroads KW - Rural transportation KW - Ships KW - Trucking UR - http://www.ams.usda.gov/AMSv1.0/RuralTransportationStudy UR - https://trid.trb.org/view/916460 ER - TY - RPRT AN - 01156673 AU - Garay-Vega, Lisandra AU - Hastings, Aaron AU - Pollard, John K AU - Zuschlag, Michael AU - Stearns, Mary D AU - Volpe National Transportation Systems Center AU - National Highway Traffic Safety Administration TI - Quieter Cars and the Safety of Blind Pedestrians: Phase I PY - 2010/04//Final Report SP - 151p AB - The National Highway Traffic Safety Administration recognizes that quieter cars such as hybrid-electric vehicles in low-speed operation using their electric motors, may introduce a safety issue for pedestrians who are blind. This study documents the overall sound levels and general spectral content for a selection of hybrid-electric and internal combustion vehicles in different operating conditions, evaluates vehicle detectability for two ambient sound levels, and considers countermeasure concepts that are categorized as vehicle-based, infrastructure-based, and systems requiring vehicle-pedestrian communications. Overall sound levels for the hybrid-electric vehicles tested are lower at low speeds than for the internal combustion engine vehicles tested. There were significant differences in human subjects’ response time depending on whether electric or internal combustion propulsion was used at both the lower and higher levels of ambient sound. Candidate countermeasures are discussed in terms of types of information provided (direction, vehicle speed, and rate of speed change, etc), useful range of detection of vehicles by pedestrians, warning time, user acceptability, and barriers to implementation. This study provides baseline data on the acoustic characteristics and auditory detectability of vehicles; however, the results cannot be generalized to more complex environments, as for example when multiple target vehicles are present. KW - Acoustic properties KW - Auditory perception KW - Blind persons KW - Countermeasures KW - Electric vehicles KW - Hybrid automobiles KW - Hybrid vehicles KW - Sound level KW - Traffic safety UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2010/811304rev.pdf UR - http://ntl.bts.gov/lib/42000/42800/42886/DOT_HS_811304.pdf UR - https://trid.trb.org/view/917705 ER - TY - RPRT AN - 01156630 AU - Bennert, Thomas AU - Center for Advanced Infrastructure and Transportation AU - New York State Department of Transportation AU - Federal Highway Administration TI - Performance of Gravel Aggregates in Superpave Mixes with 100/95 Angularity PY - 2010/04//Final Report SP - 141p AB - The research conducted in this study evaluated the asphalt mixture performance of various gravel and crushed stone sources consisting of different levels of crushed face counts, as determined by ASTM D5821. Along with ASTM D5821, two additional aggregate angularity tests were conducted to evaluate the angularity and texture of the coarse aggregates: 1) AASHTO T326, Uncompacted Void Content of Coarse Aggregates; and 2) Aggregate Imaging System (AIMS). Each of the asphalt mixtures designed and tested during the study used three different asphalt binders: 1) Neat PG64-22; 2) Polymer Modified PG64-22 meeting New York State Department of Transportation (NYSDOT) Elastic Recovery specifications (called PG64-22 ER); and 3) Polymer Modified PG76-22. The permanent deformation properties of the different asphalt mixtures were measured using the Asphalt Pavement Analyzer, APA (AASHTO TP63) and the Asphalt Mixture Performance Tester, AMPT (AASHTO TP79) with confining pressure applied to the specimens. The aggregate testing concluded that ASTM D5821 correlated poorly to both AASHTO T326 and the AIMS system. There were also situations when aggregates had identical crushed counts but different levels of uncompacted voids contents. Meanwhile, the asphalt mixture testing demonstrated that the AMPT using confining pressure correlated well to the uncompacted void content results of AASHTO T326. Unfortunately, stresses applied in the APA did not mobilize the asphalt mixtures enough to differentiate the differences in aggregate angularity. Both asphalt tests were sensitive to asphalt binder high temperature stiffness, as determined by AASHTO TP70, Multiple Stress Creep Recovery Test. The final statistical analysis of the data resulted in a table that would allow NYSDOT to interchangeably "swap" aggregate angularity, as determined by AASHTO T326, and the non-recoverable creep compliance (J sub nr), as determined by AASHTO TP70 to ensure gravel aggregate hot mix asphalt (HMA) mixes perform as well as crushed stone aggregate HMA mixes. KW - AASHTO T 326 KW - AASHTO TP70 KW - Aggregate imaging system KW - Air voids KW - Angularity KW - Asphalt Mixture Performance Tester KW - Asphalt mixtures KW - Asphalt Pavement Analyzer KW - ASTM D5821 KW - Bituminous binders KW - Coarse aggregates KW - Creep compliance KW - Crushed rock KW - Gravel KW - Hot mix asphalt KW - Rutting KW - Superpave KW - Texture UR - http://www.nysdot.gov/divisions/engineering/technical-services/trans-r-and-d-repository/C-06-20 UR - http://www.utrc2.org/research/assets/144/C-06-20-Final1.pdf UR - https://trid.trb.org/view/917545 ER - TY - RPRT AN - 01156596 AU - Henault, John W AU - Connecticut Department of Transportation AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - Evaluation of the Nonnuclear Density Gauge for Quality Control of Hot-Mix Asphalt PY - 2010/04//Final Report SP - 53p AB - This report presents the results of a study to evaluate a nonnuclear density gauge for quality control of hot-mix asphalt. The nonnuclear gauge evaluated was a Pavement Quality Indicator (PQI) Model 300 that was updated by TransTech in May 2009. It was concluded that the PQI tracked pavement density reasonably well, with some limitations. For instances where the H20 Number displayed on the PQI was below 5, a relatively strong correspondence was found between PQI density and core density. For instances where the H20 Number was between 5 and 10, a relatively strong correspondence was found between PQI density and nuclear gauge density. Finally, for instances where the H20 Number was greater than 15, a poor correspondence was found between PQI density and core density. Based upon these conclusions above, the updated PQI Model 300 was deemed to be adequate for contractor quality control for instances where the H20 Number indicated on the gauge is less than 10. To ensure the most accurate density measurements, it was recommended that manufacturer calibration procedures by followed. The author suggested that the sensitivity of the PQI density readings be increased, since the slope of the trend lines tended to be flat relative to core densities. For agency acceptance, it was recommended that cores be taken in the field and tested in a laboratory. KW - Accuracy KW - Calibration KW - Cores (Specimens) KW - Density KW - Hot mix asphalt KW - Nonnuclear density gages KW - Pavement Quality Indicator KW - Paving KW - Quality control UR - http://docs.trb.org/01156596.pdf UR - https://trid.trb.org/view/917312 ER - TY - RPRT AN - 01155727 AU - Elmore, Cecilia AU - Center for Transportation Infrastructure and Safety AU - Research and Innovative Technology Administration TI - Women in Science & Engineering and Minority Engineering Scholarhips: Year 4 PY - 2010/04//Final Report SP - 9p AB - Support will make scholarships available to minority and women students interested in engineering and science and will increase significantly the number of minority and female students that the Missouri University of Science and Technology (Missouri S&T) can recruit to its science and engineering programs. Recipients of scholarships will also be exposed to career opportunities in transportation. Women in Science and Engineering (WISE) scholarships are awarded to support female Missouri S&T students studying science and engineering. Missouri S&T’s WISE program provides a campus focal point for increasing the number of women in science, engineering, math, and technology fields through outreach, recruitment, and retention efforts from middle school age through undergraduate levels. WISE provides support programs such as mentoring, advising, professional/technical workshops, and social activities, with the goal of providing a rich academic and social experience for young women at Missouri S&T. Minority Engineering and Science Program (MEP) scholarships provide critical financial support for under-represented students majoring in engineering and science programs at Missouri S&T. MEP scholarship students receive professional and academic support through the close-knit MEP network of friends, mentors, and Missouri S&T staff. MEP has a rich 30 year tradition of sponsoring events, activities and organizations that ensure its students are prepared for personal and professional success. KW - College students KW - Engineering KW - Females KW - Minorities KW - Missouri University of Science and Technology KW - Recruiting KW - Scholarships KW - Science KW - Transportation careers UR - http://utc.mst.edu/documents/ETT251_CR.pdf UR - https://trid.trb.org/view/916399 ER - TY - ABST AN - 01464177 TI - Evaluating Methodologies for Visual Impact Assessments AB - The objectives of this research are to (1) evaluate state department of transportation (DOT) visual impact assessment (VIA) procedures, methods, and practices that satisfy or exceed National Environmental Protection Act (NEPA) and other requirements; (2) document the use of the Federal Highway Administration (FHWA) methodology, methodologies from other agencies, and other approaches used by DOTs; (3) describe decisionmaking frameworks used at state DOTs to undertake specific VIA techniques for a given project; (4) document proven successful methods; (5) describe best practices illustrated by model case studies; and (6) document promising new developments and lessons learned. KW - Environmental impacts KW - Environmental protection KW - Guidelines KW - Highway design KW - Highway improvement projects KW - Impact assessment KW - Visual assessment study KW - Visualization UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2738 UR - https://trid.trb.org/view/1232405 ER - TY - ABST AN - 01463885 TI - Research for AASHTO Standing Committee on Highways. Task 290. Highway Safety Training Synthesis/Roadmap AB - New tools are being developed to assist state and local agencies in reducing crashes on the nation's roadways. There is a need to identify the available training materials, identify gaps in the training and develop a "roadmap" or sequence of courses that safety practitioners should take to become proficient in applying these new tools.  KW - Education and training KW - Highway safety KW - Safety KW - Traffic safety education KW - Training KW - Training courses UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2866 UR - https://trid.trb.org/view/1232113 ER - TY - RPRT AN - 01220464 AU - Hsu, Shih A AU - Blanchard, Brian W AU - Louisiana State University, Baton Rouge AU - Louisiana Department of Transportation and Development AU - Louisiana Transportation Research Center AU - Federal Highway Administration TI - Application of Satellite Imagery for Surface Rain Rate Estimation PY - 2010/03/31/Final Report SP - 106p AB - As clouds grow through the troposphere, their upper surfaces cool with increasing altitude. An infrared sensor on board an orbiting satellite can detect these cloud top temperatures. Colder temperatures imply higher cloud tops, and these thicker clouds imply greater rain capacity. This simple relationship is the basis for estimating surface rainfall from satellite-derived cloud top temperatures. There are several computational methods in use and under development for generating these estimates. This study tests one basic rain-rate algorithm under various weather conditions in Louisiana. Hourly rain values calculated directly from the algorithm without atmospheric corrections were compared to near simultaneous surface rain gage measurements. Satellite data typically identify moderate to heavy rain events; however, calculated estimates can vary significantly from measured totals. Since many areas have no official rain gage measurement, or lie outside of reliable radar coverage, the satellite estimates as obtained here are still valuable as a first approximation. KW - Artificial satellites KW - Estimating KW - Imagery KW - Louisiana KW - Rain KW - Rain gages KW - Rainfall UR - http://www.ltrc.lsu.edu/pdf/2010/fr_464.pdf UR - https://trid.trb.org/view/981317 ER - TY - RPRT AN - 01159751 AU - Richard, Christian M AU - Campbell, John L AU - Lichty, Monica G AU - Cluett, Chris AU - Osborne, Leon AU - Balke, Kevin AU - Battelle Seattle Research Center AU - Research and Innovative Technology Administration TI - Human Factors Analysis of Road Weather Advisory and Control Information: Final Report PY - 2010/03/31/Final Report SP - 301p AB - The amount of available weather information and the methods by which this information can be disseminated to travelers have grown considerably in recent years. This growth includes weather gathering devices (sensors, satellites), models and forecasting tools for predicting weather conditions, and electronic devices used by drivers (Internet, in-vehicle devices, roadway signage). This project was initiated in order to best-align available weather information content and presentation to travelers’ information needs and wants, as well as being communicated in ways that travelers will use. The specific objectives of this project were to: 1. Identify the weather information requirements of travelers across a representative number of travel scenarios. 2. Evaluate the current state of the practice in weather-responsive traffic advisory and control strategies in terms of meeting those information requirements. 3. Recommend ways to improve those practices including the development of communication and messaging standards. A set of improvements and guidelines have been recommended to support Transportation officials in communicating both pre-trip and en route road weather information effectively, consistently and timely to meet the needs of drivers and travelers for different weather conditions and travel scenarios. KW - Advanced traveler information systems KW - Human factors KW - Information dissemination KW - Needs assessment KW - Road weather information systems UR - http://ntl.bts.gov/lib/33000/33000/33047/index.htm UR - http://ntl.bts.gov/lib/33000/33000/33047/rev_final_hf_analysis_road_weather.pdf UR - https://trid.trb.org/view/920265 ER - TY - RPRT AN - 01156655 AU - Lin, Pei-Sung AU - Lee, Chanyoung AU - Kourtellis, Achilleas AU - Saxena, Meeta AU - University of South Florida, Tampa AU - Florida Department of Transportation AU - National Center for Transit Research AU - Research and Innovative Technology Administration TI - Evaluation of Camera-Based Systems to Reduce Transit Bus Side Collisions PY - 2010/03/31/Final Report SP - 90p AB - The camera-based system has great potential to reduce transit bus side crashes. This study reviewed and compared mirror-based, sensor-based, and camera-based systems for side collision avoidance. It evaluated the effectiveness of camera-based systems to reduce transit bus side crashes through measuring the reduction of blind zones and analyzing the results of controlled driving tests and driver surveys using sideview video systems. The result from measurements of blind zone reduction showed that the camera-based system with a regular angle lens (no distorted image) can reduce about 64 percent of the blind zones of a flat mirror system. It can reduce about 43 percent of blind zones of a common combined flat and convex mirror system. Using a wide-angle lens, the blind zones on the both sides of transit buses can be completely eliminated. The result of the controlled driving test from 28 bus drivers was positive on distance/depth perception and lane change maneuvers using sideview video systems. Most bus drivers were able to adapt to the sideview video system and quickly learn how to use the system to drive without mirrors. While using the video system, the bus drivers could perceive distance similar to the mirrors while the bus was in motion. By using the sideview system, bus drivers could still see the vehicle in the blind zone of mirrors. The driver survey results confirmed that bus drivers participating in the study valued the benefits of sideview video systems, with some reservations about system reliability due to unfamiliarity with the new system. It was recommended that the sideview video system in this study be further enhanced for evaluation through actual deployments to ensure its reliability and effectiveness. KW - Blind spots KW - Crash avoidance systems KW - Side crashes KW - Testing KW - Transit buses KW - Video cameras KW - Wide-angle lenses UR - http://www.fdot.gov/research/Completed_Proj/Summary_PTO/FDOT_BDK85_977-08_rpt.pdf UR - http://www.nctr.usf.edu/wp-content/uploads/2011/04/77905.pdf UR - https://trid.trb.org/view/917676 ER - TY - ABST AN - 01461184 TI - Mitigating Moisture Susceptibility of Asphalt Mixes AB - The objective of this proposal research is to investigate the use of waste by product materials in mitigating moisture susceptibility (stripping) in hot asphalt mixes through a laboratory testing program. Two types of aggregates from different sources will be investigated while hydrated lime and two new liquid anti-stripping agents will be added. The performance of asphalt mixtures with these three additives will be compared with a control asphalt mixture in which neither the aggregate nor the binder is treated. A cost effectiveness analysis will be conducted to evaluate the economics of these three agents. KW - Asphalt mixtures KW - Laboratory tests KW - Moisture content KW - Moisture susceptibility KW - Stripping (Pavements) KW - Wastes UR - https://trid.trb.org/view/1229403 ER - TY - RPRT AN - 01164217 AU - Berryman, Charles W AU - Jensen, Wayne AU - Hensley, Tim AU - Nebraska Department of Roads AU - University of Nebraska, Lincoln AU - Federal Highway Administration AU - Federal Transit Administration TI - Computer Aided Modeling of Soil Mix Designs to Predict Characteristics and Properties of Stabilized Road Bases PY - 2010/03/28/Final Report SP - 129p AB - The purpose of this research was to develop a computerized model to predict soil properties stabilized using additives such as lime, cement kiln dust, and flyash. Properties were based on specified soils using the Nebraska Group Index (NGI). The model is able to predict the maximum laboratory density and optimum moisture content for native soils. It will also predict the soil properties of NGI soils stabilized with pozzolan additives, including maximum laboratory density, optimum moisture content, unconfined compressive strength, and modified plasticity index. A review of the literature demonstrated that it is very possible to create a soil prediction model through specialized software applications like artificial neural networks. The research team and the Nebraska Department of Roads (NDOR) elected to use Microsoft Excel 2007 to create the model due to ease of use and the commonality of the program within NDOR staff. KW - Additives KW - Base course (Pavements) KW - Computer models KW - Mix design KW - Soil stabilization KW - Soils by properties UR - http://nlc1.nlc.state.ne.us/epubs/R6000/B319-2010.pdf UR - https://trid.trb.org/view/921316 ER - TY - RPRT AN - 01613809 AU - Federal Highway Administration TI - Updating a Strategic Highway Safety Plan: Learning from the Idaho Transportation Department (ITD) PY - 2010/03/24 SP - 13p AB - On November 4, 2009, Idaho Transportation Department's (ITD's) Office of Highway Operations and Safety partnered with the Federal Highway Administration (FHWA) Office of Safety to host a one-day peer exchange in Boise, Idaho. This event focused on the update of Idaho’s Strategic Highway Safety Plan (SHSP), entitled “Toward Zero Deaths, Every Life Counts”; the State’s revised SHSP is targeted for completion in June 2010. The peer exchange provided an opportunity for Idaho safety stakeholders to collaboratively initiate a data-driven, comprehensive plan and establish statewide goals, objectives, strategies, and action plans. More than 100 professionals representing engineering, education, enforcement, and emergency response (EMS) agencies participated in the event. ITD’s goals and objectives in holding the peer exchange included: (1) Discussing highway safety issues and current programs in Idaho; (2) Learning about peer States’ practices; (3) Explaining the value and purpose of a SHSP to stakeholders; (4) Initiating the process for Idaho’s SHSP update; (5) Creating ongoing dialogue about highway safety among Idaho’s SHSP stakeholders; and (6) Establishing and motivating emphasis area teams to reduce traffic fatalities caused by specific highway safety issues. The peer exchange featured a morning session with ITD presentations on current trends, safety programs, and practices; peer presentations; and an afternoon session with breakout groups charged with developing strategies and action plans related to 11 emphasis areas. Participants included: Missouri Department of Transportation (MoDOT), Washington Traffic Safety Commission (WTSC), and Washington State Department of Transportation (WSDOT). KW - Highway safety KW - Idaho Transportation Department KW - Missouri Department of Transportation KW - Peer exchange KW - Stakeholders KW - State departments of transportation KW - State of the practice KW - Strategic Highway Safety Plan KW - Strategic planning KW - Washington State Department of Transportation UR - http://ntl.bts.gov/lib/59000/59800/59836/peer_report_ID_Nov2009.pdf UR - https://trid.trb.org/view/1425526 ER - TY - ABST AN - 01464020 TI - Research for AASHTO Standing Committee on Highways. Task 285. Recalibaration of the LRFR Load Factors in the AASHTO Manual for Bridge Evaluation AB - For single and multiple-trip special permits that are allowed to mix with traffic (no restrictions on other traffic), the LRFR live load factors were explicitly derived to provide a higher level of reliability consistent with AASHTO inventory ratings and LRFD-design level reliability. The higher target reliability was prescribed considering the increased risk of structural damage and associated benefit/cost considerations for very heavy special permit vehicles than for other classes of trucks. This higher level reliability index though justifiably based on structural safety has caused operational difficulties for bridge owners whose past permitting practices have allowed permits to operate at a lower level reliability. The target reliability level for routine permit crossings is currently established at either beta index of 2.5 or 3.5. This reliability index needs to be verified by comparing with reliability indices used in current routine permit practices and adjustments need to be made as appropriate for meeting operational needs. The live load distribution for Special permits is based on the tabulated LRFD one-lane distribution factors with the built-in multiple presence factor (such as a value of 1.2) divided out. The live load distribution analysis for routine permits is done using LRFD two-lane distribution factors which assume the simultaneous side-by-side presence of non-permit heavy trucks on the bridge. Thus, the load factors are higher for spans with higher ADTTs and lower for heavier permits. The current LRFR permit load factor calibration for Routine and Special permits is tied to the LRFD distribution analysis method and does not provide guidance to States that want to use refined methods of analysis for heavy permits and for permits with non-standard gage widths. Live load factors and analysis guidance that are appropriate for analysis methods other than the use of LRFD distribution formulas need to be derived. KW - AASHTO LRFD Bridge Design Specifications KW - Benefit cost analysis KW - Bridge design KW - Heavy vehicles KW - Live loads KW - Load factor KW - Overload permits (Bridge passage) KW - Permits KW - Research projects KW - Structural analysis UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2863 UR - https://trid.trb.org/view/1232248 ER - TY - ABST AN - 01465301 TI - Trajectory Management - Oceanic (OTTM) AB - The NextGen Concept of Operations and an Enterprise Architecture have been developed to establish a framework for the future based on today's best information. These documents define two major concepts upon which NextGen will develop Four Dimensional Trajectory Based Operations (TBO) and Air Traffic Management. The four dimensionals measure spatial coordinates, altitude and time. A set of systems would collect and disseminate 4D data to provide complete situational awareness to pilots, controllers and air traffic managers. The goal is allow flights to find their best route, rather than restrict them to controlled paths. Currently the Federal Aviation Administration (FAA) controls air traffic in the National Airspace System (NAS) using defined flight paths and airspace restrictions that do not take full advantage of the capabilities of an aircraft or its systems. NextGen will transition FAA to a more collaborative environment where pilots and FAA managers work together to tailor an aircraft's route for optimum safety and efficiency. KW - Air traffic control KW - Air traffic controllers KW - Aviation safety KW - Flight characteristics KW - Flight paths KW - Flight trajectories UR - https://trid.trb.org/view/1233534 ER - TY - ABST AN - 01461605 TI - Guidebook for Sharing Freight Transportation Data AB - Public infrastructure managers, environmental planners, freight shippers, and carriers need to understand and anticipate freight flows between regions, in corridors, and on particular links. They rely on freight data for management, planning, and improving supply-chain efficiency. This requires a variety of data describing the types of freight; volumes; origins, interchanges, and destinations; and the characteristics of modes (air, truck, rail, maritime, and pipeline) that carry that freight (e.g., quality and cost of service). Individual shippers and carriers capture and archive information on shipments, commodity type, volume, schedule, mode, and levels of service in the logistics system. There are also vendors that collect real-time data for carriers and shippers, as well as consultants who analyze and transform those data into useful management information. Although many parties collect and use freight data, there are several significant barriers to data sharing that reduce the effective use of such data. First, private entities may be reluctant to share proprietary data because they may expose themselves to disclosure risks that can lead to competition or self-incrimination problems. Another barrier is the cost associated with collecting, organizing, storing, and submitting data. In some cases, the private sector may be prepared to share data, but public agencies may be unwilling or unable to sign strong confidentiality agreements. Research is needed to identify systematic and strategic approaches to facilitate the sharing of freight data for both public and private sectors to gain the full benefit of data sharing. The objective of this research is to develop a guidebook to help government agencies, non-government organizations, and the private sector share freight data. The guidebook should include a description of current practices for sharing data, sample agreements, guidelines for enabling an efficient freight data-sharing program, data-sharing agreement templates, and procedures for overcoming potential obstacles. KW - Best practices KW - Freight traffic KW - Freight transportation KW - Handbooks KW - Multimodal transportation KW - Shipping KW - Supply chain management KW - Transportation UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2919 UR - https://trid.trb.org/view/1229824 ER - TY - ABST AN - 01461310 TI - Gulf Coast Study, Phase II, Interagency Agreement Between Research & Innovative Technology Administration and Federal Highway Administration AB - The Gulf Coast Study, Phase 1, completed in 2008, studied how changes in climate over the next 50 to 100 years could affect transportation systems in the U.S. central Gulf Coast region and discussed how to account for potential impacts in transportation planning. Phase 2 will build on the information developed in Phase 1 to develop more definitive information about impacts at the local level in a particular Metropolitan Planning Organization (MPO) or smaller region and will focus analysis on the key transportation links, for day to day systems operations and emergency management. The study will develop more precise tools and guides for State departments of transportation (DOTs) and MPO planners to use in deciding how to adapt to potential climate impacts and determine vulnerability for key links for each mode. Phase 2 will also develop a risk assessment tool to allow decision makers to understand vulnerability to climate change and develop a process to implement transportation facility improvements in a systematic manner. KW - Climate change KW - Decision making KW - Disasters and emergency operations KW - Emergency management KW - Environmental impacts KW - Gulf Coast (United States) KW - Metropolitan planning organizations KW - Planning and design KW - Risk assessment KW - Technological innovations KW - Transportation planning UR - https://trid.trb.org/view/1229529 ER - TY - RPRT AN - 01155116 AU - Williams, Kristine M AU - Seggerman, Karen E AU - University of South Florida, Tampa AU - Florida Department of Transportation AU - Department of Transportation TI - Guide for Review and Assessment of Local Mobility Plans: A Proposed Practice PY - 2010/03/15/Final Report SP - 49p AB - This research supports implementation of mobility planning requirements in Florida’s transportation and growth management legislation, including the Community Renewal Act, HB 697 and HB 7135. The final report and spreadsheet template set forth a proposed practice to guide the review of mobility plans related to these requirements. These materials are also useful for review of local government comprehensive plan amendments aimed at mitigating transportation deficiencies on the Strategic Intermodal System. This proposed practice applies a series of criteria that represent professionally-accepted best practices for mobility planning and transportation corridor management. The selected criteria are identified in the literature as practices that support the use of alternative modes, advance corridor management objectives for major highway corridors, reduce vehicle miles of travel (VMT), and enhance the multimodal environment. Advancing these criteria through the mobility planning process will also promote more energy-efficient land use patterns and transportation systems that reduce greenhouse gas emissions. The spreadsheet template allows local governments and reviewing agencies to assess the proposed mobility plan based upon a point system related to relevant criteria. Weights are assigned by the user to reflect the relative importance of specific criteria to the proposed plan, including a weight of zero that allows users to eliminate criteria from the assessment that are not at all applicable in the local context. KW - Access control (Transportation) KW - Best practices KW - Corridor management KW - Florida KW - Greenhouse gases KW - Growth management KW - Highway corridors KW - Land use KW - Local government KW - Mobility KW - Multimodal transportation KW - Transportation corridors KW - Transportation planning KW - Vehicle miles of travel UR - http://www.fdot.gov/research/Completed_Proj/Summary_PL/FDOT_BDK84%20977-02_rpt.pdf UR - https://trid.trb.org/view/916088 ER - TY - ABST AN - 01464190 TI - Recommended Bicycle Lane Widths for Various Roadway Characteristics AB - U.S. practitioners have minimal nationally recognized guidance regarding the roadway characteristics under which bicycle lanes should be provided or, at least, considered. The current (1999) edition of the AASHTO Guide for the Development of Bicycle Facilities describes design of bicycle lanes, but presents virtually no guidance about roadway conditions under which they should be provided, considered, or omitted. On busier urban roadways with operating speeds above 40 mph, usage of bicycle lanes often is observed to be modest; the Guide simply observes that "additional widths (more than 5 ft.) are desirable" where speeds exceed 50 mph or truck volume is heavy. It is sometimes suggested that, at some threshold, designation of nearby bike routes should be considered in lieu of bicycle lanes or perhaps on thoroughfares with relatively low speeds or truck volumes, or where on-street parking is allowed, wide curb lanes or shared roadway treatments may be as or more effective than a bicycle lane. Some state departments of transportation (DOTs) have adopted policies of (generally) routine provision of bicycle lanes in urban projects, some consider whether the road is included in the local bicycle plan, and some consult criteria tables in a 1994 study published by the Federal Highway Administration (FHWA), "Selecting Roadway Design Treatments to Accommodate Bicycles." Selection factors proposed in this report are traffic volume, average traffic operating speed, "traffic mix" (presence of heavy vehicles), on-street parking, sight distance, and intersection spacing. For a given combination, tables identify a "desirable" treatment (wide curb lane, shared lane, paved shoulder, or bike lane) of recommended minimum width (at least as great as AASHTO's). The authors described their recommendations as "preliminary" and anticipated that the tables would be refined as the state of the practice evolved, but no revision has ever been developed. The objective is to develop design criteria for bicycle lanes based on roadway characteristics including, but not limited to, classification, speed, ADT, number of trucks, the grade of the roadway, and parking. The design criteria will help determine if bicycle lanes should be installed and if so, what would be the recommended width of the bicycle lane, the adjacent travel lane, and, if applicable, parking.
KW - Bicycle facilities KW - Bicycle lanes KW - Design criteria KW - Nonmotorized transportation KW - On street parking KW - Operating speed KW - Research projects KW - Traffic volume KW - Truck traffic KW - Vehicle mix UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2723 UR - https://trid.trb.org/view/1232418 ER - TY - ABST AN - 01461617 TI - Hazardous Materials Transportation Risk Assessment: State of the Practice AB - A variety of methods are utilized in both the public and private sectors to assess the risk due to hazardous materials transportation. However, these risk assessments are often designed for different purposes and used in different ways by government agencies and the private sector. Further, there are a number of models/methodologies used in each sector, from simplified to extremely complex, that have varying data needs and make varying degrees of assumptions. Results from different assessments may be applicable to only specific instances or for specific purposes. In addition, many of the assessments address single modes of transportation, and there are few published methods to adequately compare risk across modes. There is a need for the government sector to better understand how the private sector does risk assessments and risk management and for the private sector to appreciate government needs in regulating hazardous materials in transport. This project will provide the following: (1) the different requirements needed for models and methodologies in the private sector and the public sector; (2) a critical review of the current models and methodologies available to each sector, including capabilities and limitations; (3) an assessment of the data gaps needed for the different models; (4) an assessment of the capability gaps not addressed by the available models; and (5) an assessment of how risk can be compared across modes of transportation. KW - Disasters and emergency operations KW - Governments KW - Hazardous materials KW - Methodology KW - Mode choice KW - Private enterprise KW - Risk assessment UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2930 UR - https://trid.trb.org/view/1229836 ER - TY - RPRT AN - 01359713 AU - Volpe National Transportation Systems Center AU - Federal Aviation Administration TI - Point-to-Point Commercial Space Transportation in National Aviation System PY - 2010/03/10/Final Report SP - 33p AB - The advent of suborbital transport brings promise of point-to-point (PTP) long distance transportation as a revolutionary mode of air transportation. In 2008, the International Space University (ISU) of Strasbourg, France, published a report documenting its appraisal of PTP transportation technology. This report describes the conditions that should be put in place to foster and sustain the growth of this industry from the technical, market, financial, infrastructure, safety, and legal perspectives. The ISU study calculates that transatlantic flight times for suborbital vehicles from London to New York would take less than 1¼ hours, less than one-third the travel time required by the supersonic aircraft Concorde and a fraction of that required by conventional commercial aircraft. This potential for the rapid global transport of passengers and the fast distribution of goods and services make PTP transportation an attractive space technology concept worth exploiting. Based on ISU findings, the Federal Aviation Administration (FAA) Office of the Associate Administrator for Commercial Space Transportation (AST) recognized a need to identify issues and approaches for integrating PTP systems into the National Airspace (NAS) and International Air Space (IAS). The goal of this study is to provide FAA AST with technical support in formulating effective policies and regulations that address issues associated with the air traffic management (ATM) of commercially-operated, suborbital PTP transportation focused on the long distance delivery of both humans and cargo. The Volpe Center examined the issues associated with integrating PTP Systems into the NAS and international airspace by: KW - Air traffic control KW - Air transportation KW - Long distance travel KW - National Airspace System KW - Point-to-point services KW - Suborbital launches KW - Technological innovations UR - http://ntl.bts.gov/lib/42000/42700/42779/point_to_point.pdf UR - https://trid.trb.org/view/1125694 ER - TY - RPRT AN - 01369915 AU - Boyce, David AU - Nie, Yu ( AU - Bar-Gera, Hillel AU - Liu, Yang AU - Hu, Yucong AU - Northwestern University, Evanston AU - Federal Highway Administration TI - Field Test of a Method for Finding Consistent Route Flows and Multiple-Class Link Flows in Road Traffic Assignments PY - 2010/03/08 SP - 104p AB - Road traffic assignment, or forecasting route and link flows corresponding to fixed matrices of origin-destination (OD) flows by vehicle class on a road network for a given time period, is commonly applied by transportation planning practitioners. The standard user-equilibrium traffic assignment method uniquely determines the total flow on each network link, subject to convergence errors. Multiple-class link flows and route flows, however, are indeterminate. To ensure that route and multiple-class link flows are uniquely determined, or consistent, an additional assumption is required. One option is that proportions of flow over alternative route segments with equal costs are the same for all drivers, regardless of origin or destination. Analyses based on the assigned link and route flows by vehicle class, such as select link, select zone and emissions analyses, are often performed without considering this issue. Although such analyses have become important in practice, no commercial software system currently considers the indeterminacy of these flows. Traffic Assignment by Paired Alternative Segments (TAPAS) is a new algorithm offering the first practical way to address this issue. In this project six practitioners analyzed how route flows and/or multiple-class link flows generated by TAPAS compared with those found by the commercial software systems. A specialized tool VPAS was developed to compare the outputs of TAPAS and the practitioner software. The project team also undertook its own case study of the Chicago region with tools offered by four commercial software systems, which may be classified into two groups: link-based and quick-precision. Link-based tools applied in the project were CUBE, EMME, and TransCAD; quick precision tools applied were VISUM’s route-based method and TransCAD’s origin user-equilibrium (OUE) method. Findings of these applications may be summarized as follows: (1.) Select link results for link-based tools were approximately similar to those found by TAPAS; differences in flows through a selected link by OD pair were relatively small. However, small flows were observed in link-based solutions on non-equilibrium routes not found in the more precise TAPAS solutions. As a result, the number of OD pairs using a select link was often much larger for link-based tools than for TAPAS. Analyses of flows on pairs of equal-cost segments showed that link-based solutions tended to satisfy approximately the proportionality condition. Slow convergence, however, is a costly limitation of link-based tools. Even so, the findings suggest that link-based tools do provide approximately proportional solutions, which was not realized before this project. (2.) Select link results for quick-precision tools were very different from those produced by TAPAS. In particular, where TAPAS predicted positive flows, quick-precision tools often gave zero flow from an OD pair through a selected link. Analyses of flows on pairs of equal-cost segments showed that quick-precision tools produced solutions that violate the proportionality condition. In two-class assignments for pairs of alternative segments, the proportions of flow found by quick-precision solutions were also different by class. KW - Algorithms KW - Case studies KW - Chicago Metropolitan Area KW - Links (Networks) KW - Road networks KW - Traffic assignment KW - Traffic equilibrium KW - Traffic flow KW - Traffic forecasting KW - Traffic simulation KW - Vehicle classification UR - http://www.transportation.northwestern.edu/docs/research/Boyce_FieldTestConsistentRouteFlows.pdf UR - https://trid.trb.org/view/1138403 ER - TY - ABST AN - 01464271 TI - Accident Performance Data of Bulk Packages Used for Hazardous Materials Transportation AB - Bulk packages are a common method of transporting hazardous materials. The ability to predict the performance of these packages in a transportation accident is critical in the evaluation of risks. Accurate data on the impact of various design specifications on package performance in accidents are essential for safety, robust risk analysis, and better packaging selection decisions by carriers, shippers, and regulators. A long-standing private-sector initiative managed by the Railway Supply Institute (RSI) and the Association of American Railroads (AAR) [the RSI-AAR Railroad Tank Car Safety Research and Test Project] has collected and analyzed damage reports on tank cars involved in railroad accidents, whether or not the damage resulted in a leak of contents. The resulting data have been used to develop conditional release probabilities and amounts released for tank cars having different design specifications and features. Such specifications and features include overall release probabilities as well as probabilities by the location of the leak (i.e., shell, head, top or bottom fittings, or multiple locations). No such data exist for cargo tank motor vehicles or portable tanks; therefore, risk estimates for these types of packages are based on loose estimates and anecdotes rather than quantitative data. The objectives of this research are to (1) recommend methodologies for collecting and analyzing performance data for U.S. DOT-specified hazardous materials bulk packages (i.e., portable tanks and cargo tank motor vehicles) and (2) identify and evaluate institutional barriers to data collection and recommendations for overcoming these barriers. These data and their analysis will be used by decisionmakers to develop conditional probabilities of release and of amounts released in transport accidents by road and rail. Performance data include, but are not limited to, data related to various equipment designs (including materials of construction, thickness of the shell and head, and fittings design and protection on bulk packages) and circumstances of the accident when available (including location of damage, amount of material released, hole size, etc.). KW - Chemical spills KW - Crash analysis KW - Crash risk forecasting KW - Hazardous materials KW - Tank trucks KW - Tankers KW - Truck crashes UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2659 UR - https://trid.trb.org/view/1232500 ER - TY - ABST AN - 01576002 TI - Nanoscale Sensors for Structural Health AB - This project will investigate self-powered, very large-area wireless sensors for the real-time monitoring of potentially dangerous cracks in steel bridges. The sensing elements are made by inkjet printing nanoparticles onto flexible organic substrates. Carbon nanotube-based materials will be explored for scavenging solar and vibrational energy to power the sensor nodes. Multiscale wireless communication approaches are proposed for convenient access to the sensor data over the Internet. KW - Cracking KW - Detection and identification systems KW - Monitoring KW - Nanostructured materials KW - Real time information KW - Sensors KW - Steel bridges KW - Wireless communication systems UR - http://www.fhwa.dot.gov/research/tfhrc/projects/projectsdb/projectdetails.cfm?projectid=FHWA-PROJ-10-0014 UR - https://trid.trb.org/view/1369402 ER - TY - RPRT AN - 01155105 AU - Pipeline and Hazardous Materials Safety Administration AU - Department of Transportation TI - New Approaches Needed in Managing PHMSA’s Special Permits and Approvals Program PY - 2010/03/04 SP - 33p AB - This report presents the results of the U.S. Department of Transportation Office of Inspector General's (OIG's) review of the Pipeline and Hazardous Materials Safety Administration’s (PHMSA) Special Permits and Approvals Program. PHMSA is the lead agency responsible for regulating the safe transport of hazardous materials, including explosive, poisonous, corrosive, flammable, and radioactive substances. PHMSA regulates up to 1 million daily movements of hazardous materials. Many hazardous materials are transported under the terms and conditions of special permits and approvals, which provide relief or exceptions to the Hazardous Materials Regulations. On September 10, 2009, OIG testified before the House Committee on Transportation and Infrastructure regarding its review of PHMSA’s Special Permits and Approvals Program. OIG's review disclosed serious deficiencies in how PHMSA processes and oversees special permits and approvals. This report summarizes the results of the review and transmits OIG's recommendations to strengthen the Special Permits and Approvals Program by addressing the issues OIG presented in its testimony. A copy of OIG's hearing statement is attached. OIG's audit objectives were to evaluate the effectiveness of PHMSA’s (1) policies and processes for reviewing and authorizing special permits and approvals, (2) coordination with the affected Operating Administration before issuing any of these special authorizations, and (3) oversight and enforcement of approved parties’ compliance with the terms and conditions of these authorizations. OIG's review identified safety issues that call into question the effectiveness of PHMSA’s process for granting special permits and approvals for transporting hazardous materials. Specifically, PHMSA does not (1) adequately review applicants’ safety histories, (2) ensure applicants will provide an acceptable level of safety, (3) coordinate with the affected Operating Administrations, and (4) conduct regular compliance reviews of individuals and companies that have been granted special permits and approvals. KW - Coordination KW - Hazardous materials KW - Oversight KW - Permits KW - Policy KW - Transportation safety KW - U.S. Pipeline and Hazardous Materials Safety Administration UR - http://www.oig.dot.gov/sites/dot/files/WEB%20FILE_PHMSA%20REPORT_issued%20March%204.pdf UR - https://trid.trb.org/view/915798 ER - TY - RPRT AN - 01152834 AU - Federal Transit Administration TI - State Safety Oversight Program: Audit of the Tri-State Oversight Committee and the Washington Metropolitan Area Transit Authority PY - 2010/03/04/Final Audit Report SP - 53p AB - The Federal Transit Administration (FTA) conducted an on-site audit of the safety program implemented by the Washington Metropolitan Area Transit Authority (WMATA) and overseen by the Tri-State Oversight Committee (TOC) between December 14 and 17, 2009 at WMATA’s Jackson Graham Building and Alexandria Rail Yard. Subsequent document requests and reviews took place throughout the month of January 2010. FTA also participated in WMATA’s Right-of-Way Safety Workshop, January 11 to 13, 2010. At the end of January, both TOC and WMATA were provided with the opportunity to comment on a draft version of this report. FTA received those comments and incorporated them into this final report. At the end of February, FTA, TOC and WMATA all participated in a public hearing convened by the National Transportation Safety Board (NTSB) to focus, in part, on the adequacy of state and federal oversight of rail transit systems, including TOC and FTA’s program to oversee WMATA. This audit, previously scheduled for mid-2010, was accelerated at the request of the United States Department of Transportation (USDOT) Secretary Ray LaHood and U.S. Senator Barbara Mikulski of Maryland. For this audit FTA departed from its normal process of focusing primarily on the state safety oversight agency. In the aftermath of (1) the Ft. Totten collision and (2) in light of the well-publicized difficulties that TOC encountered assessing WMATA’s right-of-way safety program, FTA decided to assess WMATA’s safety program as well. WMATA’s acting Chief Safety Officer also requested that FTA’s audit more closely examine WMATA’s system safety program. This FTA audit, therefore, focused on: (1) the effectiveness of both TOC and WMATA’s implementation of FTA’s State Safety Oversight (SSO) rule (49 CFR Part 659); (2) the level and quality of coordination between TOC and WMATA to ensure safety for WMATA’s passengers and employees; and (3) follow-up on three open non-compliance findings from its 2007 audit of TOC. Recommendations were issued to both TOC and WMATA to address the identified deficiencies and challenges. KW - Coordination KW - Interagency relations KW - Oversight KW - Rail transit KW - Safety audits KW - Transit crashes KW - Transit safety KW - Tri-State Oversight Committee KW - Washington Metropolitan Area Transit Authority UR - http://www.fta.dot.gov/documents/Final_SSO_Audit_Report_TOC_WMATA_03042010.pdf UR - https://trid.trb.org/view/914424 ER - TY - ABST AN - 01578001 TI - Assessing Interspecific Competition in a Loblolly Pine-Switchgrass Co-culture System for Biomass Production AB - No summary provided. KW - Biomass KW - Evaluation and assessment KW - Production KW - Trees UR - https://trid.trb.org/view/1371385 ER - TY - ABST AN - 01576001 TI - Development and Evaluation of Technological Innovations in Transportation for People with Disabilities AB - Explore and build on Intelligent Transportation Systems (ITS) and other technologies to provide a set of new methods and devices that would help a person with vision impairment navigate a path, help a person with mobility impairment cross an intersection or a roundabout, and increase the personal mobility of a person with a cognitive or learning impairment. KW - Cognition KW - Intelligent transportation systems KW - Intersections KW - Mobility KW - Roundabouts KW - Technological innovations KW - Vision disorders UR - http://www.fhwa.dot.gov/research/tfhrc/projects/projectsdb/projectdetails.cfm?projectid=FHWA-PROJ-10-0012 UR - https://trid.trb.org/view/1369401 ER - TY - ABST AN - 01573777 TI - Full-Scale Aggregate Base Design and Construction AB - This activity is aligned with the International Center for Aggregates Research and National Stone, Sand, and Gravel Association research priority list. The activity addresses the issue of using higher modulus, more dense bases construction for thinner asphalt concrete layers, thereby saving agencies money. This activity began to explore methods, which advance the state of the practice in granular base construction, material selection/specification, recycling and blending, and performance modeling. It has evolved with many attributes. Three main aspects are:  Alternative construction techniques; Pavement design structural configuration; and Improved materials characterization and modeling.  Validation of the International Center for Aggregate Research cross-anisotropic resilient modulus material model for use in design and contributions to performance prediction is key. KW - Aggregates KW - Asphalt concrete KW - Pavement design KW - Pavement layers KW - Road construction KW - State of the practice KW - Structural analysis KW - Subbase (Pavements) UR - https://trid.trb.org/view/1366874 ER - TY - ABST AN - 01563877 TI - Structural Health Monitoring System AB - In the past decade, Los Alamos National Laboratories has evaluated six non-destructive damage detection algorithms in terms of their ability to detect and locate damage on bridges. While significant at the time, the state of the art has evolved such that damage cannot only be detected and located, it can also be quantified. Although numerous damage detection algorithms exist to detect a change in the structure, that information by itself is of little value to a state bridge engineer. What is needed is a structural health monitoring (SHM) system capable of evaluating the structural capacity and remaining service life of a bridge. The ultimate objective of this project is to integrate a damage detection algorithm capable of evaluating a bridge's structural capacity and estimating remaining service life into a structural health monitoring system. KW - Bearing capacity KW - Bridge engineering KW - Bridges KW - Damage detection KW - Service life KW - State of the art KW - Structural capacity KW - Structural health monitoring UR - http://www.pooledfund.org/Details/Study/447 UR - https://trid.trb.org/view/1354983 ER - TY - ABST AN - 01468195 TI - Modeling and Predicting Traffic Accidents at Signalized Intersections in the City of Norfolk, VA AB - The proposed research is an extension of the previously completed studies on the accident-patterns in the City of Norfolk, VA in which a multiple-regression model was developed using a selected set of intersections data from the City. The objective of this proposal is to develop comprehensive a statistical exploratory and predictive model for intersections accidents in the City. The previous models were based on a selected set of variables like driveway density, some road geometry variables such as number of lanes and safety features including median. Data on many roadway geometry factors and roadway hazards were either not collected or not available at the time of study. Also, the multiple-linear regression technique used in the previous models has presented limited predictive capability. The proposed research will improve the previously developed models by including additional variables and advanced statistical modeling. The available literature suggests road geometry and other related controllable factors influence the traffic accident rate and can be delineated using statistical methods. This research will utilize a two-step statistical analysis methodology. In the first step, exploratory statistical models will be developed from a randomly selected set of intersections in the City of Norfolk using generalized linear model (GLM) technique. These models will be validated using similar variables from the other randomly selected set of the intersections in the City. The best fit model will be proposed as the predictive model for the City. The major deliverables from the proposed research will include the following: * A validated exploratory statistical model that will include variables which provide the most valid explanation of traffic accidents. The model development process will include a set of geometrical and roadside hazard factors as independent variables. * A predictive statistical model resulting from step one could be used for accident prediction for similar road conditions in the City. The proposed research will commence in May 1, 2010 and will conclude on May 29, 2011. The major elements of the work are shown below along with the expected start and finish time for each work element. * Research Preparation: Complete literature review on the recent articles in traffic safety as well statistical modeling. (May 1, 10- June 30, 10) * Data Collection: Data collection on road geometry, road hazard and other related road variable data. (July 1, 10- Sept 15, 10) * Development of Exploratory Models: Using generalized linear modeling technique develop multiple regression models. (Sept 16, 10-Dec 31, 10) * Model Validation: Using different set of intersection validate the statistical models. (Jan 2, 11-March, 31, 11) * Select Predictive Model: Selection of best statistical model. (April 1, 11-April 30, 11) * Review of the Results and the Model: Review of the results and the statistical model. (May 1, 11-May 15, 11) * Report preparation: Prepare final report (May 17, 11- May 29, 11) KW - Curves (Geometry) KW - Driveway density KW - Highway safety KW - Intersections KW - Linear models KW - Norfolk (Virginia) KW - Traffic crashes KW - Traffic density KW - Traffic safety UR - http://biz.hamptonu.edu/esitac/ UR - https://trid.trb.org/view/1236431 ER - TY - ABST AN - 01466624 TI - Performance of Lightweight Foam Concrete Fill and Post-Grouted Drilled Shafts in Broadway Viaduct Replacement AB - Due to quality control issues or soft toe conditions, the end bearing capacity of drilled shafts is often not mobilized before service load displacement limits are realized. Shaft capacity is therefore limited as it is developed primarily through mobilization of side-frictional resistance at relatively small displacements. It has been estimated that the end bearing component in-cohesionless soils can be as great as 20 times the resistance available due to side friction. To take advantage of such potential high end bearing capacities in soft-toe conditions, post-grouting of shaft tips is increasing in popularity. In the existing Broadway viaduct replacement project, initial load-testing has been completed on post-grouted drilled shafts that were constructed using the tube-sleeve (tube-a-manchette) approach. However, the increase in shaft capacity did not meet expectations, and questions remain as to the size and integrity of the grout bulb, and therefore the size of the contact area that should be used in analysis and design. It is our understanding that it has been suggested that the tube-a-manchette grouting technique be replaced with a flat-jacking approach, for which the distribution and contact area of the grout will be known. To date, there remain questions regarding the effectiveness of this technique. Current plans for replacing the Broadway viaduct also involve the replacement of the existing cellular abutments with slabs on LFCF material contained within mechanically stabilized earth (MSE) walls. Because this is the first such use of LFCF in a bridge project in Iowa, it will be highly beneficial to assess and document the performance and interaction of the fill with the surrounding walls and underlying foundation soils. The performance of the LFCF-MSE wall system will be studied by instrumenting the wall facade with tilt meters and the straps with strain gages. At each abutment, two soil settlement plates will be used to monitor the soil response at the base of the fill material and two will be installed immediately outside the MSE walls, for a total of eight settlement plates (to be installed by the DOT). Additionally, the pressure under the foamed concrete fill will be monitored using two soil pressure cells. The LFCF offers potential savings over the use of select fills, while post grouting of drilled shaft tips will likely provide savings in construction costs by decreasing the required shaft lengths for a given design load. Documentation and evaluation of the construction and performance of these materials and techniques will benefit future projects in which these technologies may be used. KW - Bearing capacity KW - Bridge foundations KW - Bridge replacement KW - Concrete filled structures KW - Drilled shafts KW - Granular soils KW - Load tests KW - Mechanically stabilized earth KW - Soft soils UR - https://trid.trb.org/view/1234859 ER - TY - ABST AN - 01463959 TI - Investigation of NOx and Tropospheric Ozone Transport around a Major Roadway AB - The objective of the proposed research is to obtain data on the variation of ozone concentrations simultaneously with data on weather, traffic, and nitrogen oxide concentrations; to model the ozone and nitrogen dioxide concentrations near major roadways using CALINE4; and to validate the model with the obtained data. Despite recent advances in the automobile industry in reducing emissions from individual vehicles, because of the regional increases in the traffic volumes, air pollution in those localities still persist at problematic levels. Vehicular emissions are the major contributors to atmospheric NOx constituting about half of all anthropogenic emissions. The secondary species, like ozone, formed in the atmosphere as the result of the reactions of NOx with other species, are known to cause a wide variety of health and environmental problems. Measurements done at the air pollution monitoring stations provide regional data with some temporal resolution. These stations are generally located sufficiently away from heavily traveled roadways, so that they provide background data and their numbers are too few to provide a detailed spatial resolution. Air pollutant concentrations can be significantly higher close to major roadways. This makes the local pollutant concentration measurements and finding ways to predict concentrations with a much higher spatial resolution essential in making decisions about locating buildings that will house sensitive populations. Two recent developments highlighted the importance of this work. The first one is the proposed revisions to the National Ambient Air Quality Standards (NAAQS) for nitrogen dioxide announced on June 26, 2009. EPA is proposing a new 1-hour standard at a level between 80 and 100 ppb while retaining the current average NO2 standard of 53 ppb. This proposal increases the importance of measuring the peak concentrations over shorter time periods especially near major roads in urban areas. The second development is the January 7, 2010 announcement by EPA proposing to change the standard for ground level ozone to no more than 0.06 to 0.07 ppm from the current value of 0.075 ppm. Since ground level ozone is formed by the reaction of nitrogen oxides with volatile organic compounds, the proposed change emphasizes the importance of the investigation of nitrogen oxide and ozone concentrations around major roadways. Therefore, to address these issues, in this research project, we are proposing (1) To add an ozone analyzer to the mobile NOx analyzer-weather monitoring unit built during the project performed last year. (2) To obtain coordinated measurements of NO, NO2 and ozone concentrations and meteorological conditions at varying distances from the roadway, together with the traffic volume and vehicle type data, taking into account the experience gained during the project performed last year. (3) To use CALINE4 to estimate the NO2 and ozone concentrations at receptors located at the measurement points. (4) To analyze the data obtained to elucidate the adequacy of CALINE4 in predicting the local NO2 and ozone concentrations near roadways and perform a sensitivity analysis on the input variables, which are not directly measured, to suggest possible improvements. A summary of the tasks and schedule for the proposed work is presented below: 1. Completion of literature review on ozone: March - April, 2010 2. Calibration of equipment: March - April, 2010 3. Training of student researchers March - May 2010 4. Creation of the CALINE4 model of the new I-64 section and receptor locations March - April, 2010 5. Measurement of NO2, NO and O3 concentrations at receptors: May - December 2010 6. Evaluation of data: June 15, 2010 - January 2011 7. Sensitivity analysis using CALINE4: October 2010-January 2011 8. Analysis of results and preparation of the final report: December2010-February 2011. KW - Air quality management KW - Exhaust gases KW - National Ambient Air Quality Standards KW - Nitrogen dioxide KW - Nitrogen oxides KW - Ozone KW - Pollutants KW - Tropospheric Ozone Management Areas UR - http://biz.hamptonu.edu/esitac UR - https://trid.trb.org/view/1232187 ER - TY - ABST AN - 01463958 TI - Non-Destructive Bridge Testing With Advanced Micro-II Digital AE system AB - The Eastern Seaboard Intermodal Transportation Applications Center (ESITAC) at Hampton University, with its stated goals to utilize University resources in partnership with state and city governments, local transit companies, private industries, and regional universities, aims to conduct research on current transportation problems facing Hampton Roads, and to advance U. S. technology and expertise that will provide safe, secure, efficient, and interconnected transportation systems. These goals incorporate U. S. DOT's stated priority for improving the safety of the nation's highway bridges. Research on and utilization of non-destructive test (NDT) and monitoring technologies for bridge safety is one of the focus areas in ESITAC's strategic planning. During the research period of January 1 - December 31, 2009, two bridges were identified as potential test candidates for NDT using the acoustic emission (AE) technology: 1. the bridge on I-164 at the Coast Guard Blvd. in the City of Portsmouth (built in 1991) that has an average daily traffic of 22,276 with 4% truck traffic according to the latest data in comparison to an average daily traffic of 11,337 with 4% truck traffic in 2004; and 2. a bridge located in the city of Williamsburg (Virginia Department VDOT Display structure 018 - 1917 (built in 1939) that has an average daily traffic of 2230 but with 5% daily average of truck traffic. Metal and non-metal bridge structure components were investigated using NDT of acoustic emission (AE) with the objective to monitor health of these bridges in collaboration with VDOT's District Structure and Bridge Engineering Department. It was proposed to develop accurate, reliable and durable NDT methods of structural health monitoring of highway bridges to help prevent spread of structural failures. In view of the changes made in the VDOT display structure 018 - 1917, research was focused on the bridge on I-164 situated near a cargo terminal at the Coast Guard Blvd. in the City of Portsmouth with the objective to investigate bridge structure element ACTIVE defects during periods of low and/or no traffic and peak and/or heavy traffic in short areas of the AE sensors. Hence, the study focused on areas with higher potential of damage. Discussions were held with the VDOT/Virginia Transportation Research Council (VTRC) bridge engineers to finalize a plan of action to utilize AE sensors on the potential inspection sites, both on the Suffolk bound and Norfolk bound lanes of the Interstate. Potential test sites were identified based on the results from a monitoring system consisting of 2 AE sensors and the data acquisition (DAQ) system. The following has already been achieved during this period: * Potential sites for monitoring and for analyzing AE were identified. * An 8 sensor system for monitoring the test sites has been designed. * Integration of the existing 4 channel hardware with the newly acquired AE system. * The newly designed AE monitoring system is based on 12V rechargeable batteries and inverters. * The DAQ, computerization and power systems are designed for their operational capability under conditions of unavailability of power. * The designed equipment is under fabrication and is being acquired by ESITAC with RITA approval. The following is being proposed for the period of 2010: * To continue studies on Virginia bridges (i.e. Figure 1) using the newly acquired 8 channel AE sensor and DAQ system. * AE monitor both the metal and non-metal (e.g. concrete) bridge structural components. * Analyze the AE data in a linear and 2D framework to locate the damages including in areas where accessibility is a challenge for the inspection team. * Establish an bridge inspection procedure and methodology based on the studies during quiet/low and peak traffic periods. * Investigate the role of thermal factors and incorporate in the inspection procedure. * Monitor, record and analyze the AE data on a near real time basis.  This proposed research on the bridge at the Coast Guard Blvd. in the City of Portsmouth is tentatively planned to commence in March, 2010 and conclude in December, 2010. The major elements of the work are shown below along with the expected start and finish dates. * Research Preparation: review of the updated status of the bridge monitoring based on the database from VDOT (MAR 2010 - APR 2010) * Data collection (MAY 2010 - AUG 2010) * Analysis of Results (SEP 2010 - OCT 2010) * Prepare and submit the final report (NOV 2010 - DEC 2010) KW - Acoustic emission KW - Annual average daily traffic KW - Bridge engineering KW - Data collection KW - Hampton Roads (Virginia) KW - Highway bridges KW - Nondestructive tests KW - Traffic data KW - Truck traffic UR - http://biz.hamptonu.edu/esitac/ UR - https://trid.trb.org/view/1232186 ER - TY - ABST AN - 01463932 TI - Research for AASHTO Standing Committee on Highways. Task 287. Roadmap for Winter Maintenance Research AB - The objective of this project is develop a roadmap of strategic/business needs for snow and ice control.  The roadmap can then provide a basis for identifying near, medium, and long-term research needs.  The research will involve a workshop of the different groups involved in snow and ice control.  Work has just begun on identifying candidate participants in consultation with the AASHTO Highway Subcommittee on Maintenance; the workshop is expected to be held in June or July 2010, with project completion expected by the end of October 2010.  KW - Highway maintenance KW - Long range planning KW - Maintenance KW - National Cooperative Highway Research Program KW - Research KW - Strategic planning KW - Winter maintenance UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2865 UR - https://trid.trb.org/view/1232160 ER - TY - ABST AN - 01461330 TI - Modeling Effective, Efficient and Sustainable Emergency Medical Service System for Rural Areas AB - The overall goal of this project is to develop one or more model response systems for Emergency Medical Services (EMS) in rural areas that are regional, coordinated, accountable, and sustainable. KW - Coordination KW - Emergency medical services KW - Regional development KW - Regional planning KW - Rural areas KW - Sustainable development UR - http://www.westerntransportationinstitute.org/research/4w3019.aspx UR - https://trid.trb.org/view/1229549 ER - TY - RPRT AN - 01208071 AU - Schmidt, Jennifer D AU - Faller, Ronald K AU - Lechtenberg, Karla A AU - Sicking, Dean L AU - Halloway, James C AU - University of Nebraska, Lincoln AU - Mid-America Transportation Center AU - Iowa State University, Ames AU - Federal Highway Administration AU - Department of Transportation TI - Safety Investigation and Guidance for Work-Zone Devices in Freight Transportation Systems Subjected to Passenger Car and Truck Impacts with New Crash Standards PY - 2010/03/01 SP - 394p AB - Crashworthy, work-zone, portable sign support systems accepted under NCHRP Report No. 350 were analyzed to predict their safety performance according to the TL-3 MASH evaluation criteria. An analysis was conducted to determine which hardware parameters of sign support systems would likely contribute to the safety performance with MASH. The accuracy of the method was evaluated through full-scale crash testing. Four full-scale crash tests were conducted with a pickup truck. Two tall-mounted, sign support systems with aluminum sign panels failed the MASH criteria due to windshield penetration. One low-mounted system with a vinyl, roll-up sign panel failed the MASH criteria due to windshield and floorboard penetration. Another low-mounted system with an aluminum sign panel successfully met the MASH criteria. Four full-scale crash tests were conducted with a small passenger car. The low-mounted tripod system with an aluminum sign panel failed the MASH criteria due to windshield penetration. One low-mounted system with aluminum sign panel failed the MASH criteria due to excessive windshield deformation, and another similar system passed the MASH criteria. The low-mounted system with a vinyl, roll-up sign panel successfully met the MASH criteria. Hardware parameters of work-zone sign support systems that were determined to be important for failure with MASH include sign panel material, the height to the top of the mast, the presence of flags, sign-locking mechanism, base layout and system orientation. Flowcharts were provided to assist manufacturers when designing new sign support systems. KW - Compliance KW - Crashworthiness KW - Human factors in crashes KW - Impact tests KW - Sign supports KW - Standards KW - Traffic control devices KW - Work zone safety KW - Work zone traffic control UR - http://matc.unl.edu/research/research_projects.php?id=19 UR - https://trid.trb.org/view/968921 ER - TY - RPRT AN - 01526336 AU - Zingale, Carolina M AU - Willems, Ben AU - Ross, Jennifer M AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Future En Route Workstation Study (FEWS III): Human-in-the-Loop Simulation of Air Traffic Controller Management of Advanced Aircraft Concepts PY - 2010/03//Technical Report SP - 123p AB - The Federal Aviation Administration (FAA) and the Joint Planning and Development Office have developed the Next Generation Air Transportation System (NextGen) in an effort to transform the existing air traffic system to manage anticipated increases of up to three times current traffic levels by 2025 (FAA, 2008b). In this third volume of the Future En Route Workstation Study (FEWS) series, the authors conducted a simulation with eleven en route air traffic controllers to provide an initial evaluation of three NextGen-related concepts: the increased use of Area Navigation (RNAV) routes, aircraft self-spacing (one aircraft follows a lead), and aircraft grouping (two or more aircraft fly as in military formation flight). The simulation was conducted under very high traffic conditions (two to three times current levels) using a Baseline system that simulated the En Route Automation Modernization (ERAM) system and using the FEWS system that added features and capabilities to support controller tasks. The authors found many benefits for the FEWS system. The participants managed more aircraft, held traffic less, and reported lower workload and higher performance when they used the FEWS system. The authors also found benefits for the use of RNAVs that implemented both lateral and vertical conformance constraints. The participants managed more aircraft and issued fewer voice clearances to aircraft. The authors found few objective benefits of self-spacing and grouping. The participants commented favorably on self-spacing, but they commented negatively on grouping. KW - Air traffic control KW - Air traffic controllers KW - Approach control KW - Enroute traffic control KW - Navigation KW - Next Generation Air Transportation System KW - Simulation KW - Work area KW - Workload UR - http://hf.tc.faa.gov/publications/2010-03-future-en-route-workstation-study/full_text.pdf UR - https://trid.trb.org/view/1307225 ER - TY - RPRT AN - 01490603 AU - National Highway Traffic Safety Administration TI - Fatality Analysis Reporting System General Estimates System: 2008 Data Summary PY - 2010/03 SP - 36p AB - FARS, the Fatality Analysis Reporting System that became operational in 1975, contains data on a census of fatal traffic crashes within the 50 States, the District of Columbia, and Puerto Rico. To be included in FARS, a crash must involve a motor vehicle traveling on a trafficway customarily open to the public, and must result in the death of an occupant of a vehicle or a nonoccupant within 30 days of the crash. The 2008 FARS data file used for the statistics in this report was created in May 2009. The updated final counts for 2007 are reflected in this report. The updated final counts for 2008 will be reflected in the 2009 report. Data in the General Estimates System (GES) are obtained from a nationally representative probability sample selected from all police-reported crashes. The system began operation in 1988. To be eligible for the GES sample, a police accident report (PAR) must be completed for the crash, and the crash must involve at least one motor vehicle traveling on a trafficway and result in property damage, injury, or death. The 2008 GES file used for the statistics in this report was completed in May 2009. KW - Crash data KW - Crash injuries KW - Crash reports KW - Data files KW - Fatalities KW - Fatality Analysis Reporting System KW - General Estimates System KW - Statistics KW - Traffic crashes KW - United States UR - http://www-nrd.nhtsa.dot.gov/Pubs/811171.pdf UR - https://trid.trb.org/view/1259527 ER - TY - RPRT AN - 01488373 AU - Burkheimer, Dennis AU - Iowa Department of Transportation AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Portable Weather Station PY - 2010/03//Final Report SP - 6p AB - This station was required to have air temperature, relative humidity, wind speed and direction, and pavement temperature sensors of similar quality to the traditional Road Weather Information System (RWIS) sensors, have an integrated solar powered battery system, and be trailer‐mounted for ease of transport. The station was tested by the Iowa Department of Transportation (DOT) for basic reliability and sensor performance for a month and a half in Ames, Iowa before being moved to near Osceola, Iowa in early February 2010 for further field testing and evaluation. DOT field maintenance staff was able to successfully set up the station with minimal instruction and found the station to be relatively intuitive in its installation. Air temperature, wind speed, and wind direction observations from the station were compared to a nearby RWIS station and had good agreement. Pavement temperature readings were compared to sites within 40 miles of the station, and the readings correlated. The station has had good reliability. KW - Field tests KW - Iowa KW - Portable equipment KW - Reliability KW - Road weather information systems KW - Solar power generation UR - http://www.iowadot.gov/research/reports/Year/2010/fullreports/Portable%20Weather%20Station.pdf UR - https://trid.trb.org/view/1257078 ER - TY - RPRT AN - 01484411 AU - Schrock, Steven D AU - Mulinazzi, Thomas AU - Wang, Ming-Heng AU - University of Kansas, Lawrence AU - Mid-America Transportation Center AU - Research and Innovative Technology Administration TI - Feasibility of Using Cellular Telephone Data to Determine the Truckshed of Intermodal Facilities PY - 2010/03//Final Report SP - 73p AB - In order to determine the feasibility of using cellular telephone location data in deriving the geographic extent (truckshed) from intermodal facilities, this study was conducted to determine the feasibility analysis in three aspects: technology, penetration analysis and truck tracking methodology. A preliminary test was also conducted to demonstrate the cell phone tracking and traveling characteristics identification process using Washington, D.C. metropolitan area data provided by AirSage, Inc. The preliminary feasibility analysis found that cell phone locations could be located within an average of 100 meters or less of their actual position, which is feasible to use for a long haul truckshed tracking from the intermodal facilities. Cell phone penetration analysis showed that only partial cell phone data were available for the truckshed tracking system. Thus, a long time period of observations are needed in order to increase the number of cell phones tracked. The research team developed a process and conducted a program for tracking cell phone trajectories and identifying the cell phone characteristics (truck or not). However, a database which covers possible truck traveling objectives, such as truck stops, rest area or warehouse, and land use categories, has to be established in order to identify the characteristics of the cell phones from the anonymous cell phone database. The preliminary test illustrates several examples for tracking cell phones and identifying the characteristics of cell phones based on the proposed tracking and identification process. The results show that the vendor provided data can provide enough cell phone data points for tracking the trajectory of cell phones. It also demonstrates that the developed tracking and filtering process and computer program are able to track every individual cell phone data point and identify the traveling characteristics based on the trajectory and destination of cell phones. KW - Automatic vehicle location KW - Cellular telephones KW - Detection and identification systems KW - Feasibility analysis KW - Intermodal facilities KW - Mobile phone trajectories KW - Trip length KW - Trucking KW - Washington Metropolitan Area UR - http://matc.unl.edu/assets/documents/matcfinal/Schrock_FeasibilityofUsingCellularTelephoneDatatoDeterminetheTruckshedofRail-TruckIntermodalFacilities.pdf UR - https://trid.trb.org/view/1252659 ER - TY - RPRT AN - 01457509 AU - Lyn, Dennis AU - Cooper, Thomas AU - Das, Ranadeep AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - A Truck-Mounted Scour Inspection System for INDOT PY - 2010/03//Final Report SP - 67p AB - Scour monitoring may be a useful tool for the Indiana Department of Transportation (INDOT) in dealing with local scour problems at bridge sites, and a truck-mounted scour-monitoring system is an attractive option offering flexibility in deployment and cost-effectiveness. This report deals with two aspects related to the further development of such a system: i) a web application that combines the latest available information regarding streamflow with relevant information regarding bridges considered susceptible to bridge scour, thereby assisting in truck-deployment decisions, and ii) development of an acoustic positioning system as a replacement of the original mechanical positioning in order to improve the ease of use.The web application, written in Macromedia (now Adobe) Flash 7, provides a graphical (map) display of stream gaging sites and bridges, and the relevant information. The report discusses briefly its use and the software implementation.The acoustic positioning system is based on acoustically measuring distances from transmitters attached to the scour sonar housing to an array of receivers of known fixed positions, and is intended for use in determining reproducibly the position being probed by a scour sonar. Laboratory tests were performed with the system in isolation, and results were compared with locations determined from a Total station. It was found that, under relatively ideal laboratory conditions, the system could locate the transmitters within 1-ft in the horizontal and 1-ft in the vertical. For the more demanding location of a probed point on a hypothetical streambed, the system errors often exceeded this specification. Field tests, undertaken for both stationary-truck and moving-truck applications, but with the positions of transmitters nominally fixed with respect to the receivers, showed that the results were noisier, but appropriate pre-screening and post-processing yielded useful data. KW - Bridges KW - Indiana Department of Transportation KW - Inspection equipment KW - Positioning KW - Scour KW - Structural health monitoring UR - http://dx.doi.org/10.5703/1288284314285 UR - https://trid.trb.org/view/1218751 ER - TY - RPRT AN - 01457326 AU - Bhargava, Abhishek AU - Labi, Samuel AU - Sinha, Kumares C AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Development of a Framework for Ex Post Facto Evaluation of Highway Project Costs in Indiana PY - 2010/03//Final Report SP - 274p AB - Researchers and engineers continue to ponder over the reliability of construction cost forecasts made at the early stages of project development. After a project has been incorporated in the statewide transportation improvement program, increasingly detailed estimates of its cost are prepared at the remaining stages of project development, namely, design estimate, engineer’s estimate, and bid estimate. The accuracy of such estimates has critical consequences on contract administration and asset management in general. Most agencies do not have a methodological framework to identify projects where final cost is likely to exceed the cost estimate, or where the cost estimate is likely to exceed the final cost. This study presents such a methodology for identifying contracts that are likely to experience cost overrun at different stages of the project development process. Also, the study analyzes escalation patterns of cost estimates across the stages of project development. The application of the methodology is demonstrated using data from Indiana. Monte Carlo simulations were conducted to analyze the variability in probabilities of escalation patterns and cost overruns. To facilitate implementation of the study results, a software tool was developed using the developed models to identify contracts that are more likely to experience cost overrun in Indiana. The methodology can, however, be used by other highway agencies. For the case study, the results showed that for expansion (capacity addition) and bridge contracts, the probability of cost overrun increased with increase in contract size. For pavement projects, large contracts (exceeding $5 million) were found to be more likely to experience a cost underrun compared to small contracts. Pavement contracts in urban areas were found to be more likely to experience cost overrun compared to their rural counterparts. For expansion and bridge contract cost overrun, no significant difference in cost overrun likelihood was found between urban and rural areas. Expansion and pavement contracts on Non-NHS highways were found to be more likely to experience cost overrun, compared to such contracts on NHS highways. Bridge contracts on Interstates were more likely to experience cost overrun compared to Non-Interstates. Furthermore, it was found that as the time duration between project proposal and design completion increased, the tendency of a contract to experience cost overrun increased. Longer time spans between project proposal and letting were also found to increase the probability of cost overrun. In addition, the risk of occurrence of a particular escalation pattern was found to influence the probability of cost overrun. KW - Construction projects KW - Cost estimating KW - Cost overruns KW - Costs KW - Indiana KW - Road construction UR - http://dx.doi.org/10.5703/1288284314274 UR - https://trid.trb.org/view/1218740 ER - TY - RPRT AN - 01457112 AU - Vonderohe, Alan P AU - Hintz, Cassie AU - National Center for Freight and Infrastructure Research and Education (CFIRE) AU - Wisconsin Department of Transportation AU - Research and Innovative Technology Administration TI - 3D Design Terrain Models for Construction Plans and GPS Control of Highway Construction Equipment PY - 2010/03//Final Report SP - 109p AB - Research was conducted with the objectives of (1) identifying and characterizing benefits and technological, institutional, cultural, and legal impediments associated with adoption of 3D design and construction technologies, identifying strategies to overcome the impediments, and making recommendations to the target transportation organizations; (2) determining the relationship between surface-to-surface and average-end-area methods for earthwork calculations; and (3) describing, and providing examples of, methods for describing the functionality of 3D design software with the intent of suggesting techniques that could assist in evaluation of software products for those organizations considering adoption of them. The research was motivated by rapid development of 3D technologies for highway design and construction, but slow adoption of them by state highway agencies (SHAs). A web-based survey, with 70 percent response rate, was conducted of all 50 SHAs and seven class one regional railroads. Analysis of the results yielded ranked benefits and impediments, and associated information, for 3D design methods and automated machine guidance. Based upon survey results, three exemplary SHAs were selected for in-depth case studies, yielding strategies that have been used to successfully overcome some of the impediments. A comparison was made between average-end-area and surface-to-surface methods calculation of earthwork volumes at six roadway construction sites in North Carolina and Wisconsin. Data were provided by the respective SHAs and by two Wisconsin contractors. In general, differences between the results of the two methods increase as cross section intervals increase, although the relationship is not linear. Differences as great as 5% were observed. This results in significant cost differences for large projects. Three methods for describing 3D design software functionality were described with examples. Such methods can be useful for SHAs doing comparisons of software alternatives. A total of 26 recommendations for SHAs are presented in five groups, depending upon the SHAs’ objectives. The recommendations address buy-in and commitment from upper management, development of specifications for automated machine guidance, adoption of 3D highway design technology, development or improvement of 3D data flows from design to construction, and broader implementation of 3D technologies for design and construction, in general. KW - Construction equipment KW - Earthwork KW - Global Positioning System KW - Highway design KW - Mathematical models KW - Road construction KW - Technological innovations UR - http://www.wistrans.org/cfire/documents/CFIRE_02-05_Final_Report.pdf UR - https://trid.trb.org/view/1224259 ER - TY - RPRT AN - 01457063 AU - Adams, Teresa M AU - Toledo-Duran, Edwin AU - Pavuluri, Ravi T AU - National Center for Freight and Infrastructure Research and Education (CFIRE) AU - American Transportation Research Institute AU - Research and Innovative Technology Administration TI - Exploratory Data Project: Freight Resiliency Performance Measures PY - 2010/03//Final Report SP - 20p AB - Exploratory Data Project: Freight Resiliency Performance Measures. (2009-10) the Federal Highway Administration's (FHWA's) Office of Freight Management and Operations, through a partnership with the American Transportation Research Institute (ATRI), established a Freight Performance Measurement Program (FPM) to assess the performance of freight significant highways and US international land border crossings. The end-goal of this program is to utilize these data and information to identify areas of significant freight congestion and bottlenecks and guide decision-making on future transportation improvement. This project explored the use of FPM data for quantifying the robustness and responsiveness measures for resiliency. FPM date before, during, and after two major weather events was used to plot the resiliency of highway segments along the I-90/94 Corridor from Hudson to Beloit, Wisconsin. Results include recommendations for evaluating freight transportation resiliency. KW - Border regions KW - Bottlenecks KW - Decision making KW - Freight transportation KW - Performance measurement KW - Resilience (Materials) KW - Wisconsin UR - http://www.wistrans.org/cfire/documents/CFIRE_03-23_Final_Report.pdf UR - https://trid.trb.org/view/1224985 ER - TY - RPRT AN - 01454322 AU - Frosch, Robert J AU - Ramirez, Julio A AU - Price, Stephen AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Innovative Bridge Construction Program: Implementation of Full-Depth Bridge Deck Panels in Indiana PY - 2010/03 SP - 270p AB - This research evaluates the use of precast, prestressed bridge deck panels on new and existing precast, prestressed concrete girders. The evaluation focuses on the ease of construction and the ability of the system to develop composite action with the concrete girders. A system developed by the Connecticut Department of Transportation (CDOT) and Precast/Prestressed Concrete Institute New England Region (PCINER) was chosen for testing from available systems because it is representative of the current geometry of precast bridge deck panels. The CDOT system was evaluated in a series of large scale tests in which the panels were placed on a 40 ft prestressed concrete girder and subjected to three point loading. The CDOT system is compared to a new system developed as part of the research program. The new system addresses durability and ease of construction issues that are problematic with current joint details. The strength and geometry of both the current and new joint details are evaluated and compared in a series of direct shear tests. A final, large scale specimen was designed, constructed, and loaded to evaluate the new system. It was concluded that the behavior of the new system is comparable to that of the CDOT system. In addition, the new system is easy to construct and minimizes deck penetrations, thereby enhancing durability. This research has the potential to impact the way in which the aging highway system is rehabilitated and replaced by reducing the associated time and costs of construction while decreasing disruption to the traveling public. KW - Bridge construction KW - Bridge decks KW - Bridge design KW - Girders KW - Indiana KW - Panels KW - Precast concrete KW - Prestressed concrete UR - http://dx.doi.org/10.5703/1288284314273 UR - https://trid.trb.org/view/1218739 ER - TY - RPRT AN - 01453676 AU - Corson, Lynn A AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Identification and Implementation of Best Management Practices for Erosion and Sediment Control That Conform to Indiana Storm Water Quality Regulations and Guidance PY - 2010/03//Final Report SP - 86p AB - The study identifies the best management practices (BMPs) for erosion and sediment control that conform to Indiana storm water quality regulations and the Indiana Storm Water Quality Manual. Recommendations are made for modification of the Indiana Department of Transportation (INDOT) Standard Specifications and other documents, consistent with the proposed BMPs. The INDOT NPDES storm water permit application, originally prepared in September 2003 and submitted to the Indiana Department of Environmental Management, was to have been revised and resubmitted during this study period, but was not. The study, instead, focuses on INDOT storm water quality issues attendant to the revision and makes recommendations for addressing these issues. Recommendations are made for the organization and content of an erosion and sediment control certification and training program for INDOT and contractor personnel. The Kentucky Erosion Prevention and Sediment Control Field Guide was modified, with the approval of the Kentucky authors/publishers, for use as an Indiana field guide. KW - Best practices KW - Drainage KW - Erosion control KW - Indiana KW - Recommendations KW - Runoff KW - Sediment discharge UR - http://dx.doi.org/10.5703/1288284314269 UR - https://trid.trb.org/view/1218735 ER - TY - RPRT AN - 01449539 AU - Marques, Paul R AU - Voas, Robert B AU - Bedford Research AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - Key Features for Ignition Interlock Programs PY - 2010/03//Final Report SP - 80p AB - This report describes an effort to document alcohol ignition interlock programs in the United States in order to highlight those programs or program features that are believed to be best able to serve traffic safety interests. Information has been gathered on important interlock program features together with some recommendations for States to consider as programs are developed. This publication reflects information of the time it was written. Therefore, some statements may be outdated. In addition to the literature search and telephone conversations with State experts identified by Governors Highway Safety Representatives, wide ranging commentary was provided by key informants during a parallel effort to document interlock program features undertaken by the Interlock Working Group (IWG) of the International Council of Alcohol Drugs and Traffic Safety (ICADTS). All the above sources of information were compiled into a preliminary report in order to frame the discussion for an expert panel meeting. This final report represents the views of the authors, but also reflects input from panelists, written commentary to the IWG, and documented, published sources. The general topics of this report include the following: program enrollment issues; interlock program ramp-up and expansion; standardization of reporting and information flow; program compliance, noncompliance and interlock removal; linkages to treatment; differences in court-based judicial programs and motor vehicle administered interlock programs; and suggested core elements of interlock programs. The authors believe that the single major difference among panelists centered on whether interlocks should play a role in the monitoring of court-ordered alcohol abstinence. This final report will be useful to anyone concerned about interlock implementation and traffic safety. KW - Alcohol ignition interlock devices KW - Drunk driving KW - Expert panels KW - Literature reviews KW - United States UR - http://www.nhtsa.gov/staticfiles/nti/impaired_driving/pdf/811262.pdf UR - https://trid.trb.org/view/1217076 ER - TY - RPRT AN - 01368818 AU - Fernando, H J S AU - Ovenden, N C AU - Shaffer, S R AU - Arizona State University, Tempe AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Investigations of Environmental Effects on Freeway Acoustics PY - 2010/03//Final Report SP - 52p AB - The study reported here was designed to examine the impact of background meteorological conditions on the propagation of noise from urban freeways in the Phoenix area. The aim was to understand and predict how sound waves emanating from highways respond to the vertical profiles of atmospheric temperature gradients and velocity shear, so that sound measurements can be interpreted with regard to the environmental variability. Over the course of four days in late 2006 and two days in early 2007, field experiments were carried out at two freeway sites, where meteorological data and sound levels were measured and recorded from early morning until the middle of the day. Such periods span the stable, morning transitional and convective periods of the atmosphere. From the data collected, three test cases of varying atmospheric density stratification and wind shear are presented and discussed. These cases represent all measurement periods and were analyzed in detail. A parabolic equation model coupled to a Green’s function model close to the source field was developed and used to compute the refracted sound field for experimental cases up to half a mile from the freeway, permitting computations of noise exposure of residential areas nearby. The model demonstrates that atmospheric effects are able to raise sound levels by 10dB–20dB at significant distances from the highway, which at times led to exceeding acceptable limits imposed by Federal Highway Administration for residential areas. Mitigation strategies such as barriers and asphalt rubber friction course (ARFC) are also briefly discussed. KW - Acoustic emission KW - Field studies KW - Freeways KW - Meteorological phenomena KW - Noise KW - Phoenix (Arizona) KW - Sound level UR - http://ntl.bts.gov/lib/44000/44300/44359/AZ605-1.pdf UR - https://trid.trb.org/view/1137304 ER - TY - RPRT AN - 01367487 AU - Bergin, Stephen P AU - Farkas, Alexander AU - VSE Corporation AU - Federal Transit Administration TI - Evaluation of Ultra-Clean Fischer-Tropsch Diesel Fuel in Transit Bus Applications PY - 2010/03//Technical Report SP - 62p AB - This document reports on one particular Federal Transit Administration (FTA) sponsored, Fischer-Tropsch (F-T) diesel fuel evaluation program, and it incorporates directly related findings (and the current, ongoing status) of other programs in the same series of FTA programs that have been, or are being, conducted by ICRC/VSE. The type of F-T fuel evaluated can be produced from a variety of US domestic energy resources other than petroleum. The overall technical priorities of these F-T fuel evaluations have been to: (1) Determine whether or not operational problems are likely to occur with F-T diesel fuel over the full spectrum of transit-relevant conditions; (2) Compare directly the fuel consumption of F-T and conventional diesel fuels under well controlled but still realistic on-road conditions in the more severe (than typical transit service) region of the spectrum of heavy-duty, diesel-engine service; and (3) Compare the potential environmental impacts, in terms of both engine exhaust emissions and fuel biodegradability, of F-T and conventional diesel fuels under transit-relevant conditions. KW - Biodegradability KW - Demonstration projects KW - Diesel fuels KW - Energy resources KW - Environmental impacts KW - Fischer-Tropsch KW - Fuel consumption KW - Pollutants KW - Transit buses UR - http://www.fta.dot.gov/documents/Evaluation_of_Fischer-Tropsch_Diesel_Fuel_in_Transit_Bus_Applications_Final_Report.pdf UR - https://trid.trb.org/view/1135980 ER -